Electric marine vessel and propulsion system

Abstract

Electric marine vessel systems, other marine vessels systems, subsystems thereof, and other marine-vessel-related apparatuses, devices, and components, and methods of operating and implementing same, are disclosed herein. In one example embodiment, a marine vessel system includes a propulsor and a marine vessel. The propulsor includes a propeller and a primary structure including a motor. The marine vessel includes a longitudinal axis extending between a bow and a stern, at least one hull structure, a deck structure, and at least one adjustable structure. The propulsor is supported at least indirectly upon the deck structure or the at least one hull structure. The at least one adjustable structure is positioned above and at least indirectly supported by the deck, the at least one adjustable structure including three or more of an adjustable aft seating assembly, an adjustable sidewall portion, an adjustable console, an adjustable front table assembly, or an adjustable roof.

Description

ELECTRIC MARINE VESSEL AND PROPULSION SYSTEMCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims the benefit of, and priority to, each of U.S. provisional patent application no. 63 / 559,090 filed on February 28, 2024 and entitled “ELECTRIC MARINE VESSEL AND PROPULSION SYSTEM” and U.S. provisional patent application no.63 / 730,834 filed on December 11, 2024 and entitled “ELECTRIC MARINE VESSEL AND PROPULSION SYSTEM,” each of which is hereby incorporated by reference herein.STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENTFIELD

[0002] The present invention relates to electric marine vessel systems, marine vessels, other associated systems and subsystems such as propulsion systems or propulsors, and to devices, components, portions, and / or features of such systems and subsystems, as well as to methods of making and / or operating same.BACKGROUND

[0003] For at least the past ten years, there has been increasing market interest in and focus upon developing products that implement electric technologies such as electric motors in place of other commonly-employed technologies such as internal combustion engines. The factors underlying and driving these developments have included concerns about climate change and associated governmental regulations and incentives, as well as improvements in associated technologies such as electric battery technologies that have made electrification increasingly feasible in areas where previously it was viewed as impossible or at least highly impractical. Electrification is also of increasing importance as customers look for an enhanced productexperience. The automotive industry may be the industry that has been undergoing the most significant transformation toward electrification in recent years— both in terms of the development of electric vehicles and hybrid vehicles. Nevertheless, there is also increasing market interest in and focus upon electrification in other industries such as the marine industry.

[0004] As has been the case in the automotive industry, the marine industry faces challenges associated with electrification that arise largely (if not primarily) due to the dramatic difference between the comparatively low energy density and associated energy storage capacity achievable by electric batteries and the much higher energy density and associated energy storage capacity of hydrocarbon fuels. However, there are other challenges associated with electrification in the marine industry that are different from those faced in the automotive industry. In contrast to the automotive market and automotive technologies, non-combustion natural sources of propulsion energy for marine vessels (or marine craft or watercraft) have historically been well known and utilized, such as human, wind, wave, and current. These natural marine propulsion energy sources have proven to be reasonably efficient and reliable for a variety of marine vessels and accordingly have influenced the direction of, and innovation relating to, marine vessel development. Such naturally powered marine vessels often require lightweight construction and extreme efficiency. There have been many successful innovations throughout history furthering these design priorities that have influenced consumer expectations in the marine industry.

[0005] Additionally, as the market for marine vessels has continued to advance over time, there has emerged an increasing desire or demand for additional performance capabilities. One of the primary areas of engineering development in this regard has involved creating high performance marine vessels capable of carrying a desired payload. The transition from slow and utilitarian displacement type marine vessel designs to marine vessel designs configured for planing operation has successfully unlocked desired additional performance improvements and resulted in new levels of excitement surrounding marine vessels. Modem manufacturing methods have proven to be very successful in applying developed aerospace technologies including advantageous materials such as fiberglass, carbon fiber, and other advanced composites, along with aluminum in the construction of lightweight, high performance planing vessels. Applying these methods and materials has allowed for the optimization of weight and hull structure at competitive prices enabling access to the marine market for the vast majority of recreational consumers.

[0006] To further advance performance, some conventional internal combustion-based propulsors and powertrains have been developed for implementation in some conventional marine vessels that prioritize light weight and high power. Such internal combustion-based propulsors and powertrains have largely replaced natural sources of power such as human power for high-speed recreational use. The modem outboard motor is one type of internal combustionbased propulsor and powertrain that has resulted from such development and that has proven to be superior in terms of performance, noise, reliability, ease of use, and serviceability. Indeed, the features and demonstrated performance capabilities of the modern outboard motor have resulted in the modern outboard motor taking a commanding lead in market share within the recreational marine industry, and the modem outboard motor classification currently sets a performance standard by which many (or even all) other marine propulsion types are now measured.

[0007] One of the most noteworthy features of the modern outboard motor is that the modem outboard motor typically has a high power to weight ratio — indeed, the power to weight ratio of a modem outboard motor typically exceeds those of all other conventional mass-produced types of high power marine propulsors. Further, the application of this type of propulsor locates the propeller behind the running surface of the vessel and relatively high in the water. The location of the propeller thrust provided by a modern outboard motor, along with the ability to adjust the propeller angle of attack while underway, and the shallow running capability of a modem outboard motor, allow for the delivery of very good performance and fuel economy. Indeed, the angle of attack adjustment afforded by a modem outboard motor allows for the thrust vector to work in conjunction with planing hull hydrodynamics to optimize the overall lift and drag performance of the hull bottom throughout a wide variety of sea states, loading conditions, and design envelopes.

[0008] Given the additional power and performance afforded by modern outboard motors, consumers have found new ways to experience the marine environment. Water sports, including water skiing, wake surfing, wake boarding, and barefoot skiing, are just a small selection of the activities that the increased marine vessel performance afforded by modem outboard motors has enabled. Further, with the delivered performance, low cost of fuel, and energy density of hydrocarbon fuels, conventional marine vessels employing modem internal combustion-based outboard motors have significant operating times and useful ranges enabling boaters not only torecreate with active outdoor water sports, but also to cruise for long distances, explore new waterways, and even in some cases use their marine vessels for daily transportation. This wide range of capabilities is now considered commonplace and most recreational marine vessels are expected to be able to perform any (or even all) of the above tasks. The combination of performance, weight, energy availability, and cost, has enabled the modern intemal-combustion- powered planing marine vessel to largely define the consumer experience.

[0009] In view of the above considerations, adopting electric battery-powered electric propulsion into a traditionally internal combustion, wind, wave, or human powered marine vessel brings with it some significant challenges. First, as already noted above, there is a dramatic difference between the energy density and associated storage capacity of electrical batteries and the energy density and associated storage capacity of hydrocarbon fuels. Indeed, electric batteries are substantially less energy dense than hydrocarbon fuels— approximately 1000 times less dense volumetrically and 100 times less dense gravimetrically, in terms of energy density. As a result, it is not possible to store the same quantity of energy in an electric battery having a particular volume as would be customarily stored in a hydrocarbon fuel tank of approximately similar volume or weight. In some cases, to store the same quantity of energy in an electric battery (or batteries) associated with a marine vessel as is often stored in the fuel tank of a conventional marine vessel, the battery (or batteries) necessarily would be too large and too heavy, such that the vessel would not perform well and might possibly sink.

[0010] More particularly, it will be appreciated that (while operating times vary based on vessel type) a conventional internal combustion engine-powered wakesports boat typically carries enough energy to operate for approximately 10 hours, a conventional internal combustion engine-powered pontoon boat typically carries enough energy to operate for approximately 13 hours, and a conventional offshore center console powered by an internal combustion engine may carry enough energy to operate for as much as 18 hours and sometimes more. Such performance by conventional wakesports boats, pontoon boats, and offshore center consoles satisfies market expectations for such marine vessel systems at this time. Further, it would be a simple matter to adjust the fuel tank with additional capacity if the customer desired more range, or would accept less range and thus have a more cost-effective solution with a smaller fuel tank.

[0011] Accordingly, for an improved electric marine vessel system to be competitive and successful in the market for these types of marine vessel systems, such an electric marine vesselsystem must be able to carry enough energy so as to allow that electric marine vessel to operate for the same amount of time, or substantially the same amount of time, as would a conventional marine vessel having the same purpose (e.g., as a wakesports boat, pontoon boat, or offshore center console). That is, for an improved electric marine vessel system to be competitive with internal combustion engine-powered marine vessel systems, the electric marine vessel system must deliver competitive operational use times or “endurance.” Yet, current battery electric offerings that are available often provide as little as one or two hours of endurance and thus are clearly far away from meeting the consumer requirements of all-day range.

[0012] Even if a conventional marine vessel were modified so as to have a significantly- increased length or size and displacement to accommodate a larger battery, more energy output would then be demanded to enable the marine vessel to achieve an expected performance level, and this in turn would require a larger battery. Thus, to the extent one seeks to directly replace hydrocarbons with batteries in a marine vessel, a “vicious circle” exists from a design standpoint, which the implementation of larger batteries cannot by itself resolve. Further, near term improvements in battery technologies are also unlikely to resolve these issues. Even if battery energy technology improves such that the achievable energy density associated with an electric battery doubles, and then doubles again, such an electric battery would still be 25 times behind hydrocarbon energy density. And such improvements are unlikely, given that in recent years the typical, actual energy capacity improvements have been on the order of 1% or 2% per year.Even the most optimistic technology projections only predict that batteries will improve, in terms of their energy density, by 30% to 40% within the next decade.

[0013] Additionally, the major energy storage disadvantage of electric batteries relative to hydrocarbon fuels is in direct contrast to the long history of marine developments that have been significantly enhanced by the combination of lightweight marine construction and high-powered, hydrocarbon-fueled internal combustion-based outboard motors or engines. Indeed, the implementation of conventional electric batteries (or even batteries that appear likely to become available in the near future) tends to counteract or be at odds with some of the significant, desirable design aspects of many conventional marine vessels. More particularly, it can be appreciated that the implementation of conventional electric batteries into marine vessels may require marine vessel hulls or other structures that are larger or heavier than those of conventional marine vessels. Correspondingly, the implementation of conventional electricbatteries into marine vessels may additionally result in marine vessels that are less efficient or achieve lower power-to-weight ratios than conventional marine vessels that employ conventional internal combustion-based (non-electric) propulsors, and / or result in marine vessels that are less maneuverable, agile, or otherwise desirable from a performance experience standpoint than conventional marine vessels.

[0014] For at least these reasons, therefore, it would be advantageous if improved electric (or electrified) marine vessel systems, marine vessels, other associated systems and subsystems such as propulsion systems or propulsors, and / or devices, components, portions, and / or features of such systems and subsystems, and / or methods of making and / or operating same, could be developed that, in at least some embodiments, would overcome entirely, or to a significant degree, one or more of the aforementioned concerns or disadvantages, and / or would achieve one or more other capabilities or advantages.BRIEF SUMMARY

[0015] In at least one example embodiment, the present disclosure relates to an electric marine vessel system. The electric marine vessel system includes a marine vessel having a longitudinal axis extending between a bow and a stem, and additionally including at least one hull structure, a deck structure, a first electric battery, and a drive support system. The at least one hull structure includes a first hull structure, where the first hull structure has a first length extending along the longitudinal axis and a first width extending along an additional axis that is perpendicular to the longitudinal axis, the first length exceeding the first width. The deck structure is coupled at least indirectly to the at least one hull structure, where either the first hull structure or the deck structure includes an underside surface that faces substantially vertically downwardly. The first electric battery is supported at least indirectly in relation to the deck structure. The drive support system either is coupled to the underside surface at an intermediate location between the bow and stern, or includes a swim platform that is directly rotatably coupled either to the deck structure or to the at least one hull structure. Further, the electric marine vessel system also includes a propulsor including a propeller and a primary structure including an electric motor upon which the propeller is supported, where the propulsor is supported in relation to the marine vessel at least in part by the drive support system, and where the electric motor is coupledelectrically so as to receive electric power from the first electric battery. Additionally, the drive support system is configured to allow at least the propeller and the primary structure of the propulsor to rotate relative to the marine vessel about a first pivot axis that, at least during a first circumstance, is perpendicular to the longitudinal axis or to an additional axis that is parallel to the longitudinal axis and extends in a substantially horizontal manner.

[0016] Additionally, in at least one example embodiment, the present disclosure relates to a marine vessel system. The marine vessel system includes a marine vessel and a propulsor. The marine vessel includes a longitudinal axis extending between a bow and a stern, and additionally includes a first pontoon and a second pontoon, a deck structure coupled at least indirectly to the first pontoon and the second pontoon, a drive support system, and a foil assist system including a first foil and a first vertical strut. The first foil extends between the first pontoon and the second pontoon, the first vertical strut is coupled at least indirectly to, and extends downward from, the deck structure, and the first foil is coupled at least indirectly to the deck structure by the first vertical strut. The propulsor includes a propeller and a primary structure including a motor upon which the propeller is supported, where the propulsor is supported in relation to the marine vessel at least in part by the drive support system. The drive support system is configured to vertically lower the propulsor relative to the marine vessel when the marine vessel system is accelerated to a first speed at which the first foil is positioned at a first level relative to a surface of surrounding water, and also is configured to vertically raise the propulsor relative to the marine vessel when the marine vessel system is decelerated from the first speed to a second speed that is less than the first speed and at which the first foil is positioned at a second level relative to the surface of the surrounding water, the second level being below the first level.

[0017] Further, in least one example embodiment, the present disclosure relates to a method of operating an electric marine vessel system. The method includes providing a marine vessel including a first electric battery and a propulsor including an electric motor, where the marine vessel additionally includes a drive support system by which the propulsor is at least indirectly supported in relation to the marine vessel, where the marine vessel further includes a longitudinal axis extending between a bow and a stem, a first hull structure and a second hull structure, a deck structure coupled at least indirectly to the first hull structure and the second hull structure, and a foil assist system including a first foil, where each of the first electric battery and the drive support system is supported at least indirectly by the deck structure, and where the first foilextends substantially between the first hull structure and the second hull structure, and is coupled at least indirectly to the deck structure. Additionally, the method includes first actuating the propulsor at a first time to cause the electric marine vessel system to accelerate from a first speed through surrounding water to a second speed that is greater than the first speed so that, due at least in part to the first foil passing through the surrounding water, the marine vessel experiences planing by which the marine vessel becomes more vertically elevated relative to a first surface of the surrounding water. Also, the method includes second actuating the drive support system to vertically lower the propulsor relative to the marine vessel at or proximate the first time when the electric marine vessel system is accelerated to the second speed, where the second actuating includes causing a first actuator to either (a) first rotate a tab structure of the drive support system relative to the deck structure, or (b) second rotate a swim platform relative to the deck structure. Further, the method includes third actuating the propulsor at a second time to cause the electric marine vessel system to decelerate from the second speed through the surrounding water to either the first speed or to a third speed that is lower than the second speed so that the marine vessel becomes less vertically elevated relative to the first surface of the surrounding water. Also, the method includes fourth actuating the drive support system to vertically raise the propulsor relative to the marine vessel at or proximate the second time when the electric marine vessel system is decelerated to the first speed or the third speed.

[0018] Additionally, in at least one example embodiment, the present disclosure relates to a propulsor for implementation on a marine vessel. The propulsor includes an upper portion, and a lower portion rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis. The lower portion includes a first electric motor coupled at least indirectly to a first propeller, and the lower portion is configured to be sealed so that first water from the marine environment is restricted from entering a first interior compartment within the lower portion. Further, the propulsor is configured so that, during a normal operation, the lower portion is substantially below a water line of the marine environment. Also, the upper portion is configured to be hingedly coupled directly to the marine vessel so as to be rotatable relative to the marine vessel about a trim or tilt axis.

[0019] Further, in at least one example embodiment, the present disclosure relates to a propulsor configured to be coupled to a marine vessel to form an electric marine vessel system. The propulsor includes an upper portion configured to be hingedly attached at least indirectly to themarine vessel, so as to be rotatable relative to the marine vessel about a trim or tilt axis, and a lower portion rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis. The lower portion includes a first electric motor coupled at least indirectly to a first propeller. Also, the propulsor is configured so that, during a normal operation, the lower portion is below a water line of the marine environment. Further, the upper portion is configured to be electrically coupled to one or more electric batteries of the electric marine vessel system supported on the marine vessel, by one or more power conducting wires extending into the upper portion. Also, the one or more power conducting wires enter the upper portion at an inlet location that is substantially aligned with a junction of the trim or tilt axis and the steering axis.

[0020] Additionally, in at least one example embodiment, the present disclosure relates to an electric marine vessel system including a marine vessel including either a swim platform or a drive support system, and a propulsor. The propulsor includes an upper portion configured to be hingedly attached at least indirectly to the marine vessel by the swim platform or the drive support system, so as to be rotatable relative to the marine vessel about a trim or tilt axis, and a lower portion including a first electric motor and rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis. Further, the upper portion is configured to be electrically coupled to one or more electric batteries of the electric marine vessel system supported on the marine vessel, by one or more power conducting wires extending into the upper portion. Also, the one or more power conducting wires enter the upper portion at an inlet location that is substantially aligned with a junction of the trim or tilt axis and the steering axis.

[0021] Further, in at least one example embodiment, the present disclosure relates to a propulsor configured to be coupled to a marine vessel to form an electric marine vessel system. The propulsor has a lower portion that includes a first electric motor coupled at least indirectly to a first propeller, the first propeller including a propeller hub and a plurality of propeller blades removably attached to the propeller hub. Also, the propeller hub includes a plurality of blade retention features and each of the propeller blades includes a respective centrifugal retaining feature that is engaged with a respective one of the blade retention features so that the respective propeller blade is retained radially in relation to the propeller hub. Additionally, each of thepropeller blades is further retained axially in relation to the propeller hub either by the respective one of the blade retention features or by a respective additional axial retention feature.

[0022] Additionally, in at least one example embodiment, the present disclosure relates to a method of performing closed loop propeller torque control for an electric marine vessel system having a propulsor that includes a first electric motor, a first propeller, and an electric motor controller. The method includes determining by the electric motor controller a first propeller pitch of the first propeller of the propulsor of the marine vessel, and comparing a speed of the first electric motor or a first propeller shaft against a speed of the electric marine vessel system. The method additionally includes calculating by the electric motor controller a desired first slip percentage of the first propeller for an optimal propeller thrust delivery, and adjusting by the electric motor controller a first torque of the first propeller to result in the first propeller operating at the desired first slip percentage.

[0023] Further, in at least one example embodiment, the present disclosure relates to a marine vessel system. The marine vessel system includes a propulsor and a marine vessel. The propulsor includes a propeller and a primary structure including a motor upon which the propeller is supported. The marine vessel includes a longitudinal axis extending between a bow and a stem, and additionally including at least one hull structure, a deck structure, and at least one adjustable structure. The at least one hull structure includes a first hull structure, where the first hull structure has a first length extending along the longitudinal axis and a first width extending along an additional axis that is perpendicular to the longitudinal axis, the first length exceeding the first width. The deck structure is coupled at least indirectly to the at least one hull structure, where the propulsor is supported at least indirectly upon the deck structure or the at least one hull structure. The at least one adjustable structure is positioned above and at least indirectly supported by the deck, the at least one adjustable structure including three or more of an adjustable aft seating assembly, an adjustable sidewall portion, an adjustable console, an adjustable front table assembly, or an adjustable roof.

[0024] Additionally, in at least one example embodiment, the present disclosure relates to a marine vessel suitable for implementation with an electric propulsor. The marine vessel includes at least one hull structure including a first hull structure, where the first hull structure has a first length extending along a longitudinal axis extending between a bow and a stern of the marine vessel, and a first width extending along an additional axis that is perpendicular to thelongitudinal axis, the first length exceeding the first width. Also, the marine vessel includes a deck structure coupled at least indirectly to the at least one hull structure, and a first electric battery supported at least indirectly in relation to the deck structure. Further, the marine vessel includes at least one adjustable structure positioned above and at least indirectly supported by the deck, the at least one adjustable structure including each of an adjustable aft seating assembly, an adjustable console, an adjustable front table assembly, and an adjustable roof.

[0025] Further, in at least one example embodiment, the present disclosure relates to a propulsor for implementation in combination with a marine vessel. The propulsor includes a propulsor body having a first body portion and a second body portion, and a propeller mounted on the second body portion, where the second body portion is rotatable relative to the first body portion about a steering axis. The first propulsor body portion includes a first coupling location by which the propulsor can be coupled at least indirectly to a marine vessel, where the first coupling location defines a first motion axis about which the propulsor can rotate. Also, the first propulsor body portion includes a second coupling location by which the propulsor can be coupled at least indirectly to a marine vessel, where the second coupling location defines a second motion axis about which the propulsor can rotate.

[0026] Again, although the above discussion is intended to provide some examples of embodiments and features encompassed herein, it is not intended that the present invention be limited to any one or more of these examples, but rather it is intended that the present invention can encompass numerous embodiments and / or features in addition to, varying from, and / or other than those discussed above, including (but not limited to) embodiments and / or features in which one or more of the embodiments or features discussed above are not present. Notwithstanding the above, in other embodiments, numerous other features, characteristics, assemblies, combinations, methods and other aspects can be provided.BRIEF DESCRIPTION OF THE DRAWINGS

[0027] FIG. l is a right side perspective view of an example electric marine vessel system in accordance with an example embodiment encompassed herein;

[0028] FIG. 2 is an additional right side perspective, exploded view of the example electric marine vessel system of FIG. 1, where some portions of the system are shown in phantom (or with hidden lines);

[0029] FIG. 3 is an additional right side perspective view of portions of the electric marine vessel system of FIG. 1, where some portions of the electric marine vessel system are shown in phantom (or with hidden lines) and / or shown in cutaway;

[0030] FIG. 4 is a block diagram providing an overview of associated subsystems (or systems, or system portions) of the electric marine vessel system of FIG. 1;

[0031] FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, and FIG. 10, respectively, show additional block diagrams concerning various devices, components, and / or features that are present in at least some embodiments of the respective associated subsystems (or systems or system portions) of the electric marine vessel system of FIG. 1, as are shown in FIG. 4;

[0032] FIG. 11 is a front elevation view of a lower portion of the electric marine vessel system of FIG. 1;

[0033] FIG. 12 is a perspective view of an aft foil, a forward foil, an aft central strut, and a forward central strut of a foil assist system of the electric marine vessel system of FIG. 1;

[0034] FIG. 13 shows a left side elevation view of an additional electric marine vessel system in accordance with an example embodiment encompassed herein;

[0035] FIG. 14 shows a bottom plan view of the electric marine vessel system of FIG. 13;

[0036] FIG. 15 shows a front elevation view of a lower section of the electric marine vessel system of FIG. 13;

[0037] FIG. 16 shows a partially-cutaway front elevation view of the lower section of the electric marine vessel system of FIG. 13 that is substantially the same as the front elevation view of FIG. 15, except that the partially-cutaway front elevation view of FIG. 16 shows the lower section when the electric marine vessel system is in a different operational circumstance;

[0038] FIG. 17 is a cutaway bottom perspective view of a portion of a further example electric marine vessel system encompassed herein, including a central strut and mounting pad bolted to a lower structural section supporting electric batteries;

[0039] FIG. 18 shows a front elevation view of a lower portion a marine vessel that can be part of an additional electric marine vessel system in accordance with an additional embodiment encompassed herein;

[0040] FIG. 19 is a front perspective view of an example foil arrangement that serves as a weed shedding structure, which can be formed along a bottom of an electric marine vessel system in accordance with a further embodiment encompassed herein;

[0041] FIG. 20 and FIG. 21, respectively, are a right side perspective view and a bottom plan view, respectively, of the electric marine vessel system of FIG. 1;

[0042] FIG. 22, FIG. 23, and FIG. 24, respectively, provide respective front elevation views of an assembly of a marine vessel hull of a marine vessel, in combination with a propulsor, of the electric marine vessel system of FIG. 1, when a tab drive system of the assembly of the electric marine vessel system has been actuated so as to move the propulsor relative to the marine vessel to first, second, and third positions, respectively;

[0043] FIG. 25, FIG. 26, and FIG. 27, respectively, provide right side cutaway, cross-sectional views of the assembly of FIG. 22, FIG. 23, and FIG. 24, respectively, taken along line 25-25, line 26-26, and line 27-27, respectively, of FIG. 22, FIG. 23, and FIG. 24, respectively, with a port pontoon of the assembly being partly shown in phantom;

[0044] FIG. 28, FIG. 29, and FIG. 30, respectively, provide a right side elevation view, a top perspective view, and a bottom perspective view, respectively, of a tab of the tab drive system of the electric marine vessel system of FIG. 1;

[0045] FIG. 31 is a right side cutaway, cross-sectional view of the assembly of the electric marine vessel system of FIG. 1 shown in FIG. 22, taken along a line 31-31 of FIG. 22;

[0046] FIG. 32 and FIG. 33, respectively, provide respective right side cutaway, cross-sectional views of first and second alternate assemblies, respectively, of first and second alternate example electric marine vessel systems, respectively, encompassed herein;

[0047] FIG. 34 is a bottom perspective cutaway view of an additional electric marine vessel system that includes an articulating tab drive system, in accordance with an additional example embodiment encompassed herein;

[0048] FIG. 35, FIG. 36, and FIG. 37, respectively, show respective first, second, and third front elevation views, respectively, of a lower section of the additional electric marine vessel system of FIG. 34, when an articulating tab drive system of the additional electric marine vessel system is actuated so that the electric marine vessel system is suited for operating in first, second, and third tab drive operating modes, respectively;

[0049] FIG. 38, FIG. 39, and FIG. 40, respectively, provide respective first, second, and third left side cutaway, cross-sectional views, respectively, of the lower section of the additional electric marine vessel system of FIG. 34, taken along line 38-38, line 39-39, and line 40-40, respectively, of FIG. 35, FIG. 36, and FIG. 37, respectively;

[0050] FIG. 41, FIG. 42, and FIG. 43, respectively, provide first, second, and third additional cutaway cross-sectional views, respectively, of the lower section of the additional electric marine vessel system of FIG. 34 that illustrate first, second, and third additional positions, respectively, of the articulating tab drive system;

[0051] FIG. 44 is a first right side cutaway, cross-sectional view of a further electric marine vessel system in accordance with a further embodiment encompassed herein, where the further electric marine vessel system includes a swim platform drive system, taken along a line that is substantially similar in positioning to the line 25-25 shown in FIG. 22;

[0052] FIG. 45 is a second right side cutaway, cross-sectional view of the further electric marine vessel system of FIG. 44 that illustrates a different status of the swim platform drive system, in which the swim platform of the swim platform drive system and a propulsor are elevated by comparison with their respective positions shown in FIG. 44;

[0053] FIG. 46 is a third right side cutaway, cross-sectional view of the electric marine vessel system of FIG. 44 including the swim platform drive system thereof;

[0054] FIG. 47 is an additional cutaway cross-sectional view of a further example electric marine vessel system having an alternate swim platform drive system, in accordance with a further example embodiment encompassed herein;

[0055] FIG. 48 is front elevation view of an additional electric marine vessel system having pontoons that are respectively symmetric about respective midplanes of the respective pontoons, in accordance with an additional example embodiment encompassed herein;

[0056] FIG. 49 is a first cross-sectional view of a pontoon of an electric marine vessel system having polystyrene foam implemented therewithin, such as the starboard pontoon of the electric marine vessel system of FIG. 1, taken along a line within a plane perpendicular to the central axis of the electric marine vessel system (as shown in FIG. 3);

[0057] FIG. 50 is a second cross-sectional view of the starboard pontoon shown in FIG. 49, taken along a line coincident substantially with a plane passing substantially through the middle of the pontoon that is parallel to the central axis of the electric marine vessel system;

[0058] FIG. 51 is a left side elevation view 5100 of an example embodiment of a propulsor encompassed herein;

[0059] FIG. 52 is a front elevation view of the propulsor of FIG. 51;

[0060] FIG. 53 is a left side cross-sectional view of the propulsor of FIG. 51;

[0061] FIG. 54 is left side cross-sectional, exploded view of the propulsor of FIG. 51;

[0062] FIG. 55 is a left side elevation view of a lower portion of the propulsor of FIG. 51;

[0063] FIG. 56 is a left side cross-sectional view of the lower portion of FIG. 55;

[0064] FIG. 57 is a detail, cutaway, left side cross-sectional view of a torpedo (or gear case section) assembly portion of the lower portion of FIG. 56;

[0065] FIG. 58 is an additional left side cross-sectional view of the propulsor of FIG. 51;

[0066] FIG. 59 shows an additional cross-sectional, cutaway, exploded view of the torpedo (or gear case section) assembly of FIG. 57;

[0067] FIG. 60 is a rear perspective view of a further example embodiment of a propulsor encompassed herein;

[0068] FIG. 61 is a front elevation view if the propulsor of FIG. 60;

[0069] FIG. 62 is a cross-sectional view of the propulsor of FIG. 60 and FIG. 61, taken along a line 62-62 of FIG. 61;

[0070] FIG. 63 is an additional cross-sectional detail view of a steering bracket, and a cutaway portion of a midsection, of the propulsor of FIG. 60, in addition to an associated cutaway portion of a trim and tilt cylinder and an associated cutaway portion of a steering system component assembly;

[0071] FIG. 64 is a bottom perspective cutaway view illustrating in further detail an interfacing of the midsection and the steering bracket of the propulsor of FIG. 60, FIG. 61, FIG. 62, and FIG. 63;

[0072] FIG. 65, FIG. 66, and FIG. 67, respectively, are an additional front perspective view, an additional front elevation view, and an additional left side elevation view, respectively, of the propulsor of FIG. 60, in each case shown in combination with a steering system component assembly also shown in FIG. 63 (but shown now in fuller detail than as presented in FIG. 63);

[0073] FIG. 68 is a cross-sectional view of a lower portion of an additional example embodiment of a propulsor encompassed herein, in which the lower portion is cutaway from an upper portionof the propul sor (or in which the lower portion, plus a small portion of the upper portion, is cutaway from the remainder of the upper portion);

[0074] FIG. 69 is a partly right side elevation, partly cross-sectional view of a further example embodiment of a propulsor encompassed herein, in which the propulsor has a contra-rotating propeller arrangement, and further showing a cutaway portion of a marine vessel to which the propulsor is attached;

[0075] FIG. 70 is a side perspective, cutaway view of an additional example embodiment of a propulsor encompassed herein;

[0076] FIG. 71 is a cutaway, cross-sectional view of the propulsor of FIG. 70;

[0077] FIG. 72 is a further cutaway, cross-sectional view of the propulsor of FIG. 70;

[0078] FIG. 73 is an additional detail view of portions of a steering system of the propulsor of FIG. 70, FIG. 71, and FIG. 72, including a planar ball bearing and associated components;

[0079] FIG. 74 is a detail, cutaway, left side cross-sectional view of a torpedo (or gear case section) assembly portion of a lower portion of a further example embodiment of a propulsor encompassed herein;

[0080] FIG. 75 is a detail, cutaway, left side cross-sectional view of a torpedo (or gear case section) assembly portion of a lower portion of an additional example embodiment of a propulsor encompassed herein, in which the propulsor includes a contra-rotating propeller shafting system;

[0081] FIG. 76 is an additional cutaway, cross-sectional view showing a propeller shaft retainer plate (or bearing retainer plate) of the propulsor of FIG. 75, taken along a line 76-76 of FIG. 75;

[0082] FIG. 77 is a cutaway, left side cross-sectional view of a torpedo (or gear case section) assembly portion of a lower portion of a further example embodiment of a propulsor encompassed herein;

[0083] FIG. 78 is a cutaway cross-sectional view of a cutaway portion of a lower portion (or lower unit) of an additional example embodiment of a propulsor encompassed herein, in which the cutaway portion includes a first portion substantially corresponding to an upper half of a gear case of the lower portion, and a second portion shown broken away from the first portion and including a skeg attached to a bottom edge of the gear case;

[0084] FIG. 79 is a further cutaway cross-sectional view of the lower portion (or lower unit) of the propulsor of FIG. 78;

[0085] FIG. 80 is a left side elevation cutaway view of a lower portion of a further example embodiment of a propulsor encompassed herein, including a portion of a gear case, a skeg, and a propeller of the lower portion;

[0086] FIG. 81 is a cutaway, left side cross-sectional view of a torpedo (or gear case section) assembly portion of a lower portion of an additional example embodiment of a propulsor encompassed herein, which includes a contra-rotating propeller shafting system;

[0087] FIG. 82 is an additional cutaway, left side cross-sectional view of the torpedo (or gear case section) assembly portion of the lower portion of the propulsor of FIG. 81, providing additional details by comparison with FIG. 81;

[0088] FIG. 83 is a detail view of a region from FIG. 82, which corresponds to a dashed line region in FIG. 81 corresponding to an oil pump system, showing additional aspects of that oil pump system of the propulsor of FIG. 81 and FIG. 82;

[0089] FIG. 84 and FIG. 85, respectively, are a left side elevation view and a right side cross- sectional view, respectively, of a lower portion of a further example embodiment of a propulsor encompassed herein, in which the propulsor is configured for air ventilation;

[0090] FIG. 86 is a left side elevation view of a lower portion of an additional example embodiment of a propulsor encompassed herein, in which the propulsor is configured for air ventilation;

[0091] FIG. 87 shows a schematic side elevation view, in combination with a bottom plan view, of a lower portion of an additional example embodiment of a propulsor encompassed herein, in which the propulsor is configured for air ventilation;

[0092] FIG. 88 is a left side elevation view of a lower portion of a further example embodiment of a propulsor encompassed herein, in which the propulsor is configured for air ventilation and includes a contra-rotating propeller arrangement;

[0093] FIG. 89 is a perspective view of a group of different examples of tail profiles, which can be implemented at the aft ends or tail sections of propulsors;

[0094] FIG. 90 is an additional cross-sectional view of the propulsor of FIG. 60, in combination with portions of a marine vessel to which the propulsor is attached, which illustrates particularly how the propulsor is configured to be electrically coupled to the marine vessel to receive power, and also configured for air ventilation;

[0095] FIG. 91 is a left side elevation cutaway view of a lower portion of a further example embodiment of a propulsor encompassed herein, which includes an elevated oil sump;

[0096] FIG. 92 is a is a left side cross-sectional view of another example embodiment of a lower portion of a propulsor encompassed herein;

[0097] FIG. 93 is a cutaway cross-sectional view of the lower portion of the propulsor of FIG. 92;

[0098] FIG. 94 is a is a left side cross-sectional view of another example embodiment of a lower portion of a propulsor encompassed herein, having a tandem motor arrangement;

[0099] FIG. 95 is a right side elevation view of another example of a lower portion of a propulsor encompassed herein;

[0100] FIG. 96 is a detail view of a portion of the propulsor of FIG. 95, and particularly the propeller thereof;

[0101] FIG. 97 is an exploded view of the propeller of FIG. 95 and FIG. 96;

[0102] FIG. 98 is an end cross-sectional cutaway view of a propeller blade installed on the propeller hub of the propeller of FIG. 95, FIG. 96, and FIG. 97;

[0103] FIG. 99 is a side cross-sectional cutaway view of the propeller blade installed on the propeller hub of the propeller of FIG. 95, FIG. 96, and FIG. 97;

[0104] FIG. 100 is a flow chart of an example method of performing closed loop torque control for a propulsor encompassed herein;

[0105] FIG. 101 is a first cutaway perspective view of an example aft portion of a marine vessel of an electric marine vessel system including structures positioned above the deck of the marine vessel, particularly an aft seating assembly shown to be in a first configuration or mode;

[0106] FIG. 102 and FIG. 103, respectively, are second and third cutaway perspective views, respectively, of the example aft portion of the marine vessel of FIG. 101 when the aft seating assembly is in a second configuration or mode and a third configuration or mode, respectively;

[0107] FIG. 104 shows a right side elevation view of a modified version of a rearmost sidewall portion of either a port sidewall or a starboard sidewall of the marine vessel of FIG. 101, modified to include lighting features, along with top plan and rear elevation views thereof;

[0108] FIG. 105, FIG. 106, FIG. 107, and FIG. 108, respectively, are first, second, third, and fourth cutaway perspective views, respectively, of an example console (and a driver chair) ofa marine vessel of an electric marine vessel system, when the console is in first, second, third, or fourth modes or configurations, respectively;

[0109] FIG. 109 is a first cutaway perspective view of an example forward portion of a marine vessel of an electric marine vessel system including structures positioned above the deck of the marine vessel, particularly a front seating assembly and a front table when in a first mode or configuration, the front table including both a port table portion and a starboard table portion;

[0110] FIG. 110 is a top plan view of the front table of FIG. 109;

[0111] FIG. I l l and FIG. 112, respectively, are second and third cutaway perspective views, respectively, of the example forward portion of the marine vessel of FIG. 109 when the front table is in a second mode or configuration and a third mode or configuration, respectively;

[0112] FIG. 113 and FIG. 114, respectively, are a top plan view and a front elevation view, respectively, of the port table portion of the front table of FIG. 109 when in a fully- extended position corresponding to that shown in FIG. 109;

[0113] FIG. 115 and FIG. 116, respectively, are a top plan view and a front elevation view, respectively, of the port table portion of the front table of FIG. 109 when in a fully- retracted position corresponding to that shown in FIG. 112;

[0114] FIG. 117, FIG. 118, and FIG. 119, respectively, show respective front perspective views of the port table portion of the front table of FIG. 109 when in the fully-extended position shown in FIG. 109, the partially-retracted position shown in FIG. I l l, and the fully-retracted position shown in FIG. 112, respectively;

[0115] FIG. 120, FIG. 121, FIG. 122, FIG. 123, and FIG. 124, respectively, are first, second, third, fourth, and fifth left side elevation views, respectively, of an example marine vessel of an electric marine vessel system, particularly showing an example roof of the marine vessel when in example first, second, third, fourth, and fifth positions, respectively;

[0116] FIG. 125 is a rear perspective, partly-exploded, view of a cover portion of the roof of FIG. 120 (and FIG. 121, FIG. 122, FIG. 123, and FIG. 124);

[0117] FIG. 126 is a right side elevation view of an example marine vessel of an electric marine vessel system, particularly showing an additional example roof that differs from the roof of FIG. 120;

[0118] FIG. 127 and FIG. 128 respectively are a front elevation cutaway view and a right side rear perspective cutaway view, respectively, of the roof of FIG. 126;

[0119] FIG. 129 is a right side elevation view of an example marine vessel of an electric marine vessel system, particularly showing a further example roof that differs from each of the roof of FIG. 120 and the roof of FIG. 126;

[0120] FIG. 130 and FIG. 131, respectively, are a front elevation cutaway view and a right side rear perspective cutaway view, respectively, of the roof of FIG. 129;

[0121] FIG. 132 is a perspective, exploded view of portions of the roof of FIG. 129;

[0122] FIG. 133 shows a perspective view of the same portions of the roof of FIG. 129 that are shown in FIG. 132, except in that top doors of a top cover case of the roof are shown to be opened so as to reveal a cover;

[0123] FIG. 134 and FIG. 135, respectively, show a first additional right side elevation view and a second additional right side elevation view, respectively, of the marine vessel of FIG. 129, at first and second times before and after the cover shown in FIG. 133 is fully-implemented;

[0124] FIG. 136 provides a right side rear perspective cutaway view of the roof of FIG. 129 at another time at which the roof supports a plurality of boating accessories;

[0125] FIG. 137 is a right side elevation view of an example marine vessel of an electric marine vessel system, particularly showing another example roof that differs from each of the roof of FIG. 120, the roof of FIG. 126, and the roof of FIG. 129;

[0126] FIG. 138 is a right side rear perspective cutaway view of the roof of FIG. 137; and

[0127] FIG. 139 and FIG. 140, respectively, are a right side perspective cutaway view and a left side perspective cutaway view, respectively, of example interfacing portions of an example starboard side aft strut as can be included in any of the roof of FIG. 120, the roof of FIG. 126, the roof of FIG. 129, and the roof of FIG. 137, in combination with an example aft hinge portion of a starboard sidewall to which the respective starboard side aft strut is coupled.DETAILED DESCRIPTION

[0128] The present inventors have recognized the need for improved electric (or electrified) marine vessel systems, marine vessels, other associated systems and subsystems such as propulsion systems or propulsors, and / or devices, components, portions, and / or features of such systems and subsystems, as well as for improved methods of making and / or operating same. The present inventors have recognized the challenges posed by electrification that arise largely (if not primarily) due to the dramatic difference between the comparatively low energy densityand associated storage capacity of electric batteries and the much higher energy density and associated storage capacity of hydrocarbon fuels. Further, the present inventors have recognized the challenges associated with electrification in the context of the marine industry in which, for a variety of reasons (such as those described above), numerous expectations and goals have developed relating to the performance capabilities and other characteristics of marine vessel systems.

[0129] In view of these considerations, the present inventors have further recognized that, to achieve improved electric marine vessel systems (as well as marine vessels, other associated systems and subsystems such as propulsion systems or propulsors, and / or devices, components, portions, and / or features of such systems and subsystems, as well as improved methods of making and / or operating same), it can be important to consider the marine vessel system holistically and to develop the marine vessel and other associated systems or subsystems of the overall marine vessel system (and devices, components, portions, and / or features thereof) in a coordinated manner. Further, improvements / advances can be achieved particularly when electrification is considered foundational to the design of a marine vessel system and accordingly taken into account during the design process with respect to all or substantially all (or most or many) of the systems, subsystems, devices, components, portions, and features of the marine vessel system.

[0130] By considering the overall marine vessel system holistically and developing the systems / subsystems of the overall marine vessel system in a coordinated manner, those systems or subsystems will more likely be well-suited for operating in combination with one another and for enabling the overall marine vessel system to achieve or exceed one or more of the expectations and goals relating to performance capabilities and other characteristics that exist in regard to marine vessel systems. Further, by treating electrification as foundational when designing the overall marine vessel system and all or substantially all (or most or many) of the systems, subsystems, devices, components, portions, and features thereof, the resulting marine vessel system is more likely to achieve desired performance capabilities and other characteristics notwithstanding the challenges associated with electrification including the energy density / storage capacity limitations of electric batteries.

[0131] With this in mind, the present inventors have concluded that it would be ineffective as a design solution if one attempted to arrive at an electric marine vessel systemsimply by modifying a conventional internal combustion engine-powered marine vessel system through a process of substituting the internal combustion engine and fuel tank of that conventional marine vessel system with an electric motor and batteries. Rather, to achieve an electric marine vessel system that satisfies desired performance goals and expectations, it can be important to consider (or reconsider) the electrification of a marine vessel system from many aspects (and, at least aspirationally, from every aspect) in an effort to develop an electric marine vessel system that, across its various associated systems, is designed to achieve the goals and expectations that are specifically desired for such an electric marine vessel. Through such an approach, it is possible to take advantage of the unique attributes presented by electrification and to arrive at an improved electric marine vessel system that provides numerous significant advantages, including advantages relating to the enhancement of customer experience.

[0132] Thus, the present inventors have determined that, with respect to at least some embodiments encompassed herein, the design of a marine vessel system preferably will be approached as a whole, such that all or substantially all (or most or many) of the systems, subsystems, devices, components, portions, and features of the marine vessel system are considered during the design process (even potentially leaving no part or system unconsidered for optimization), so as to deliver a desirably effective or uncompromised battery-powered electric marine vessel system experience. Each associated system or subsystem, device, component, portion, or feature of an electric marine vessel system can contribute significantly or uniquely to the performance capabilities and other characteristics (and customer experience), of that marine vessel system. In at least some such embodiments, all or substantially all of the deck, hull, batteries, chargers, high voltage bus, propulsor, motor controller, motor, geartrain, propeller, and corresponding software (and possibly other systems, subsystems, devices, components, portions, or features) will be considered during the design process.

[0133] Further, the present inventors have also recognized that it is appropriate to devote especially significant attention to the design of one or more (e.g., certain specific one(s)) of the associated systems, subsystems, devices, components, portions, or features of an electric marine vessel system that particularly can impact one or more of the performance capabilities or other characteristics of the electric marine vessel system. In this regard, the present inventors have recognized that an essential or important component or foundation for creating a competitive battery-powered electric marine vessel system involves determining the energy requirement(s)that need to be met in order for such an electric marine vessel system to be competitive with a conventional hydrocarbon-fueled internal combustion engine-equipped marine vessel system. In this respect, the present inventors have also recognized that such energy requirement(s) are based upon two factors, namely, the efficiency of the planing hull and propulsion system at producing thrust and lift while minimizing drag, and the energy density of a given battery technology. These factors can vary depending upon the particular goals and expectations, and intended operational circumstances, for the electric marine vessel.

[0134] In particular with respect to propulsion systems or propulsors (or propulsor systems or propulsor subsystems), the inventors have appreciated that, historically, conventional marine vessel systems have often entailed marine vessels that are well-suited for operating in conjunction with particular type(s) of propulsor(s), and vice-versa. Thus, the features of propulsors employed in combination with conventional marine vessels can be particularly significant in such conventional marine vessel systems. Indeed, when surveying various types of conventional marine vessels, it is apparent that there are unique optimizations for particular propulsors that are implemented on different marine vessels, and that each power source requires a unique hull and powertrain solution. For example, a canoe (or a kayak) employs a human energy source with a paddle and as such is very distinct from a sailing vessel that utilizes wind and large sails. Also for example, a high speed recreation planing marine vessel with an internal combustion-based outboard motor and hydrocarbon fuel is distinct in numerous manners from human-powered or wind-powered vessels and illustrates how, for a particular power source, a unique vessel can be appropriate.

[0135] Correspondingly, the present inventors have additionally recognized that significant advancements in propulsion technology would be especially helpful for realizing electric marine vessel systems that achieved desired performance capabilities and / or other characteristics. Indeed, an improved electric propulsor (or propulsion system, propulsor system, or propulsor subsystem) is one particular system that can contribute to effective electrification of marine vessels systems. Given that the conventional internal combustion-based outboard motor has set a standard for recreational marine propulsion in recent years, such an improved electric propulsor desirably will retain all or substantially all (or most or many) significant or key aspects of the value proposition to the market afforded by the conventional outboard motor. At the same time, in at least some embodiments, an improved electric propulsor desirably will deliver one ormore new or improved functions and / or features by comparison with conventional internal combustion-based outboard motors.

[0136] Further in this regard, the present inventors have particularly recognized that an electric marine vessel propulsor can achieve improvements in scalability and modularity by comparison with conventional internal combustion-based outboard motors, as individual combustion engines (e.g., for different sizes of outboard motors delivering different levels of output power for different applications) no longer need to be engineered. Families of electric propulsors and (or including) associated powertrains can be developed with a focus on simplification, insofar as any given electric propulsor can be implemented with a number of moving parts that is significantly reduced by comparison with the number of moving parts implemented in a conventional internal combustion-based outboard motors. Also, because an electric propulsor will have a simpler, lower-moving-part-count design by comparison with the design of a conventional outboard motor, such an electric propulsor can also be manufactured, assembled, and operated at reduced costs than a conventional outboard motor, and also such an electric propulsor will exhibit greater reliability and durability than would a conventional outboard motor.

[0137] Additionally, the increase in robustness due to such simplification associated with an electric propulsor— and the elimination of potential failure modes arising from the complexity of conventional internal combustion-based outboard motors— allows for an electric propulsor to be designed in a manner that eliminates or reduces scheduled service and maintenance by comparison with the level of service and maintenance typical for conventional outboard motors. Also, a focus on intrinsic quality creates an opportunity for new features to be included in, or implemented in relation with, an electrical propulsor. Such new features can include, for example, increased steering flexibility and integrated vertical drive adjustments without excess cost.

[0138] With the above considerations in mind, the present inventors have developed improved electric propulsors that entail one or more of numerous improved features. For example, in at least some such embodiments encompassed herein, improved electric propulsors include improvements relating to architecture, packaging, modularity, cooling, sealing and lubrication, serviceability, lubrication, hydrodynamics and venting, and / or software controls. Additionally for example, in at least some such embodiments encompassed herein, improvedelectric propulsors include, or operate in combination with, improvements relating to any one or more of one or more chargers or charging systems (or subsystems), one or more batteries, one or more buses such as one or more of a high voltage bus or a low voltage bus, a steering system (or subsystem), a trim tilt and lift system (or subsystem), motor controls, a motor layout for multiple electric machines, a geartrain, a propshaft system (or subsystem), a propeller drive hub, a propeller hub, propeller blades, and cooling and lubrication systems (or subsystems).

[0139] Indeed, the present inventors have additionally recognized that, in at least some embodiments, the implementation of an electric propulsor in relation to a marine vessel presents opportunities for new customer features. For example, because electric propulsors (and electric machines more generally) are notably more power dense than combustion counterparts, new customer features can be enabled in the deck of the marine vessel insofar as the marine vessel and deck thereof need not be designed (as in some conventional marine vessel systems) around an intrusive internal combustion engine-based propulsion system.

[0140] Further, the present inventors have recognized that an effective electric marine vessel system will include, in at least some embodiments, one or more adaptations that allow the electric marine vessel system to achieve one or more performance capabilities or other characteristics, and / or that enable the electric marine vessel system to be implemented in any one or more of a variety or plethora of applications, e.g., ranging from recreation applications, to commercial applications, to military applications. For example, in at least some embodiments, the hull of the marine vessel will be adapted to be significantly more efficient as the energy capacity of the marine vessel will be limited by the size and weight of the electric batteries.Also, in at least some embodiments, the chargers and high voltage system, when combined with the electric batteries, will deliver expected power and performance and / or include significant improvements intended to eliminate scheduled service from the ownership experience. Further, in at least some embodiments, the electric marine vessel can include a motor controller, motor, and geartrain that are optimized in a manner that is significantly different from what is present in an internal combustion engine-based propulsor, as those components no longer entail (or are decoupled from) an internal combustion engine and can operate without the constraints associated with implementations involving an internal combustion engine.

[0141] Additionally, the software implemented on an electric marine vessel system in at least some embodiments can be implemented so as take on a wider role involving more functionsthan conventional software implemented on conventional marine vessel systems. Indeed, conventional software implemented on conventional marine vessels often is relegated to delivering certain limited functions such as those relating to navigation, providing fishing information, or delivering engine control targeted information and emission compliance. By comparison, the present inventors have recognized that the software implemented on an electric marine vessel in at least some embodiments can be fully integrated together with the propulsion and customer interface systems enabling new features both on and off-board. Complete integration of autopilot systems, machine learning enabled navigation, and auto-trailer loading and unloading can be coded natively into the electric marine vessel operating system and managed and updated remotely. Such integration enables the provision of new features and efficiency directly to the customer throughout the product lifecycle.

[0142] Notwithstanding the description herein regarding electric marine vessel systems and other related systems, subsystems, apparatuses, devices, components, features, and methods of implementing or operating same, including those involving electric propulsors, the present disclosure nevertheless also includes embodiments relating to other types of marine vessel systems (and other related subsystems, apparatuses, devices, components, features, and methods of implementing or operating same) such as internal combustion-driven marine vessel systems, hybrid marine vessel systems, fuel cell powered marine vessel systems, and other types of marine vessel systems regardless of the power sources or manner in which propulsion is generated.

[0143] Referring to FIG. 1, a right side perspective view of an example electric marine vessel system 100 in accordance with an example embodiment encompassed herein is shown. As will be described in more detail below, the electric marine vessel system 100 includes numerous system portions or subsystems, components, devices, and features that are particularly designed or configured to enable the electric marine vessel system to have various performance characteristics and achieve various levels of performance. FIG. 1 in particular shows that the electric marine vessel system 100 in the present embodiment includes a marine vessel 102 and a propulsor 104 that is coupled to the marine vessel. So as to distinguish between the marine vessel 102 and the propulsor 104, the electric marine vessel system 100 is described as including the combination of the marine vessel 102 and the propulsor 104, each of which constitutes a subsystem of the electric marine vessel system 100. Nevertheless, in other contexts orcircumstances, it may be appropriate to refer to the propulsor 104 as constituting a part of the marine vessel 102. Also, depending upon the context, the marine vessel 102 can be referred to as a marine vessel assembly, and / or the propulsor 104 can be referred to as any of a drive, a drive system, a drive unit, a propulsion system, a propulsor system, a propulsor assembly, a propulsor subsystem, or an outboard.

[0144] Additionally, FIG. 2 and FIG. 3 are provided to highlight various portions of the electric marine vessel system 100. FIG. 2 provides an additional right side perspective exploded view 200 of the example electric marine vessel system 100, in which an upper section 202 of the electric marine vessel system (and particularly including portions of the marine vessel 102) is shown to be exploded from a lower section 204 of the electric marine vessel system, including the propulsor 104, which is partly shown in phantom. Further, FIG. 3 provides an additional right side perspective view of portions 300 of the electric marine vessel system 100 of FIG. 1 and 2, where some portions of the electric marine vessel system are shown in phantom and / or shown in cutaway. In particular, portions 302 of the upper section 202 of the electric marine vessel system 100 are shown in FIG. 3 but other cutaway portions of the upper section not shown in FIG. 3 have been cut away from the portion 302 along a central axis 304 of the electric marine vessel system 100 (and the marine vessel 102).

[0145] In general, the upper section 202 (and / or one or more structures, devices, components, or features thereof) serves to allow for or enable control (e.g., operator control of operations of the electric marine vessel system 100), seating, and passenger comfort. Also, in general, the lower section 204 includes and serves to integrate various structures, including the propulsor 104 relative to the marine vessel 102. More particularly, the upper section 202 of the electric marine vessel system 100 in the present example embodiment particularly also constitutes an upper portion 206 of the marine vessel 102 that includes an upper structural section 208 and a roof (or canopy) 210. The lower section 204 of the electric marine vessel system 100 includes the propulsor 104 along with a lower portion 216 of the marine vessel 102. The lower portion 216 of the marine vessel 102 includes a lower structural section 218, a port pontoon 212, a starboard pontoon 214, and an electric battery compartment 220 within which are situated electric batteries 222.

[0146] The lower structural section 218 of the lower portion 216 of the marine vessel 102 is supported upon the port and starboard pontoons 212 and 214, respectively, each of whichgenerally extends linearly and forwardly from a stern 224 of the marine vessel 102 to a bow 226 of the marine vessel 102, in a manner that is parallel to the central axis 304 of the marine vessel. It will be appreciated that the port and starboard pontoons 212 and 214, respectively, are employed for flotation and vessel planing dynamics, and likewise can be considered to be supported by (and relative to one another by) the lower structural section 218 to which those pontoons are attached. The lower structural section 218 also is configured to support thereon the upper section 202 of the electric marine vessel system 100 (which again also constitutes the upper portion 206 of the marine vessel 102) including the upper structural section 208 thereof, which includes a horizontal (or substantially horizontal) platform or deck 238 on which passengers can stand or be seated.

[0147] Further, at the stern 224 of the marine vessel 102, there is a swim platform 240 that is an additional horizontal (or substantially horizontal) platform that is positioned somewhat vertically below the deck 238. In the present example embodiment, the swim platform 240 constitutes a part of the lower structural section 218 of the marine vessel 102, is fixedly coupled to (or in relation to) the deck 238, and extends over the propulsor 104. The propulsor 104 is attached to the lower structural section 218 of the marine vessel 102 by an integrated tab drive support system (or simply integrated tab drive system) 242 of the marine vessel 102. The propulsor 104 includes both a primary propulsor structure 244 on which is supported a propeller 246 and also a mounting structure 248 by which the propulsor particularly is coupled to the tab drive system 242. In the present embodiment, the integrated tab drive system 242 and the propulsor 104 are positioned generally within or longitudinally along a tunnel region 243 extending along or parallel to the central axis 304 between the port pontoon 212 and the starboard pontoon 214, below the deck 238. As will be described in further below, the tab drive system 242 and the propulsor 104 are configured to allow for movement of the propulsor 104 relative to the marine vessel 102. Additionally, in the present example embodiment, a portion of the marine vessel 102 such as the deck 238 (or, alternatively for example, a hull structure such as one of the port pontoon 212 or the starboard pontoon 214) includes an underside surface that faces vertically downward or substantially vertically downward, and the integrated tab drive system 242 particularly is coupled to that underside surface. Such an arrangement allows for the integrated tab drive 242 to be attached to other portions of (so as to form part of) the marine vessel 102 in a manner that particularly allows for the integrated tab drive 242 to rotate betweena horizontally-extending (or substantially horizontally-extending) position along the underside surface and a downwardly-extending (or partly downwardly-extending / lowered) position, which facilitates achieving desired movement of the propulsor 104 relative to the marine vessel 102.

[0148] Of particular note in FIG. 1, FIG. 2, and FIG. 3 is that the propulsor 104 is entirely (or alternatively, substantially entirely) positioned below the swim platform 240, which is configured to be at or substantially at a level of the water within which the marine vessel 102 is situated during operation (e.g., the swim platform 240 is a water level swim platform). Such an arrangement is distinctive by comparison with conventional propulsion systems (whether those propulsion systems are internal combustion-based or electric), which typically are unable to be totally packaged below deck level. That is, although in some conventional systems there may be some components that are positioned below deck, such components nevertheless are powered or mounted with systems that are necessarily mounted above deck. In contrast to such conventional systems, in the present embodiment of FIG. 1, FIG. 2, and FIG. 3 in which the entire drive system is below deck level, greater deck space and flexibility is provided for passengers.

[0149] In the present embodiment, the marine vessel 102 is also designed for planing operation and includes for that purpose, as particularly shown in FIG. 2 and FIG. 3, both an aft foil or wing 228 and a forward foil or wing 230 (where the terms foil and wing can be used interchangeably). In the present example embodiment, each of the aft foil 228 and the forward foil 230 extends between (or substantially between) the port pontoon 212 and the starboard pontoon 214. The aft foil 228 and forward foil 330, respectively, are attached to and supported beneath the lower structural section 218 by an aft central strut 232 and a forward central strut 234, respectively, each of which is aligned with the central axis 304. Together, the aft foil 228, forward foil 230, aft central strut 232, and forward central strut 234 form a foil assist system 236. Also as shown particularly in FIG. 3, a center of gravity 306 of the marine vessel 102, which is determined largely by the positioning of the electric batteries 222, is positioned at a location along the central axis 304 that is generally midway between the stern 224 and the bow 226, and generally midway between the port pontoon 212 and the starboard pontoon 214 (in at least some embodiments, the center of gravity is located within the boat). In the present example embodiment, the aft foil 228 is positioned aftward of or behind the center of gravity 306(between the center of gravity and the stem 224) by a first distance 308, and the forward foil 230is positioned forward or in front of the center of gravity 306 (between the center of gravity and the bow 226) by a second distance 310. That is, in the example embodiment of FIG. 3, the total center of gravity 306 of the marine vessel 102 (or of the electric marine vessel system 100 overall) is shown near the midpoint of the marine vessel, and the foils 230 and 228 are located fore and aft of the center of gravity, such that the center of gravity falls between the two foil systems in order to enhance the balance of the planing vessel.

[0150] Although FIG. 1, FIG. 2, and FIG. 3 provide, as an introduction, a generalized view of the electric marine vessel system 100, the present disclosure encompasses numerous additional associated systems, systems portions, subsystems, devices, components, and features as will be described in further detail below. Further, notwithstanding what is shown and described with respect to FIG. 1, FIG. 2, and FIG. 3, or described additionally below, the present disclosure is intended to encompass numerous alternate embodiments of electric marine vessel systems, marine vessels, associated systems, system portions, subsystems, devices, components, and features.

[0151] Some such alternate embodiments of electric marine vessel systems encompassed herein include other types of marine vessels other than pontoon boats. Indeed, notwithstanding the disclosure of various embodiments of electric marine vessel systems having marine vessels with one, two, or more pontoons herein, the present disclosure also encompasses numerous other electric marine vessel systems that do not have any pontoons and / or that include other types of hulls or hull structures other than pontoons. For example, the present disclosure encompasses various embodiments of electric marine vessel systems in which the marine vessel of the respective electric marine vessel system includes at least one hull structure having either a single hull (e.g., an electric marine vessel system including a single hull marine vessel), or multiple hulls (e g., an electric marine vessel system including a multi-hull marine vessel), or one or more hulls that are supplemented by one or more pontoons. Also for example, in at least some embodiments of electric marine vessel systems encompassed herein, the electric marine vessel system includes a marine vessel with a hull structure that has a length and a width, where the length extends along a longitudinal axis of the marine vessel extending between the bow and stem of the marine vessel, where the width is perpendicular to the longitudinal axis, and where the length is greater than the width in extent. Further, the present disclosure also encompassesother types of electric marine vessel systems such as Vee-bottom boats, impeller-driven or marine jet propulsion type boats such as jet boats, personal watercraft, jet skis, etc.

[0152] Additionally, some such alternate embodiments of electric marine vessel systems encompassed herein include one or some, but not all, of the associated systems, system portions, subsystems, devices, components, and / or features described in regard to FIG. 1, FIG. 2, FIG. 3, or otherwise below. Further, as will be described below, notwithstanding the description of the integrated tab drive system 242, the present disclosure also encompassed numerous other embodiments of drive (or propulsor) support systems such as articulating tab drive support systems, swim platform drive support systems, and other drive support systems (or mechanisms or arrangements) by which a propulsor can be coupled to a marine vessel. With respect to such other drive support systems, in at least some such embodiments, the respective drive support system particularly is coupled to an underside surface of another portion of the marine vessel (e.g., of the deck or a hull structure) so that the drive support system is attached to the other portions of (so as to form part of) the marine vessel.

[0153] Referring additionally to FIG. 4, a block diagram 400 provides an overview of the various associated subsystems (or systems, or system portions) of the electric marine vessel system 100. These associated subsystems of the electric marine vessel system 100 include the marine vessel 402 (corresponding to the marine vessel 102 of FIG. 1), which includes mechanical features and features intended to provide or enhance convenience, safety, and performance. Such features of the marine vessel 402 can include, for example, boat features relating to the floor plan (e.g., furniture, console, fence, winglike structures, and top), to the deck (e.g., storage compartments or features, winglike structures, as well as a rear swim platform), to the pontoons (e.g., log and running surface shape, bow shape), and to the foils / wings (e.g., regarding location and adjustability, service, and breakaway capability).

[0154] In addition to the marine vessel 402, the associated subsystems of the electric marine vessel system 100 represented by the block diagram 400 include electric powertrain subsystems 403 that particularly include a propulsor 404 (corresponding to the propulsor 104) and additionally, as a subsystem of the propulsor, a propeller 406, as well as power electronics components (or devices or features) 408. In general, the electric powertrain subsystems 403 can be viewed as including both mechanical and electrical subsystems, devices, components, and features. The propulsor 404 particularly includes mechanical features and hydrodynamics-related features, as well as features relating to lubrication and sealing, steering, and thermal features. The propeller 406 includes assembly, hub, and blades-related features. The power electronics components 408 include features relating to motor speed control, safety, performance, and convenience.

[0155] Additionally, the electrical powertrain subsystems 403 include subsystems, devices, components, and features relating to the architecture of the propul sor 404 and assembly of the propulsor relative to the marine vessel, including tab drive and / or swim drive (or swim platform-associated) features. Also, the electric powertrain subsystems 403 include packaging features, modularity, and scalability features, sealing-related (or seal-related) features including seals and chambers, and isolation features, as well as features for providing enhanced serviceability. Also, the electric powertrain subsystems 403 include hydrodynamics and venting features, control features (e.g., steering, trim, tilt control, and motor speed and torque features), cooling-related features, transmission-related features, lubrication-related features, a propshaft system, a drive hub, a propeller hub, and propeller blades.

[0156] Further, the electric powertrain subsystems 403 include charger (or charging- related) features, a high voltage bus, motor controller features (including relating to a cavitation plate and concentric inverter), and motor features including possibly first and second motors. Although the electric batteries of the electric marine vessel system 100 are supported upon the lower structural section 110 of the marine vessel 102 as shown in FIG. 2, the electric batteries can also be considered to be included by (or among) one or more of the electric powertrain subsystems 403. For example, in some contexts, the electric batteries can be considered to form a part of the propulsor 404.

[0157] Additionally, the associated subsystems of the electric marine vessel system 100 represented by the block diagram 400 also include software 410 and trailer subsystems 412. The software 410 includes programming with instructions that are stored on one or more memory devices of the electric marine vessel system 100, that operate on one or more processing devices (or processor(s), or control device(s), or controlled s)) of the electric marine vessel system. The software 410 particularly is configured to have a topology and to operate in a control strategy so as to govern functionality of the electric marine vessel system 100 and the associated subsystems thereof. In particular, the software 410 is configured to govern functionality of the one or more motors of the propulsor 404, one or more control devices (or controllers or controls) for thoseone or motors, including one or more of the power electronics components 408, one or more of the electric batteries, and one or more of the chargers or charging devices. The trailer subsystems 412 can include one or more automated trailer features.

[0158] It should be appreciated that, depending upon the context, the associated subsystems of the electric marine vessel system 100 illustrated by the block diagram 400 can be referred to by different terms. For example, each of the marine vessel 402 and propulsor 404 constitute subsystems of the electric marine vessel system 100 and so the marine vessel 402 can also be referred to as a marine vessel subsystem and / or the propulsor 404 can also be referred to as a propulsor subsystem. Also, depending upon the context, the marine vessel 402 can be referred to as a marine vessel assembly, and / or the propulsor 404 can be referred to as any of a drive, a drive system, a drive unit, a propulsion system, a propulsor system, a propulsor assembly, a propulsor subsystem, an outboard (O / B), or other appropriate terms.

[0159] Referring further to FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, and FIG. 10, respectively, additional block diagrams 500, 600, 700, 800, 900, and 1000, respectively, are provided. The additional block diagrams 500, 600, 700, 800, 900, and 1000, respectively, serve to illustrate, in a concise form, various devices, components, and / or features that are present in at least some embodiments of the various associated subsystems (or systems or system portions or components) 402, 404, 406, 408, 410, and 412, respectively, which are encompassed by the electric marine vessel system 100 of FIG. 1, FIG. 2, and FIG. 3 (as shown in the block diagram 400 of FIG. 4), and which may be related or combined with one another, or implemented, in any of a variety of manners.

[0160] Turning to FIG. 5, as shown in the additional block diagram 500, the marine vessel 402 particularly includes numerous features that result from a ground up re-thinking of marine vessel (or boat) features from the perspective of electrification. These features include mechanical features 502, performance features 504, convenience features 506, safety features 508, and other features 510. With respect to the mechanical features 502, these include a battery mounting for torsion isolation 512, a center of gravity location 514 of the battery between the pontoons of the marine vessel 102 and also approximately midway between the bow 116 and stem 106 of the marine vessel (or may be somewhat rearward or forward thereof), and a center pontoon structure and assembly 516. Also, the mechanical features 502 include a battery packaging and mounting 518, a foil architecture for the pontoon boat 520, a swim platform witha movable center 522, and a drive attachment and vessel structure 524. Further, the mechanical features 502 include a propulsion and vessel integration 526, a propulsion mass distribution 528, and a radiator and cooling pump location in the pontoon 530.

[0161] With respect to the performance features 504, these include an integrated battery cooling providing hydro lift 532, a vessel stabilization utilizing movable masses 534, water cooled electronics for enhanced efficiency 536, and a weedless hydrofoil attachment 538. As for the convenience features 506, these include winterization for the electric marine vessel 540, tailgate-wings with folding flaps 542, and mildew control strategy 544 for the marine vessel (or craft) 102. Further, the safety features 508 include an inverted vessel emergency stop (e-stop) 546, a high-voltage interlock (HVIL) electric drive breakaway 548, and an unsinkable pontoon construction with variable density inserts 550. As for the other features 510, these include turtle shell soft cover with roll up sections 552, gas strut spring assist and lifting mechanism 554, water pad integrated into pontoon log 556, and rollers for tensioning water mat and retraction mechanism 558. Also, the other features 510 further include a mega-lounge self-cleaning track roller 560, an improved electric pontoon boot 562, a pivotable screen and windscreen 564, and a structurally integrated tailgate hinge 566.

[0162] Turning to FIG. 6, as shown in the block diagram 600, the propulsor 404 includes numerous significant customer-orientated features, features that simplify the propulsor design, as well as features that provide manufacturing and cost advantages. These features include mechanical features 602, thermal features 604, hydrodynamic features 606, steering features 608, and lubrication and sealing features 610. With respect to the mechanical features 602, these include an active anti-corrosion system with hidden wires 612, installation and clamping of motors 614, high voltage (HV) direct current (DC) bus wires through steering articulation 616, and torsionally active copper bus bars 618. Also, the mechanical features 602 include tilt range and self-draining features 620, splayed hydraulic structure for drive stability 622 (e.g., splayed trim and tilt cylinders for lateral stability of the propulsion system), a submersible electric drive 624, and a propeller shaft plug in for service 626. Further, the mechanical features 602 include an integrated tab drive for marine vessel 628, a swim platform drive for marine vessel 630, a contra-rotating shaft system 632, and redundant water sealing 634.

[0163] With respect to the thermal features 604, these include an air path and cooling with an integrated inverter 636, an electric drive with water cooled cables 638, propulsor coolingwith no moving parts 640, and a submersible drive with enhanced cooling 642. Further, the hydrodynamics features 606 include a tail geometry to induce flow field collapse 644, propulsion venting for drag reduction 646, and near surface drag and lift control 648. Additionally, the steering features 608 include a variable ratio integrated steering mechanism 650 and a steering system with planar bearing and cable pass through 652. As for the lubrication and sealing features 610, these include a propeller shaft sealing system 654, dry sump lubrication for the electric propulsor 656, a drive with multiple sealed chamber 658, and a steering system with planar ball bearing 660.

[0164] Referring additionally to FIG. 7, as shown in the block diagram 700, the propeller 406 also includes numerous significant features that provide advantages in terms of manufacturing, cost, and serviceability. These features include assembly-related features 702, hub-related features 704, and blade-related features 706. In the present example, the assembly- related features 702 particularly include a modular marine propeller for electric propulsion 708. Also, the hub-related features 704 included an injection-molded hub for propeller 710 and a rose pedal adapter for hub torque transfer 712. Further, the blade-related features 706 include modular blades in skewed slots 714, individually-removable optimized propeller blades 716, molding with axial carbon and forged carbon optimizing weight, cost, and strength 718, forged carbon steel forks in cast aluminum blades 720, and capping a carbon hybrid blade with stainless steel (SS) leading edge for strength and durability 722.

[0165] Referring further to FIG. 8, as shown in the block diagram 800, the power electronics components 408 also includes numerous significant features involving battery and inverter marine integration. These features include motor control -related features 802, battery- related features 804, and charger-related features 806. In the present example, the motor control- related features 802 particularly include motor controller integration into a drive 808 and a modular motor controller for marine drive 810, and the battery -related features 804 particularly include a longitudinal opposing terminal battery management system (BMS) board 812. Also, the charger-related features 806 include a Bluetooth-enabled charging connector 814.

[0166] Referring further to FIG. 9, the software 410 can itself be considered (or considered when implemented by one or more memory devices and one or more processing devices) a system portion that includes numerous significant features. Such features can include, for example, features (or programming) that relate to performance attributes, such as control andenergy efficiency, safety attributes, such as can relate to the use or implementation of high voltage electricity, and customer deliverables. More particularly as shown in the additional block diagram 900 of FIG. 9, the software 410 includes performance features 902, safety features 904, and convenience features 906. The performance features 902 include thermal management for marine vessel 908, closed loop control for auto trim using propeller slip as feedback loop 910, battery charging management for a marine vessel for standby power 912, torque management and traction control for electric propellers 914, energy management profiles (e.g., cruise, sport, endurance, or power-as-a-service (PAAS)) 916, and thermal management for propulsor 918.

[0167] It should be appreciated that thermal management-related performance features can relate both to propulsor thermal management features and also to marine vessel thermal management features. For example, ones of the performance features 902 relating to thermal management for propulsor (drive) 918 can relate to thermal performance of components of the propulsor, such as the electric motor, gear reduction system or transmission components, and / or electric control components such as inverter components. Additionally for example, such thermal management-related performance features can include the placement / positioning of the propulsor within water to avoid or reduce service / maintenance expenses / activities. Further for example, ones of the performance features 902 relating to thermal management for marine vessel 908 can include management of electric battery / charging thermal characteristics, either when the propulsor (or electric marine vessel system) is located in the water or not in the water. Also for example, energy management profiles 916 relating to PAAS can relate to operations in which electric batteries of the boat can be hooked up to an electric grid (e.g., a utility power grid, a micro-grid, or building or home power system) and can be used to augment the grid energy in some manner, for example, to allow for the storing or providing of energy.

[0168] Additionally, the safety features 904 provided by the software 410 in the present embodiment include a safely home dynamic range calculator 920, and haptic, visual, and audible torque alerts 922. Further, the convenience features 906 provided by the software 410 in the present embodiment include a trim and tab combined motion algorithm for a foil borne vessel 924, battery charging and management for in-water and on-trailer charging 926, and automooring, trailer loading and unloading sensor funnel: global positioning system (GPS) to optical to sonar 928.

[0169] Additionally, referring further to FIG. 10, the trailer subsystems 412 includes features relating to enabling machine learning (ML) or artificial intelligence (Al), including selfdriving, parking, and loading / unloading technologies. More particularly as shown in the additional block diagram 1000 of FIG. 10, the trailer subsystems 412 includes automated trailering features 1002, visual targets on rotating / movable boat guides 1004, and powered selfloaded trailer 1006.

[0170] Notwithstanding what is shown or described in regard to FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, and FIG. 10, it should be appreciated that the present disclosure is not limited to the embodiment of the electric marine vessel system 100 of FIG. 1, FIG. 2, and FIG. 3 or to embodiments of electric marine vessels systems or associated systems having all or any particular one or more of the systems, system portions, subsystems, devices, components, and / or features described herein or shown in regard to any of FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, and / or FIG. 10. Rather, the present disclosure also encompasses numerous different and alternate embodiments of electric marine vessel systems, marine vessels, associated hull types or configurations, and / or other associated systems, system portions, or subsystems (such as propulsion systems or propulsors), devices, components, and / or features, as well as to methods of making and / or operating same, in addition to those described herein or shown in regard to any of FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, and / or FIG. 10.

[0171] Marine Vessel Features Including Drive Support System & Foil-Related Features

[0172] The present disclosure encompasses numerous different embodiments of electric marine vessel systems implementing numerous different embodiments of marine vessels. The marine vessel 102 of FIG. 1, FIG. 2, and FIG. 3 is one example marine vessel encompassed herein. As already described, the marine vessel 102 includes numerous structures, including the upper portion 206 and the lower portion 216, where the upper portion includes the upper structural section 208 and the roof or movable cover 210, and the lower portion includes the lower structural section 218, the port pontoon 212, the starboard pontoon 214, the electric battery compartment 220, the electric batteries 222, the aft foil 228, the forward foil 230, the aft central strut 232, and the forward central strut 234.

[0173] Of particular note in regard to the marine vessel 102 is that the aft foil 228, forward foil 230, aft central strut 232, and forward central strut 234 together form the foil assistsystem 236 that creates sequential lifting surfaces, which in turn serve to reduce hydrodynamic drag forces acting upon the marine vessel 102 during operation and thereby increase the range of the marine vessel 102 when operating under electric power. The foil assist system 236 (and particularly the aft foil 228 and forward foil 230 thereof) is configured to assist planning of the hull of the marine vessel 102, which is formed in this embodiment by the port pontoon 212 and the starboard pontoon 214. In the present embodiment, although the foil assist system 236 is configured to assist in planing of the hull, it is also configured to operate in a manner that, during planing operation, the foil assist system does not lift the marine vessel 102 free from the water’s surface. Therefore, planing resistance reduction provided by the foil assist system 236 is obtained in a subtle manner that may go undetected by passengers of the marine vessel 102.

[0174] Further in this regard, the foil assist system 236 can be viewed as including two distinct foil systems, a forward foil system that includes the forward foil 230 and the forward central strut 234, and an aft foil system that includes the aft foil 228 and the aft central strut 232. In each of these foil systems, the aft foil 228 and forward foil 230 respectively are positioned below and between the port and starboard pontoons 212 and 214, respectively. More particularly in this regard, FIG. 11 further shows a front elevation view 1100 of the lower portion 216, including the lower structural section 218, the port and starboard pontoons 212 and 214, respectively, and the forward foil 230 and forward central strut 234. As illustrated, the forward central strut 234 extends downwardly from the lower structural section 218 to a bottom end 1102 of the forward central strut, and the forward foil 230 extends outwardly on either side from the bottom end 1102 to respective bottom inner (lower opposing inside) edges 1104 and 1106, respectively, of the port and starboard pontoons 212 and 214, respectively, to which the forward foil 230 is attached. Also, the forward central strut 234 serves to carry a portion of vertical forces into the deck structure.

[0175] Given the particular front elevation view provided in FIG. 11, the aft foil 228 is directly behind the forward foil 230 and also the aft central strut 232 is directly behind the forward central strut 234, and consequently neither the aft foil nor the aft central strut are visible in FIG. 11. Even though the aft foil 228 and aft central strut 232 are hidden from view, it should not be presumed that the aft foil 228 has the same shape and size as the forward foil 230, and that the aft central strut 232 has the same shape and size as the forward central strut 234. Rather, although in some alternate embodiments the aft foil 228 has the same shape and / or size as theforward foil 230, and / or the aft central strut 232 has the same shape and / or size as the forward central strut 234, in the present embodiment (and typically) the aft foil 228 has a different shape and size than the forward foil 230, and also the aft central strut 232 has a different shape and size than the forward central strut 234. More particularly, in the present embodiment, the respective spans (e.g., foil / wing span length, between side end tips) and the respective depths of the aft foil 228 and the forward foil 230, respectively, can be the same or substantially the same (or similar), but the respective chord thicknesses and / or respective other geometric characteristics of the aft foil 228 and the forward foil 230, respectively (and also respective other characteristics of the aft central strut 232 relative to the forward central strut 234, respectively), are different and also can vary depending upon the embodiment.

[0176] As with the forward central strut 234, the aft central strut 232 serves to carry a portion of vertical forces into the deck structure. To further illustrate all of the aft foil 228, the forward foil 230, the aft central strut 232, and the forward central strut 234 comprised by the foil assist system 236, a further perspective view 1200 is provided of those structures in FIG. 12. The further perspective view 1200 particularly shows the structures of the foil assist system 236 in a circumstance in which those structures are disassembled from the lower structural section 218, port pontoon 212, and starboard pontoon 214.

[0177] FIG. 11 also illustrates several other example characteristics of the lower portion 216 of the marine vessel 102, as well as certain alternate characteristics that can be present in an alternate embodiment of the marine vessel. More particularly, in the embodiment of FIG. 11, it is evident that a port wing bottom (or running) surface 1108 and a starboard wing bottom (or running) surface 1110 of the forward foil 230 are not horizontal but rather project outward away from the bottom end 1102 of the forward central strut 234 at inclined (e.g., dihedral) angles relative to a horizontal axis (in alternate embodiments, however, the angles could be flat, dihedral, or anhedral). In the present example embodiment, it should be appreciated that a respective port pontoon bottom surface 1112 of the port pontoon 212 matches or substantially matches the inclined angle (or deadrise) of the port wing bottom surface 1108 of the forward foil 230, and also a respective starboard pontoon bottom surface 1114 of the starboard pontoon 214 matches or substantially matches the inclined angle (or deadrise) of the starboard wing bottom surface 1110 of the forward foil. Consequently, the port and starboard wing bottom surfaces1108 and 1110, respectively, and the respective port and starboard pontoon bottom surfaces 1112and 1 114, respectively, form substantially continuous surfaces. That is, respective running surfaces (water contact surfaces) provided by the port and starboard wing bottom surfaces 1108 and 1110, respectively, match or substantially match the respective running surfaces of the port and starboard pontoon bottom surfaces 1112 and 1114, respectively. This arrangement is helpful for achieving desired pressure transfers between the port and starboard wing bottom surfaces 1108 and 1100 (e.g., the bottom of the foil) and the port and starboard pontoon bottom surfaces1112 and 1114 (e.g., the bottom surface of the hull, with it being appreciated that the foil can be considered an appendage rather than a hull surface), thereby increasing the net working pressure under the planing hull surface.

[0178] Additionally, in the present embodiment, the electric batteries 222 are supported within the deck 238 between the port pontoon 212 and the starboard pontoon 214, and a tunnel1113 formed between the pontoons has a running surface 1115 that is above the port and starboard pontoon bottom surfaces 1112 and 1114, respectively, by a distance that depends in part upon the electric battery arrangement. For example, if the arrangement of the electric batteries 222 involves a double stack (two layers) of batteries (as is shown in FIG. 11), the running surface 1115 (or “tunnel skin” formed between the electric batteries and the running surface) can be significantly deeper or closer to the keel line (for example, by 9.7 inches) than if the arrangement of electric batteries involves a single stack (a single layer) of batteries. Also, although in the present embodiment of the marine vessel 102 it is envisioned that the electric batteries 222 are supported at locations in between the port and starboard pontoons 212 and 214, in at least some embodiments, there can be provided (or removed) battery notches in the pontoons within which electric batteries or portions of electric batteries can be situated and supported. Further, depending upon the embodiment, one or more batteries can be located in any of a variety of one or more locations in the marine vessel 102 or the electric marine vessel system 100 (e.g., within one or more various locations within one or more of the pontoons, one or more various locations within the deck structure 238, one or more locations on the propulsor 104, and / or in other location(s)). Also, in at least some embodiments encompassed herein, there are fork-able tunnel lifting supports between the lower structural section 218 and the pontoons 212 and 214 (e.g., within the tunnel 1113). That is, there can be provided supports by which a forklift can lift and support the electric marine vessel system 100, with the forklift forks being positioned between the pontoons 212 and 214.

[0179] The exact dimensions of different components or portions of the electric marine vessel system 100 can vary depending upon the embodiment. In one example embodiment, each of the pontoons 212 and 214 has a horizontal width (as measured perpendicular to the central axis 304) along its respective upper surface of 27.5 inches. Also, each of the pontoons 212 and 214 has a respective height between that respective upper surface and the bottom inner edge (that is, the respective vertical distances between the respective upper surfaces of the respective port pontoon 212 and starboard pontoon 214 relative to the respective bottom inner edges 1104 and 1106, respectively) of 33 inches, and the aft and forward central struts 232 and 234 (of the foil assist system 236) can each have a height of 15.5 inches. Further, in this embodiment of FIG. 11, the pontoons 212 and 214 have respective outer vertical wall surfaces 1116 and 1118, respectively, that are substantially planar such that the port and starboard pontoon bottom surfaces 1112 and 1114 are of maximum width, such that the outer vertical wall surfaces can be considered maximized running surface outer walls. Also in the present embodiment, further for example, the outer vertical wall surfaces 1116 and 1118, even though substantially planar, can still have a radius outside surface characteristic of R200”, and each of the port and starboard pontoon bottom surfaces 1112 and 1114 can have a width of 26 inches.

[0180] In contrast, as also illustrated in FIG. 11 partly in phantom, in an alternate example embodiment, alternate port and starboard pontoons 1122 and 1124, respectively, are substituted for the port and starboard pontoons 212 and 214, respectively. In this embodiment, the alternate port and starboard pontoons 1122 and 1124 have respective outer vertical wall surfaces 1126 and 1128, respectively, that are not as planar as the outer vertical wall surfaces 1116 and 1118, but rather curve more inwardly as one progresses downwardly toward port and starboard pontoon bottom surfaces 1130 and 1132, respectively. In this embodiment, the outer vertical wall surfaces 1126 and 1128 can have a radius outside surface characteristic of R120”, and each of the port and starboard pontoon bottom surfaces 1130 and 1132 can have a width of 23 inches. The port and starboard pontoon bottom surfaces 1130 and 1132, respectively, can also be considered to constitute respective planing surfaces of the port and starboard pontoons 1122 and 1124, respectively, and of the marine vessel 102.

[0181] Again, the present disclosure encompasses numerous embodiments having a variety of different configurations. Among other things, the present disclosure encompasses a variety of different embodiments having a variety of different pontoon arrangements in whichthe pontoons take on any of a variety of different shapes (e.g., flat bottom or round bottom pontoons), sizes, and dimensions. Accordingly, notwithstanding the example dimensions provided above regarding the port pontoon 212, starboard pontoon 214, alternate port pontoon 1122, and alternate starboard pontoon 1124, and associated structures / features, it should be recognized that in alternate embodiments any one or more of these dimensions described above can vary. Also, a variety of factors and design considerations can influence the dimensions of these pontoons and / or associated structures / features. For example, as the weight of the electric marine vessel system (or marine vessel thereof) changes, for example due to changes in battery size / weight, the widths / sizes of the pontoons and / or associated structures / features can also change. Further for example, to the extent that the weight associated with electric batteries of the electric marine vessel system increases (e.g., due to increased battery size), the widths of the pontoons of the marine vessel of the electric marine vessel system can also increase so as to increase displacement.

[0182] Notwithstanding the above description of the foil assist system 236 of the marine vessel 102, the present disclosure additionally is intended to encompass numerous alternate embodiments of foil assist systems for marine vessels and alternate embodiments of marine vessels (and electric marine vessel systems) having such alternate embodiments of foil assist systems. For example, in some additional embodiments, foil assist systems can employ split foils for achieving ride control. In some such embodiments, a foil assist system with a split foil arrangement includes each of a port central strut and a starboard central strut that are arranged side by side and extend downward from a deck (or hull or other marine vessel portion), as well as each of a port wing portion and a starboard wing portion. Further, the port wing portion is attached to and extends to the port side of the port central strut, and the starboard wing portion is attached to and extends to the starboard side of the starboard central strut. Thus, in such an embodiment, the foil arrangement is one in which the port wing portion and the starboard wing portion are independently supported respectively by the port central strut and the starboard central strut, respectively.

[0183] Additionally for example, FIG. 13, FIG. 14, FIG. 15, and FIG. 16 are provided to show an electric marine vessel system 1300 having a marine vessel 1302 employing an alternate embodiment of a foil assist system 1304. In particular, FIG. 13 shows a right side elevation view of the electric marine vessel system 1300 including a marine vessel 1302 and a propulsor 1303,where the electric marine vessel system 1300 includes both an upper section 1306 and a lower section 1308. FIG. 14 shows a bottom plan view of the electric marine vessel system 1302 and the lower section 1308. Further, FIG. 15 shows a front elevation view 1500 of the lower section 1308 of the electric marine vessel system 1302, which includes a lower portion 1501 of the marine vessel 1302 as well as the propulsor 1303, when the electric marine vessel system 1302 is in a first operational circumstance. FIG. 16 by comparison shows a partially-cutaway view 1600 of a front elevation view of the lower section 1308 that is substantially the same as the front elevation view 1500 of FIG. 15, except that the partially-cutaway view of FIG. 16 shows the lower section 1308 when the electric marine vessel system 1302 is in a different operational circumstance.

[0184] Referring particularly to FIG. 14, and FIG. 15, the lower portion 1501 of the marine vessel 1302 includes a lower structural section 1400, a port pontoon (or log) 1402, and a starboard pontoon (or log) 1404, where the lower structural section is supported upon, and supports with respect thereto, each of the pontoons. Each of the port and starboard pontoons 1402 and 1404 is substantially cylindrical in shape except insofar as each of the pontoons includes a respective outwardly-protruding flare protrusion 1504 running along its respective outer side surface. The lower portion 1501 also includes the foil assist system 1304. In the present embodiment, the foil assist system 1304 includes a large chord, low-speed foil 1408, a small chord high-speed foil 1410, a port rear (or stern) foil 1412 (see FIG. 14), and a starboard rear (or stern) foil 1414 (see FIG. 14). As shown in FIG. 14, the low-speed foil 1408 and high speed foil 1410 generally extend between the port pontoon 1402 and the starboard pontoon 1404 and are respectively positioned at a region 1416 substantially midway between a bow 1418 and a stem 1420 of the marine vessel 1302. By comparison, the port rear foil 1412 attached to the port pontoon 1402 proximate the stern 1420 and also the starboard rear foil 1414 is attached to the starboard pontoon 1404 proximate the stern 1420. Further, the port rear foil 1412 and the starboard rear foil 1414 respectively extend substantially horizontally toward a center axis 1422 of the marine vessel 1302 (see FIG. 14).

[0185] As is evident from FIG. 15, each of the low-speed foil 1408 and the high-speed foil 1410 is supported upon a central strut 1502 extending downward from the lower structural section 1400 (along the central axis 1422). The low-speed foil 1408 is arranged vertically- higher, and closer to the lower structural section 1400, than the high-speed foil 1410 as shown inFIG. 15. Additionally, although the low-speed foil 1408 and high speed-foil 1410 are nearly coincident with (or overlapping relative to) one another in terms of their respective positions between the stem 1420 and the bow 1418, the high-speed foil 1410 is arranged slightly closer to the bow 1418 (and farther from the stern 1420) than is the low-speed foil 1408 as shown in FIG. 14. Also, each of the low-speed foil 1408 and the high-speed foil 1410 is arranged to have a swept-back profile as the respective foil extends outward from, on either side of, the central strut 1502. Thus, respective outer tips 1423 of the low-speed foil 1408 are positioned more closely to the stern 1420 than is the location at which the low-speed foil is coupled to / mounted upon the central strut 1502, and also respective outer tips 1424 of the high-speed foil 1410 are positioned more closely to the stern 1420 than is the location at which the high-speed foil is coupled to / mounted upon the central strut 1502.

[0186] Each of FIG. 13 and FIG. 15 additionally shows a static waterline (or water level) 1310 and a running waterline (or water level) 1312. The static waterline 1310 shows an example level of water that can occur when the electric marine vessel system 1300 is at a standstill and not moving relative to the water within it is situated (e.g., because the propulsor 1303 is off and not transmitting thrust), and the running waterline 1312 by comparison shows an example level of water that can occur when the electric marine vessel system 1300 is moving relative to the water within which it is situated (e.g., because the propulsor 1303 is on and transmitting thrust). It should be recognized that the running waterline 1312 is lower than the static waterline 1310 along the electric marine vessel system 1300 and especially along the pontoons 1402 and 1404 because, when the electric marine vessel system is moving through the water, the electric marine vessel system tends to become elevated somewhat due to interactions between the water and the foil assist system 1304 and particularly the low-speed foil 1408 and the high-speed foil 1410. In the present embodiment, the low-speed foil is in the water during low-speed operation of the electric marine vessel system 1300, but is no longer in the water during high speed movement when operation of the high-speed foil 1410 lifts the electric marine vessel system even higher out of the water. Accordingly, the presence of the low-speed foil 1408 and high-speed foil 1410 enables the electric marine vessel system 1300 to achieve operation in which the electric marine vessel undergoes sequential multistage lift as the electric marine vessel system proceeds from no speed, to low-speed, to high-speed (or vice-versa). Relatedly, it should be appreciated that surface portions (convex surface portions) of the port pontoon 1402 and the starboard pontoon1404 that are below the running waterline 1312 constitute respective planing surfaces of those respective pontoons (and of the marine vessel 1302) during high speed operation of the electric marine vessel system 1300, and that surface portions (convex surface portions) of the port pontoon 1402 and the starboard pontoon 1404 that are below the static water line 1310 constitute respective planing surfaces of those respective pontoons (and of the marine vessel) during low speed operation of the electric marine vessel system.

[0187] In addition to having a swept-back profde as described above, each of the low- speed foil 1408 and the high-speed foil 1410 is also arranged to have an inclined profde as the respective foil extends outward from, on either side of, the central strut 1502. As illustrated in FIG. 15, in the present example embodiment, each of the low-speed foil 1408 and the high-speed foil 1410 particularly is inclined at an angle 1506 of about 10 degrees relative to a horizontal plane 1508 (e.g., 10 degree deadrise), although this angle can vary depending upon the operational circumstance and / or the embodiment. Thus, the respective outer tips 1423 of the low-speed foil 1408 are positioned vertically higher than is the location at which the low-speed foil is coupled to / mounted upon the central strut 1502, and also respective outer tips 1424 of the high-speed foil 1410 are positioned vertically higher than is the location at which the high-speed foil is coupled to / mounted upon the central strut 1502.

[0188] It will be appreciated from FIG. 14 and FIG. 15 that the low-speed foil 1408 extends outward from the central strut 1502 so that respective outer tips 1423 extend toward, but not quite up to, inner side surfaces 1510 of the port and starboard pontoons 1402 and 1404. Consequently, in the present example embodiment, respective gaps 1512 exist between the respective outer tips 1423 of the low-speed foil 1408 and the inner side surfaces 1510. By comparison, the high-speed foil 1410 extends farther outward from the central strut 1502 on both sides thereof such that the respective tips 1424 of the high-speed foil extend outward to respective vertical midplanes 1426 of the port and starboard pontoons 1402 and 1404, respectively. Also, in at least some operational circumstances, and as shown in FIG. 15, there can be respective gaps 1514 between the respective tips 1424 of the high-speed foil 1410 relative to the port and starboard pontoons 1402 and 1404.

[0189] However, referring to FIG. 16, in at least some other operational circumstances— for example when the electric marine vessel system 1300 is moving and more pressure is exerted upon the high-speed foil 1410— the high-speed foil can become further inclined vertically upwardso that the respective tips 1424 come closer to the port and starboard pontoons 1402 and 1404 such that the gaps 1514 become reduced in size. Alternatively, if the electric marine vessel system 1300 is going slower, the high-speed foil 1410 will become less inclined vertically upward so that the respective tips 1424 become farther from the port and starboard pontoons 1402 and 1404 such that the gaps 1514 become larger in size. Such behavior can be advantageous in various operational circumstances.

[0190] For example, if the electric marine vessel system 1300 is traveling at high speed, the respective tips 1424 of the high-speed foil 1410 can come into contact with the port and starboard pontoons 1402 and 1404 and enhance the upward pressure applied upon the electric marine vessel system 1300. However, if the electric marine vessel system 1300 (while initially traveling at high speed) then enters a weed patch area, the electric marine vessel system will go slower at that point, and the respective tips 1424 of the high-speed foil 1410 will move from an elevated position in which those tips are touching the port and starboard pontoons 1402 and 1404 to a lowered position in which the gaps 1514 between the pontoons and the tips become sizable. In this circumstance, to the extent any weeds have been collected along the high-speed foil 1410, those weeds can more easily slip off the high-speed foil, such that the high-speed foil is substantially self-cleaning.

[0191] Further, in at least some such operational circumstances and particularly as illustrated in FIG. 16, the respective tips 1424 even come into contact with supporting structural surfaces 1602 (one of which is shown in FIG. 16) along the undersides of the port and starboard pontoons 1402 and 1404. Indeed, in the present embodiment of FIG. 16, so that forces exerted upon the high-speed foil 1410 can be borne at least in part by the port and starboard pontoons 1402 and 1404, the port and starboard pontoons 1402 and 1404 include respective underside pockets 1604 within which are positioned and supported the supporting structural surfaces 1602, which can take the form of high durometer pucks (or bump stops). FIG. 16 reveals one of the underside pockets 1604 and one of the supporting structural surfaces 1602 notwithstanding those features being present substantially midway along the length of the starboard pontoon 1404, insofar as FIG. 16 provides a cutaway view of the starboard pontoon 1404 in which the portion of that pontoon that is forward of the respective underside pocket 1604 and supporting structural surface 1602 is cut away along an edge 1608. Thus, as illustrated in FIG. 16, in operational circumstances in which sufficient forces are exerted upon the high-speed foil 1410 so that therespective tips 1424 come into contact with the supporting structural surfaces 1602 at contact locations such as a contact location 1606, at least some of those forces are transmitted to and borne by the supporting structural surfaces 1602 and thus by the pontoons 1402, 1404.

[0192] Turning to FIG. 17, FIG. 18, and FIG. 19, the present disclosure is intended to encompass additional features relating to electric marine vessel systems, marine vessels, and foil assist systems in addition to those described above. For example, FIG. 17 provides a cutaway, bottom perspective view directed upward toward the bottom / underside of a marine vessel of an electric marine vessel system. As illustrated by FIG. 17, in at least some embodiments encompassed herein, the electric marine vessel system has a central strut 1700 that includes a mounting pad 1702 that bolts to a lower structural section 1704 that supports the weight of the electric batteries 1706 of the electric marine vessel system in which those structures are implemented. Insofar as the central strut 1700 to at least some extent can carry the mass of the electric batteries 1706, and can transfer that weight to the foil, then this can relieve some of the stress placed onto other portions of the marine vessel in terms of bearing the weight of the electric batteries, which lessens the extent to which other portions of the marine vessel structure should be strengthened to bear such weight. The central strut 1700 can for example correspond to any of the central struts 1502 and 234 described above, the electric batteries 1706 can correspond for example to the electric batteries 222 described above, and the lower structural section 1704 can correspond for example to any of the lower structural sections 1400, 218, and 110 described above. As described above in regard to the large chord, low-speed foil 1408 and the small chord high-speed foil 1410, the central strut 1700 is configured to support each of a low-speed foil 1708 and a high-speed foil 1710.

[0193] Further, with respect to FIG. 18, the present disclosure is intended to encompass embodiments having foils that are larger or smaller in extent that those described above. For example, FIG. 18 shows a front elevation view 1800 of a lower portion 1803 of a marine vessel 1801, which includes a lower structural section 1806, a low-speed foil 1808, a high-speed foil 1810, a port pontoon 1802, and a starboard pontoon 1804. In this example embodiment, the high-speed foil 1810 extends farther outward from a pair of central support struts 1812 (rather than a single, central strut), beyond the port pontoon 1802 and the starboard pontoon 1804. In this embodiment, to maximize an aspect ratio of the high-speed foil 1810, wing portions 1814 of the high-speed foil extend out to the full beam width of the boat (and there are not any undersidepockets 1604 or supporting structural surfaces 1602 such as the high durometer pucks of FIG.16). Further, in this embodiment, during operation at high speeds, either a significant gap (e.g., 8 to 12 inches, or approximately 1.5 times the foil chord length) will be maintained between the wing portions 1814 of the high-speed foil and the undersides of the pontoons 1802 and 1804, or alternatively the wing portions will come to rest on the undersides of the pontoons. Additionally, in contrast to the high-speed foil 1810, the low-speed foil 1808 extends outward from the pair of central support struts 1812 toward, but not fully up to, the port pontoon 1802 and the starboard pontoon 1804.

[0194] Additionally with reference to FIG. 19, it should be appreciated that, in at least some embodiments, a foil system forming an overall weed shedding structure 1900 can be formed along a bottom of a marine vessel by a central strut 1902 corresponding to, for example, any of the central struts 1700, 1502, or 234 (or central support struts 1812), along with a foil 1904 corresponding to, for example, any of the low-speed or high-speed foils described above. FIG. 19 particularly provides an isometric view of the overall weed shedding structure 1900 that shows the foil 1904 attached to (and beneath) the central strut 1902. FIG. 19 further illustrates that, in the present embodiment, the foil 1904 includes a port wing portion 1906 and a starboard wing portion 1908 that are formed within a plane 1910 (shown in phantom) that is perpendicular to the central strut 1902, as indicated by a right angle symbol 1912 (also shown in phantom), where the port wing portion and starboard wing portion are both swept aftward so as to have positive sweep. Given this arrangement, weeds that become attached to the overall weed shedding structure 1900 can come off at low speeds, because operation at low speeds will allow gaps (e.g., a 2 inch gap at rest) to form between the port and starboard wing portions 1906, 1908 of the foil 1904 and any nearby by pontoon (or marine vessel structure). Particularly when such gaps arise, weeds can then easily slide off of the port wing portion 1906 and the starboard wing portion 1908, as facilitated by the port and starboard wing portions being swept aftward. Also, the weeds can be lacerated by high pressure for induced cavitation on the leading edge. Further it should be noted that, notwithstanding that gaps will occur at slow speeds between the foil 1904 and any nearby pontoon, the overall weed shedding structure 1900 is configured so that any such gap between the foil 1904 and any nearby pontoon will close at the lowest speed possible.

[0195] The present disclosure is intended to encompass a variety of electric marine vessel systems including any of a variety of marine vessel hull designs or configurations, as well asincluding any of a variety of different arrangements of propulsors relative to marine vessels, including for example arrangements in which propulsors are implemented in relation to the marine vessels by tab drive systems or swim platform drive systems. The electric marine vessel system 100 particularly includes a marine hull design as shown in FIG. 20 and FIG. 21, which respectively show a bottom perspective view 2000 and a bottom plan view 2100 of an assembly 2002 of a marine vessel hull 2004 of the marine vessel 102 in combination with the propulsor 104. The marine vessel hull 2004 particularly can be understood as including the lower portion 216 of the marine vessel 102 along with a part of the upper portion 206 of the marine vessel, particularly including the deck 238 and the swim platform 240.

[0196] FIG. 20 and FIG. 21 particularly show that the lower portion 216 of the marine vessel 102 includes the tab drive system 242 positioned between the port pontoon 212 and the starboard pontoon 214. As will be described in further detail below, in the present embodiment the propulsor 104 is implemented in relation to the marine vessel 102 by the tab drive system 242. Also, the port pontoon 212 and the starboard pontoon 214 have, respectively, a port rear hull notch 2102 and a starboard rear hull notch 2104 arranged at respectively inwardly-facing side surfaces 2106 of the respective pontoons at respective stern ends 2108 of the respective pontoons. Due to the presence of the port rear hull notch 2102 and the starboard rear hull notch 2104, although the inwardly-facing side surfaces 2106 of the port pontoon 212 and starboard pontoon 214 are separated by a distance from one another along most of their respective lengths that is about double the width of one of the pontoons, the inwardly-facing side surfaces of the pontoons become separated by increasingly greater distances as one proceeds along the hull notches toward the respective stem ends 2108 of the respective pontoons.

[0197] The presence of the port rear hull notch 2102 and the starboard rear hull notch 2104 is advantageous in one or more manners. In particular, the presence of the port and starboard rear hull notches 2102 and 2104 reduces or eliminates the blunt surfaces at the stern ends 2108 of the port and starboard pontoons 212 and 214, so as to reduce or eliminate water flow resistance arising from the pontoons during reversing movement of the electric marine vessel system 100. Also, the presence of the port and starboard rear hull notches 2102 and 2104 strengthens the marine vessel hull 2004 so that the hull is better able to withstand rear impacts. Also, it should be appreciated that, although the propulsor 104 is shown to be in a straight position in FIG. 21 as one proceeds from the bow 226 to the stem 224 (e.g., oriented along thecentral axis 304 of FIG. 3), the propulsor 104 is steerable, and it is desirable for the propulsor 104 to be able to receive water flow without obstruction by the port and starboard pontoons 212 and 214 notwithstanding the steering setting of the propulsor. In this regard, a semicircle 2110 shown in FIG. 21 is intended to figuratively illustrate that, due to the presence of the port and starboard rear hull notches 2102 and 2104, cleaner water entry past (e.g., water flow substantially or entirely unobstructed by) the port and starboard pontoons 212 and 214 and into the region of the propulsor 104 is achievable, regardless of the steering setting (or throughout the steering range) of the propulsor. Further, the port and starboard rear hull notches 2102 and 2104 also serve to reduce spray resistance coming off of the tab drive system 242.

[0198] Referring now to FIG. 22, FIG. 23, FIG. 24, FIG. 25, FIG. 26, and FIG. 27, numerous additional views of the assembly 2002 are provided to further illustrate the lower portion 216 of the marine vessel 102, and particularly the tab drive system 242 thereof, in relation to the propulsor 104, so as to illustrate how the tab drive system can operate to adjust the position of the propulsor relative to the marine vessel. In this regard, FIG. 22, FIG. 23, and FIG. 24 particularly provide respective front elevation views 2200, 2300, and 2400 of the assembly 2002, respectively, when the tab drive system 242 has been actuated so as to move, and particularly to raise or lower, the propulsor 104 relative to the marine vessel 102 to first, second, and third positions, respectively. Correspondingly, FIG. 25, FIG. 26, and FIG. 27 particularly provide respective left side cutaway views 2500, 2600, and 2700, respectively, of the assembly 2002 when the tab drive system 242 has been actuated so as to move, and particularly to raise or lower, the propulsor 104 relative to the marine vessel 102 to the first, second, and third positions, respectively. So as to facilitate viewing of the tab drive system 242 in FIG. 25, FIG. 26, and FIG. 27, the port pontoon 212 is shown partly in phantom in each of FIG. 25, FIG. 26, and FIG. 27.

[0199] More particularly, the front elevation view 2200 of FIG. 22 and the left side cutaway view of FIG. 25 particularly show the assembly 2002 in a first state when the tab drive system 242 has been actuated so that the propulsor 104 is fully retracted, or raised vertically to a maximum extent, relative to the marine vessel 102, such that the tab drive system and propulsor are in a shallow water position or mode, or a “0 degree position” (e.g., maintaining a thrust angle of zero degrees relative to the water surface or relative to horizontal). By comparison, the front elevation view 2300 of FIG. 23 and the left side cutaway view of FIG. 26 show the assembly2002 in a second state when the tab drive system 242 has been actuated so that the propul sor 104 is partly extended, or lowered vertically to a partial extent, relative to the marine vessel 102, such that the tab drive system and propulsor are in a nominal running position or mode (for nominal marine vessel planing operation), or a “5 degree position”.

[0200] Further, the front elevation view 2400 of FIG. 24 and the left side cutaway view of FIG. 27 show the assembly 2002 in a third state when the tab drive system 242 has been actuated so that the propulsor 104 is fully extended, or lowered vertically to a maximum extent (or fully deployed), relative to the marine vessel 102, such that the tab drive system and propulsor are in a full tab position or mode, or a “10 degree position” (in this embodiment, a 10 degree angle would provide about 10 inches of lift). It should be appreciated that the numerical values of each of these angles (that is, the 0 degree, 5 degree, and 10 degree positions) are merely provided as examples, and could be increased or decreased to enable marine vessel optimization. Also, in the present example, it can be assumed that the position of the propulsor 104 shown in FIG. 24 is 12 (or about 12) inches vertically higher relative to the marine vessel 102 than the position of the propulsor shown in FIG. 22 although, in other embodiments, the actual amount of vertical movement up or down of the propulsor 104 relative to the marine vessel 102 can vary (e.g., in other embodiments, the amount of vertical movement could be 6, 8 or 10 inches, or more). The tab drive system / mechanism is advantageous as it allows for large vertical displacements.

[0201] From FIG. 22, FIG. 23, FIG. 24, FIG. 25, FIG. 26, and FIG. 27, it should be appreciated that, in the present embodiment, the electric marine vessel system 100 is configured to operate in a manner by which the tab drive system 242 is modified in position, and causes modifications to the position of the propulsor 104, that compensates (at least in part) for changes in the elevation of the marine vessel 102 within the surrounding water due to interaction between the foil assist system 236 and the surrounding water. For example, when the marine vessel 102 is traveling at a low speed in which the low-speed foil and the high-speed foil are both within the water, the tab drive system 242 can be actuated so that the propulsor 104 is positioned relatively high vertically in relation to the marine vessel 102. However, when the marine vessel 102 accelerates from such a low speed to a high speed in which the low-speed foil is no longer positioned within the water and the high-speed planing occurs by virtue of the high-speed foil traveling through the water, then the tab drive system 242 can be actuated so that the propulsor104 is positioned relatively low vertically in relation to the marine vessel 102. Further, when the marine vessel 102 decelerates back to the low speed from the high speed, then the tab drive system 242 again can be actuated so that the propulsor 104 returns to being positioned relatively high vertically in relation to the marine vessel 102. In this manner, given that the tab drive system 242 and propulsor 104 are positioned for operation along the central axis 304 between the port pontoon 212 and the starboard pontoon 214, within the tunnel, the electric marine vessel system 100 can be operated in a manner that achieves a low (or the least) amount of draft over a high (or the greatest) range of operating conditions. Among other things, by positioning the tab drive system 242 within the tunnel (so as to engage the tunnel) at an aftward location, stability can be maximized or enhanced.

[0202] Notwithstanding the above discussion, in an alternate embodiment the marine vessel 102 achieves different performance based upon a single foil such as the high-speed foil (in such an embodiment, the low-speed foil may not be present or may not be relied upon). In such an embodiment, the tab drive system 242 is configured to vertically lower the propulsor 104 relative to the marine vessel 102 when the electric marine vessel system is accelerated to a first speed at which that single foil is positioned at a first level relative to a surface of surrounding water. Further, the tab drive system 242 also is configured to vertically raise the propulsor 104 relative to the marine vessel when the electric marine vessel system is decelerated from the first speed to a second speed that is less than the first speed and at which that single foil is positioned at a second level relative to the surface of the surrounding water, the second level being below the first level.

[0203] Additionally in view of the above discussion, it should be appreciated that, in at least some example embodiments, the present disclosure relates to an improved pontoon boat having an upper portion (deck surface) for passenger conveyance and a lower portion structure and hydrodynamic system to support the upper portion, battery compartment(s) , propulsor, pontoon structures , and foil systems. Pontoon structures are located below the deck and on port and starboard sides of the deck. Battery compartment(s) are included approximately mid ship and are dedicated to primarily supply power to the electric propulsor mounted aft. Two foil systems are included that are placed before and aft of the total vessel center of gravity (CG) location. These foil systems are located below and between the two pontoons. Foils are attachedto the lower inside surfaces of the pontoons with a vertical strut to carry lifting loads into the upper deck structure.

[0204] Also, in at least some additional example embodiments, the present disclosure relates to a pontoon boat having an upper and a lower portion where the lower portion has structure to support both portions and the lower portion supports the two longitudinal pontoons with one starboard and one port. The pontoons are equipped with a foil system (having two foil system portions) located between and below the pontoons and are fixed to the opposed inside surfaces of the pontoons to generate lift. The lower portion structure also houses one or more batteries that is or are located approximately midship and below the deck of the upper portion, where the one or more batteries is or are primarily dedicated for propulsion power to enable the electric propulsor mounted aft of the battery location for primary vessel propulsion. The resulting vessel longitudinal center of gravity (LCG) is positioned between the two foil system portions creating a forward foil system located in front of the LCG and a rearward foil system located aft of the LCG.

[0205] Referring additionally to FIG. 28, FIG. 29, and FIG. 30, in the present example embodiment of the electric marine vessel system 100, the tab drive system 242 particularly includes a pivotable, movable tab 2802. FIG. 28 provides a left side elevation view 2800, of the tab 2802, and FIG. 29 and FIG. 30 respectively provide top and bottom perspective views 2900 and 3000 of the tab 2802, respectively. In the present embodiment, the tab 2802 particular takes the form of an elongated hull-like structure having a forward end (or forward end wall) 2804, a rear wall 2806, an upper extension 2808 of the rear wall, a bottom wall 2810, a port wall 2812, and a starboard wall 2814. Each of the port wall 2812, the starboard wall 2814, and bottom wall 2810 converge at the forward end 2804. In the present embodiment, the bottom wall 2810 particularly is inclined, sloping generally upward as one proceeds from the rear wall 2806 to the forward end 2804. Also, the port wall 2812 and starboard wall 2814 extend parallel or substantially parallel with one another, in a manner that is also parallel to the central axis 304 (see FIG. 3). Additionally, two one-inch diameter pivot (or support) pins 2816, which can be made of stainless steel, extend respectively outward from the tab 2802 at locations along the port wall 2812 and the starboard wall 2814 proximate the forward end 2804.

[0206] Given the presence of each of the forward end 2804, the rear wall 2806, the bottom wall 2810, the port wall 2812, and the starboard wall 2814, in the present embodimentthe tab 2802 also can be viewed as taking the form of a bucket or open-topped box (and / or can be referred to as an “outboard box” or “outboard mounting box”). An interior region 2818 is formed within the tab 2802, as defined by the forward end 2804, rear wall 2806, bottom wall 2810, port wall 2812, and starboard wall 2814 (see FIG. 30). As will be described in further detail below, the tab 2802 is configured to pivot upward or downward relative to the lower structural section 218 of the lower portion 216 of the marine vessel 102 about the pivot pins 2816. In the present embodiment the tab drive system 242 is coupled to an underside surface of the lower structural section 218. Notwithstanding the above description, in alternate embodiments, the tab drive system 242 can be coupled to other portions of the marine vessel 102.

[0207] Also, notwithstanding the above description in which the rear wall 2806, bottom surface 2810, port wall 2812, and starboard wall 2814 define the interior region 2818, in other embodiments one or more of these walls (e.g., the port wall 2812 and the starboard wall 2814) need not be present, and / or the tab 2802 can be formed from support struts (e.g., in the form of a lattice or skeleton) extending downward from the lower structural section 218, and / or can be connected to the deck by adjustable links. Indeed, even though the tab 2802 particularly has several walls that serve to form a structure that is largely or substantially enclosed except for an upper-facing surface (such that, again, the tab can be considered to have the form of a bucket or open-topped box), the present disclosure encompasses numerous other embodiments of tabs that have different arrangements of walls, wall-type structures, struts, and / or other features.

[0208] For example, as discussed further below, in some alternate embodiments the rear wall 2806 is absent such that the aft end of the tab 2802 is open-ended. Additionally for example, in at least some other embodiments, a tab can include a bottom wall and one or more (e.g., two) side walls but be open along the top of the tab as well as open along one or both of the aft and front portions of the tab. Also for example, in some additional alternate embodiments, the bottom wall 2810 need not be inclined (as in the tab 2802), and one or both of the rear wall 2806 and the forward end (or forward end wall) 2804, or portions thereof, can be absent or have orifice(s) formed therewithin (further, in some such embodiments, the port wall 2812 and starboard wall 2814 need not extend parallel or substantially parallel with one another, but rather can be arranged to converge as one proceeds aftward or forward).

[0209] Thus, the present disclosure is intended to encompass, in addition to the tab 2802, numerous different embodiments of tabs that have any of a variety of configurations of walls, wall-type structures, struts, and / or other features. Depending upon the embodiment, the tabs can include walls or wall-type structures that enclose to lesser or greater extents an interior space within the tab and, in that regard, can also be referred to as (or be considered to take the form of) buckets, open-topped boxes (or outboard boxes or outboard mounting boxes), enclosures, partial enclosures, housings, walled structures, scoops, or spades.

[0210] In regard to the tab 2802 and in regard to many if not all of the other embodiments of tabs encompassed herein, regardless of the particular structural characteristics of the tab, the tab serves to provide a support structure by which a propulsor such as the propulsor 104 is partly or entirely supported relative to a marine vessel of an electric marine vessel system (such as the marine vessel 102 of the electric marine vessel system 100). Each tab can be (but need not always be) considered to constitute component(s) or part(s) of the respective marine vessel with which the respective tab is associated. Further, in regard to at least some of the embodiments of tabs encompassed herein, the respective tab is configured to be coupled to structural section(s) of a marine vessel such as a lower structural section, lower portion, or hull portion of a marine vessel, in a manner by which rotational movement of the respective tab relative to such structural section(s) of the marine vessel (at least within a certain range of that rotational movement) results in vertical or substantially vertical movement of the propulsor that is supported by the tab.

[0211] Also in regard to the tab 2802 and in regard to many if not all of the other embodiments of tabs encompassed herein, the tabs further can be referred to as (or considered to take the form of) elongated hull-like structures. In this regard, such tabs include one or more hydrodynamic running surfaces that encounter (and to some extent redirect) water flow as the electric marine vessel systems on which the tabs are implemented proceed through the water. Particularly with respect to the tab 2802, the bottom wall 2810, and to some extent also the port wall 2812, starboard wall 2814, and forward end 2804 serve as (or serve to provide) hydrodynamic running surfaces. Also (as discussed further below), in addition to providing hydrodynamic surfaces and encountering water flow, the tabs also serve to protect (at least to some extent) structures situated within the interior space within the tab, as well as serve tosupport the propulsor 104 and to communicate driving forces from the propulsor 104 to the marine vessel 102.[002121 Further, referring to FIG. 31, in the present example embodiment, the tab drive system 242 also includes components by which the tab 2802 is coupled to each of the lower structural section 218 (e.g., to the deck 238) and to the propulsor 104. In this regard, FIG. 31 particularly provides a left side elevation cutaway cross-sectional view 3100 of the assembly 2002 shown in FIG. 22, taken along a line 31-31, which is aligned with (contained within) a vertical plane cutting through the middle of the assembly 2002, and which is perpendicular to the central axis 304. The cross-sectional view 3100 shows the tab drive system 242 in combination with other portions of the lower portion 216 of the marine vessel 102 including the lower structural section 218, the deck 238, and the swim platform 240, along with the propulsor 104.As illustrated, the lower structural section 218 not only includes, below the deck 238, the electric battery compartment 220 in which is positioned one or more of the electric batteries 222, as well as a below deck storage compartment 3102 situated aftward of the electric battery compartment.

[0213] FIG. 31 shows that the tab 2802 is supported beneath, and rotatably coupled with respect to, the deck 238, by a first frame connection 3104, the pivot pins 2816, a second frame connection 3106, and a jack actuator assembly (or jack actuation assembly) 3108, which includes a length-adjustable mechanism. Each of the frame connections 3104 and 3106 and the jack actuator assembly 3108 (as well as the pivot pins 2816 and tab 2802) can be considered to constitute portions of the tab drive system 242. As shown, the first frame connection 3104 is positioned at or proximate to an aft end of the deck 238 and extends vertically downward from the deck toward the tab 2802 (and slightly into the interior region 2818 thereof). A top end 3110 of the first frame connection 3104 is fixedly connected to the deck 238 and a bottom end 3112 of the first frame connection 3104 is pivotably coupled to an extension end 3114 of the jack actuator assembly 3108. An actuator end 3116 of the jack actuator assembly 3108 in turn is pivotably coupled to an upper interior surface of the bottom wall 2810 of the tab 2802. Additionally, the second frame connection 3106 is positioned forward of the first frame connection 3104, at or proximate a location proximate to the aft end of the electric battery compartment 220, and is fixedly connected to the deck. Also, the second frame connection 3106 extends vertically downward from the deck 238 to one or both of the pivot pins 2816, to which the first frame connection is rotatably coupled.

[0214] Given the above-described arrangement, the tab 2802 is rotatably or pivotably movable about a rotational axis defined by the pivot pins 2816, as represented by a doubleheaded arrow 3118. Such rotational movement is determined by actuation of the jack actuator assembly 3108, which can be operated so that there is movement of the extension end 3114 relative to the actuator end 3116 along an arrow 3120. By operating the jack actuator assembly 3108 so that the extension end 3114 extends upward away from the actuator end 3116, the distance between the bottom wall (or surface) 2810 and the deck 238 is increased and the tab 2802 is rotated about the pivot pins 2816 in a manner such that the upper extension 2808 of the rear wall 2806 effectively moves vertically downward away from the deck. Also, by operating the jack actuator assembly 3108 so that the extension end 3114 extends downward toward the actuator end 3116, the distance between the bottom wall 2810 and the deck 238 is decreased and the tab 2802 is rotated about the pivot pins 2816 in a manner such that the upper extension 2808 of the rear wall 2806 effectively moves vertically upward toward the deck.

[0215] The surfaces (e.g., exterior surfaces) of the tab 2802 in the present embodiment are shaped to minimize drag forces but to also act as a control surface to enable a marine vessel trim functionality when desired. Further, the surfaces of the tab 2802 are also arranged to transmit longitudinal and vertical forces to the pivot points at the front to transmit forces to the marine vessel near the rear wall 2806 (or transom structure). In addition, FIG. 31 also shows that the tab 2802 of the tab drive system 242 is coupled to and supports the propulsor 104, and thus the propulsor 104 is supported indirectly in relation to the deck 238 by the tab 2802. The rear wall 2806 (and particularly the upper extension 2808 of the rear wall) of the tab 2802 can be considered a transom that particularly supports the propulsor 104. Notwithstanding the presence of the rear wall 2806 in the present embodiment, in some alternate embodiments, the rear wall is not present (e.g., the aft end of the tab 2802 facing the propulsor 104 is open-ended) and, rather than being supported upon a rear wall, the propulsor instead is supported at two integrated pivot points / locations respectively positioned along the respective upper rear edges of the port side wall 2812 and starboard side wall 2814, respectively.

[0216] As mentioned previously, the propulsor 104 includes the primary propulsor structure 244, on which is supported the propeller 246, and also the mounting structure 248. As illustrated in FIG. 31, the primary propulsor structure 244 includes an upper portion 3124, a lower portion 3148, and a middle portion 3132 located between the upper portion and the lowerportion (and which can also be considered to be formed by a lower segment of the upper portion and / or an upper segment of the lower portion). Further, the mounting structure 248 includes a top portion 3122, where the mounting structure is fixedly coupled to the rear wall 2806 and the upper extension 2808 thereof, with the top portion 3122 extending directly over the upper extension 2808. Further, the propulsor 104 is configured so that the primary propulsor structure 244 is rotatably coupled to the mounting structure 248. More particularly, the top portion 3122 of the mounting structure 248 is hingedly or rotatably (or pivotally) coupled to the upper portion 3124 of the primary propulsor structure 244 so that the primary propulsor structure 244 can pivot relative to the mounting structure 248 about a trim pivot 3126. With this arrangement, the primary propulsor structure 244 of the propulsor 104 is configured to be hingedly or rotationally coupled to the tab drive system 242 of the marine vessel 102 at least indirectly by the mounting structure 248, which is fixedly coupled to the tab 2802.

[0217] Although not shown, the trim pivot 3126 can be provided for example by support pins formed along the top portion 3122 that fit within complementary holes formed in the upper portion 3124. In addition, the propulsor 104 includes a trim ram assembly 3128, which (as with the jack actuator assembly 3108) includes a length-adjustable mechanism. The trim actuator assembly 3128 is coupled between a bottom portion 3130 of the mounting structure 248 and the middle portion 3132 of the primary propulsor structure 244. In the present example embodiment, an actuator end 3134 of the trim actuator assembly 3128 particularly is rotatably coupled to the bottom portion 3130 of the mounting structure, and extension end 3136 of the trim actuator assembly 3128 is rotatably coupled to the middle portion 3132 of the primary propulsor structure 244.

[0218] Given the above-described arrangement, the primary propulsor structure 244 is rotatably or pivotably movable about a rotational axis defined by the trim pivot 3126, as represented by a double-headed arrow 3138. Such rotational movement is determined by actuation of the trim actuator assembly 3128, which can be operated so that there is movement of the actuator end 3134 relative to the extension end 3136 along an arrow 3140. By operating the trim actuator assembly 3128 so that the extension end 3136 extends aftward away from the actuator end 3134, the distance between the middle portion 3132 of the primary propulsor structure 244 and bottom portion 3130 of the mounting structure 248 is increased and the primary propulsor structure 244 is rotated about the trim pivot 3126 in a manner such that theprimary propul sor structure effectively moves aftward away from the mounting structure 248 and from the rear wall 2806 of the tab 2802. Also, by operating the trim actuator assembly 3128 so that the extension end 3136 extends forward toward the actuator end 3134, the distance between the middle portion 3132 of the primary propulsor structure 244 and the bottom portion 3130 of the mounting structure 248 is decreased and the primary propulsor structure 244 is rotated about the trim pivot 3126 in a manners such that the primary propulsor structure effectively moves forward toward the mounting structure 248 and toward the rear wall 2806 of the tab 2802. As will be described in further detail below, the propulsor 104 also is rotatable about a vertical (or substantially vertical) steering axis 3141.

[0219] Further, given that the cross-sectional view 3100 of FIG. 31 is taken along the line 31-31 of FIG. 2, the positions of the tab 2802 and the primary propulsor structure 244 relative to one another and relative to the deck 238 of the marine vessel 102 (and other portions of the marine vessel) as shown in FIG. 31 are consistent with the relative positions of those structures in FIG. 25. When the tab 2802 is positioned relative to the marine vessel 102 as shown, in the present embodiment the bottom wall 2810 forms an angle 3144 of five (5) degrees relative to a horizontal axis 3146. Nevertheless it should be appreciated that, with appropriate actuation of the jack actuator assembly 3108 and trim actuator assembly 3128, the tab 2802 and the primary propulsor structure 244 can take on other positions relative to one another and relative to the deck 238, including but not limited to the relative positions shown in FIG. 26 and FIG. 27. Also it should be appreciated that, in other embodiments encompassed herein, the locations / points at which components of the tab drive system 242 are coupled or experience pivoting / rotation (e.g., the positions of the tab 2802 and the pivot pins 2816, the jack actuator assembly 3108, the trim pivot 3126, and the trim ram assembly 3128) can vary from those shown in and described above with reference to FIG. 31. In such other embodiments, the particular movements experienced by the tab drive system can vary from those experienced by the tab drive system 242.

[0220] It should be appreciated that the tab 2802 can be considered a structure that serves as a large (or even huge) trim tab that moves with the propulsor 104 (or drive). The arrangement of propulsor 104 and marine vessel 102, including the tab drive system 242, entails a center mounting pod with combined jackplate and trim tab functionality, which allows for vertical propulsor (and propeller) movement. In this regard, it should be appreciated that the word “jack” as used in the term jack actuator assembly 3108 (and otherwise herein) is intended to signify thatactuation (exten si on / r etraction) of the jack actuator assembly effectively or primarily causes vertical movement (or largely or substantially vertical movement) of a portion of the tab 2802 (e.g., the rear wall 2806 of the tab) relative to the deck 238 or other marine vessel hull portion given the positioning of the pivot pins 2816, even though movement of the tab 2802 technically entails rotational movement about the pivot pins. In the present embodiment, actuation of the jack actuator assembly 3108 causes movement of the tab 2802, or at least causes movement of the rear wall 2806 (or rear portions) of the tab, in a manner that is effectively or primarily vertical, similar to the operation of a jackplate, and correspondingly results in vertical movement of the propulsor 104 relative to the marine vessel 102.

[0221] The outer surfaces, and especially the bottom wall 2810 (or underside surface thereof) of the tab 2802 serves as a running surface of the tab that encounters water during acceleration, and that running surface is configured so that a large amount of stern lift of the marine vessel 102 occurs when the tab 2802 is fully deployed downward during acceleration (or holeshot). Additionally, as noted above, the tab drive system 242 in the present embodiment can be understood to include each of the frame connections 3104 and 3106 and the jack actuator assembly 3108 (as well as the pivot pins 2816 and tab 2802), insofar as those structures influence the trim position of the propulsor 104 relative to the marine vessel 102. Although the mounting structure 248, the trim pivot 3126, and trim actuator assembly 3128 can be considered parts of the propulsor 104 depending upon the context, those structures can also be considered to constitute portions of the tab drive system 242, insofar as those structures also influence the trim positioning of the primary propulsor structure 244 relative to the marine vessel 102.

[0222] The tab drive system 242 enables advantageous performance of the propulsor 104 and of the electric marine vessel system 100 overall, in several manners. First, the tab drive system 242 is configured so that the clamp brackets, swivel bracket, and rear transom plate (which might be present in a conventional mounting arrangement for an outboard motor) are replaced by (become or effectively become) one single component that houses the steering axis, tilt axis, and trim ram attachment. One of the benefits of the tab drive system 242 is integration of trim motion with lifting motion, which provi des / deli vers component reduction, cost reduction, size reduction, and hydrodynamic drag reduction. Further, in the present example embodiment, the rotational axis defined by the pivot pins 2816 is at an intermediate location in between the bow 226 and stem 224 of the marine vessel 102 and, given this to be the case (and given thelongitudinal length of the tab 2802 between that rotational axis and the propulsor 104, rotation of the tab about that rotational axis (e.g., as indicated by the double-headed arrow 3118) can result in vertical (or substantially or essentially vertical) movement up and down of the propulsor 104 relative to the marine vessel. Additionally, the tab drive system 242 allows for the jack actuator assembly (or tilt ram) 3108 to be out of sight and protected — that is, the jack actuator assembly 3108 is situated within, and largely or entirely protected from the outside environment by, the tab 2802. Given this positioning, the jack actuator assembly 3108 is out of sight from locations exterior of the marine vessel 102, and largely or entirely protected from the outside environment by the tab 2802, and particularly is hydrodynamically shielded. More particularly, the jack actuator assembly 3108 is completely or substantially shielded from water flow both during planing operation of the electric marine vessel system 100, when the tab 2802 is almost fully out of the water, and also when the electric marine vessel system is not experiencing planing, when the tab is largely submerged. Hydrodynamic drag is influenced by the external shape of the tab 2802 and, as speed increases, the jack actuator assembly 3108 is increasingly protected hydrodynamically by the tab 3208.

[0223] Further, the tab drive system 242 also enables for the transom assembly to be more compact, reducing impingement on the swim platform when tilting out. Additionally, by virtue of the tab drive system 242, it is possible to operate the propulsor 104 in a manner by which a cavitation plate 3142 of the primary propulsor structure 244 always (or substantially always, or at least most of the time) stays at or above the running surface (water surface). In this manner, the cavitation plate 3142 stays in an optimal position with the running surface during operation of the electric marine vessel system 100. Also, the tab drive system 242 enables operation in which there can be little or no stress placed upon electric wires / cables (described further below) that couple the primary propulsor structure 244 with the electric batteries 222 supported on the marine vessel 102.

[0224] Notwithstanding the description herein regarding the electric marine vessel system 100 including the marine vessel 102 with the integrated tab drive system 242 and the propulsor 104, the present disclosure is intended to encompass numerous alternate embodiments of electric marine vessel systems having any of a variety of alternate drive systems or arrangements other than those described above. In this regard, FIG. 32 and FIG. 33, respectively, provide left side elevation cutaway cross-sectional views 3200 and 3300,respectively, of first and second alternate assemblies 3202 and 3302, respectively, which can respectively form portions of respective alternate electric marine vessel systems differing from the electric marine vessel system 100, and which include a first alternate integrated tab drive support system (or, more simply, integrated tab drive system) 3204 and a second alternate integrated tab drive support system (or, more simply, integrated tab drive system) 3304, respectively.

[0225] Each of the cross-sectional views 3200 and 3300 is intended to be similar to the cross-sectional view 3100 of FIG. 31 in terms of the respective orientation of each view. That is, the cross-sectional view 3200 is taken along a line that is aligned with (contained within) a vertical plane cutting through the middle of the assembly 3202, and which is perpendicular to a central axis of that assembly (which corresponds to the central axis 304). Similarly, the cross- sectional view 3300 is taken along a line that is aligned with (contained within) a vertical plane cutting through the middle of the assembly 3302, and which is perpendicular to a central axis of that assembly (which corresponds to the central axis 304).

[0226] Referring particularly to FIG. 32, the cross-sectional view 3200 particularly shows the assembly 3202 as including the integrated tab drive system 3204 in combination with other portions of a marine vessel 3206 including a lower structural section 3208, a deck 3210, and a swim platform 3212, along with a propulsor 3214. As illustrated, the lower structural section 3208 includes, below the deck 3210, an electric battery compartment 3213 in which is positioned one or more electric batteries 3215, as well as a below deck storage compartment 3216 situated aftward of the electric battery compartment. Further, the lower structural section 3208 includes portions of the integrated tab drive system 3204, particularly a movable (constrained for rotation) transom 3218 and a tab 3220. Additionally, in the present embodiment the swim platform 3212 is fixedly attached to an upper edge 3222 of the tab 3220. Further, in the present embodiment, the integrated tab drive system 3204 not only includes the movable transom and the tab 3220, which can be considered parts of the lower structural section 3208 of the marine vessel 3206, but also includes the propulsor 3214, which can also be referred to as an outboard.

[0227] It will be appreciated from FIG. 32 that, in the present example embodiment, the tab 3220 has a geometric shape, in terms of the walls of the tab, that is similar to that of the tab 2802 described above. Thus, the tab 3220 for example also can be referred to as an outboard boxor outboard mounting box, as well as an elongated hull-type structure. However, it should be appreciated that the present disclosure also encompasses other embodiments of integrated tab drive systems that employ tabs having other configurations of walls, wall-type structures, struts, and / or other features (e.g., other configurations of tabs as described above in regard to FIG. 28 and FIG. 31).

[0228] As shown in FIG. 32, the tab 3220 is supported beneath, and rotatably coupled with respect to, the deck 3210, by a first frame connection 3224, pivot (or support) pins 3226, a second frame connection 3228, and a jack actuator assembly 3230, which includes a length- adjustable mechanism. Each of the frame connections 3224 and 3228, the jack actuator assembly 3230, and the pivot pins 3226 (as well as the tab 3220, on which the support pins are formed) can be considered to constitute portions of the integrated tab drive system 3204 and also of the lower structural section 3208. As shown, the first frame connection 3224 is positioned at or proximate to an aft end of the deck 3210 and extends vertically downward from the deck toward the tab 3220 (and slightly into an interior region thereof). A top end 3232 of the first frame connection 3224 is fixedly connected to the deck 3210 and a bottom end 3234 of the first frame connection 3224 is pivotably coupled to an extension end 3236 of the jack actuator assembly 3230. An actuator end 3238 of the jack actuator assembly 3230 in turn is pivotably coupled to an upper interior surface of a bottom wall 3240 of the tab 3220. Additionally, the second frame connection 3228 is positioned forward of the first frame connection 3224, at or proximate a location proximate to an aft end of the electric battery compartment 3213, and is fixedly connected to the deck 3210. Also, the second frame connection 3228 extends vertically downward from the deck 3210 to one or both of the pivot pins 3226, to which the first frame connection is rotatably coupled.

[0229] Given the above-described arrangement, the tab 3220 is rotatably or pivotably movable about a rotational axis defined by the pivot pins 3226, as represented by a doubleheaded arrow 3241. Such rotational movement is determined by actuation of the jack actuator assembly 3230, which can be operated so that there is movement of the extension end 3236 relative to the actuator end 3238 along an arrow 3244. By operating the jack actuator assembly 3230 so that the extension end 3236 extends upward away from the actuator end 3238, the distance between the bottom wall 3240 and the deck 3210 is increased and the tab 3220 is rotated about the pivot pins 3226 in a manner such that the upper edge 3222 and the swim platform 3212effectively move vertically downward away from the deck 3210. Also, by operating the jack actuator assembly 3230 so that the extension end 3236 extends downward toward the actuator end 3238, the distance between the bottom wall 3240 and the deck 3210 is decreased and the tab 3220 is rotated about the pivot pins 3226 in a manner such that the upper edge 3222 and the swim platform 3212 effectively moves vertically upward toward the deck.

[0230] In addition, FIG. 32 also shows that the tab 3220 of the integrated tab drive system 3204 is coupled to and supports the propulsor 3214, and thus the propulsor 3214 is supported indirectly in relation to the deck 3210 by the tab 3220. In the present embodiment, the propulsor 3214 particularly is supported upon the movable transom 3218, which is rotatably coupled to a rear extension 3242 of the tab 3200 (at a location just below the upper edge 3222), and which can be considered a transom that particularly supports the propulsor 3214. The propulsor 3214 includes a primary propulsor structure 3245, on which is supported a propeller 3246, and also a mounting structure 3248 coupled to the primary propulsor structure 3245, above the primary propulsor structure 244. The mounting structure 3284 includes a forward end 3250 that is fixedly coupled to movable transom 3218.

[0231] The movable transom 3218 is configured so that the propulsor 3214, including the primary propulsor structure 3245 and the mounting structure 3248, is rotatably coupled to the tab 3220. More particularly, the movable transom 3218, to which the forward end 3250 of the mounting structure 3248 is coupled, is rotatably coupled to the rear extension 3242 of the tab 3220, so that the movable transom 3218, and correspondingly the propulsor 3214, can pivot relative to the tab 3220 about a trim pivot 3252. Although not shown, the trim pivot 3252 can be provided for example by support pins formed along the rear extension 3242 of the tab 3220 that fit within complementary holes formed in the movable transom 3218. In addition, the movable transom 3218 is coupled to the bottom wall 3240 of the tab 3220, at the same or substantially the same location to which the actuator end 3238 of the jack actuator assembly 3230 is coupled, by a trim actuator assembly 3254. More particularly, an actuator end 3256 of the trim actuator assembly 3254 particularly is rotatably coupled to the bottom wall 3240 of the tab 3220, and an extension end 3258 of the trim actuator assembly 3254 is rotatably coupled to the movable transom 3218, at a location below the trim pivot 3252.

[0232] Given the above-described arrangement, the movable transom 3218 and the propulsor 3214 fixedly attached thereto is rotatably or pivotably movable about a rotational axisdefined by the trim pivot 3252, as represented by a double-headed arrow 3260. Such rotational movement is determined by actuation of the trim actuator assembly 3254, which can be operated so that there is movement of the actuator end 3256 relative to the extension end 3258 along an arrow 3262. By operating the trim actuator assembly 3254 so that the extension end 3258 extends aftward away from the actuator end 3256, the movable transom 3218 and the propulsor 3214 are rotated about the trim pivot 3252 in a manner such that the propulsor 3214 effectively moves aftward away from the tab 3220. Also, by operating the trim actuator assembly 3254 so that the extension end 3258 extends forward toward the actuator end 3256, the movable transom 3218 and the propulsor 3214 are rotated about the trim pivot 3252 in a manner such that the propulsor 3214 effectively moves forward toward the tab 3220. As will be described in further detail below, the propulsor 3214 also is rotatable about a vertical (or substantially vertical) steering axis 3264. Further, it should be noted that, when the tab 3220 is positioned relative to the deck 3210 as shown, in the present embodiment the bottom wall 3240 forms an angle 3266 of five (5) degrees relative to a horizontal axis 3268. Also it should be appreciated that, in other embodiments encompassed herein, the locations / points at which components of the integrated tab drive system 3204 are coupled or experience pivoting / rotation (e.g., the positions of the tab 3220 and the pivot pins 3226, the jack actuator assembly 3230, the trim pivot 3252, and the trim actuator assembly 3254) can vary from those shown in and described above with reference to FIG. 32. In such other embodiments, the particular movements experienced by the integrated tab drive system can vary from those experienced by the integrated tab drive system 3204.

[0233] As noted above, the integrated tab drive system 3204 in the present embodiment can be understood to include each of the frame connections 3224 and 3228 and the jack actuator assembly 3230 (as well as the pivot pins 3226 and tab 3220), insofar as those structures influence the trim position of the propulsor 3214 relative to the marine vessel 3206. Further, in the present embodiment, the integrated tab drive system 3204 can also be understood to include each of the movable transom 3218, the trim pivot 3252, and the trim actuator assembly 3254, as well as the propulsor 3214.

[0234] The integrated tab drive system 3204 enables advantageous performance of the propulsor 3214 and of an electric marine vessel system assembly including the assembly 3202, in several manners. First, by virtue of the integrated tab drive system 3204, it is possible to operate the propulsor 3214 in a manner by which a cavitation plate 3270 of the propulsor 3214 always(or substantially always, or at least most of the time) stays above the running surface (water surface). In this manner, the cavitation plate 3270 stays in an optimal position with the running surface during operation of the electric marine vessel system. Also, the integrated tab drive system 3204 enables operation in which there can be little or no stress placed upon electric wires / cables 3272 that couple the primary propulsor structure 3245 with the electric batteries 3215 supported on the marine vessel.

[0235] Further, it should be appreciated that the jack actuator assembly 3230 and trim actuator assembly 3254 are situated within, and largely or entirely protected from the outside environment by, the tab 3220. Given this positioning, both of the jack actuator assembly 3230 and trim actuator assembly 3254 are out of sight from locations exterior of the marine vessel 3206, and largely or entirely protected from the outside environment by the tab 3220, and particularly are hydrodynamically shielded. More particularly, both of the jack actuator assembly 3230 and the trim actuator assembly 3254 are completely or substantially shielded from water flow both during planing operation of the electric marine vessel system, when the tab 3220 is almost fully out of the water, and also when the electric marine vessel system is not experiencing planing, when the tab is largely submerged. Hydrodynamic drag is influenced by the external shape of the tab 3220 and, as speed increases, the jack actuator assembly 3230 and the trim actuator assembly 3254 are increasingly protected hydrodynamically by the tab 3220.

[0236] Additionally, the tab 3220 can be considered a structure that serves as a large (or even huge) trim tab that moves with the propulsor 3214 (or drive), and there is a large amount of stem lift during holeshot. Further, in the present embodiment, due to the arrangement of the integrated tab drive system 3204 (and particularly the relative rotation of the movable transom 3218 about the trim pivot 3252), the propeller 3246 of the propulsor 3214 can be deflected if it encounters an obstruction such as a rock during transit (e.g., move in response to such an obstruction), and also can be raised upward out of the water during storage or transport, so as to reduce or eliminate the risk of corrosion.

[0237] Referring now to FIG. 33, the cross-sectional view 3300 particularly shows the assembly 3302 as including the integrated tab drive system 3304 in combination with other portions of a marine vessel 3306 including a lower structural section 3308, a deck (or boat frame) 3310, and a swim platform 3312, along with a propulsor 3314. Although not shown, it can be appreciated that the assembly 3302 also includes an electric battery compartment in whichis positioned one or more electric batteries, as well as a below deck storage compartment. It should further be appreciated that, in the present embodiment, the swim platform 3312 is rotatably attached to the deck 3310. More particularly, hinged linkages 3316 couple a front edge of the swim platform 3312 to an aft end of the deck 3310 (in this example, the hinged linkages 3316 are rotatably coupled at respective first ends thereof to the deck, and rotatably coupled at respective second ends thereof to the swim platform, creating a four-bar-type hinge). Further, the lower structural section 3308 includes portions of the integrated tab drive system 3304, particularly a tab (or outboard mounting box) 3320, a jack actuator assembly 3330, and a trim actuator assembly 3354. In the present example embodiment, the integrated tab drive system 3304 not only includes the tab 3220, the jack actuator assembly 3330, and the trim actuator assembly 3354, which can be considered parts of the lower structural section 3308 of the marine vessel 3306, but also includes the propulsor 3314, which can also be referred to as an outboard.

[0238] It will be appreciated from FIG. 33 that, in the present example embodiment, the tab 3320 has a geometric shape, in terms of the walls of the tab, that is similar to that of the tab 2802 described above. Thus, the tab 3320 for example also can be referred to as an outboard box or outboard mounting box, as well as an elongated hull-type structure. However, it should be appreciated that the present disclosure also encompasses other embodiments of integrated tab drive systems that employ tabs having other configurations of walls, wall-type structures, struts, and / or other features (e.g., other configurations of tabs as described above in regard to FIG. 28 and FIG. 31).

[0239] As shown in FIG. 33, the tab 3320 is supported beneath, and rotatably coupled with respect to, the deck 3310, by the jack actuator assembly 3330, pivot (or support) pins 3326, and a frame connection 3328. The jack actuator assembly 3330 includes a length-adjustable mechanism. Each of the frame connection 3328, the jack actuator assembly 3330, and the pivot pins 3326 (as well as the tab 3320, on which the support pins are formed) can be considered to constitute portions of the integrated tab drive system 3304 and also of the lower structural section 3308. In contrast to the tab drive system 3204, the jack actuator assembly 3330 is coupled directly between the deck 3310 and a bottom wall 3340 of the tab 3320, without any intermediate frame portion. That is, an extension end 3336 of the jack actuator assembly 3330 is pivotably coupled directly to the deck 3310 at a location 3322, and an actuator end 3338 of the jack actuator assembly 3330 in turn is pivotably coupled to an upper interior surface of thebottom wall 3340 of the tab 3320. Additionally, the frame connection 3328 is positioned forward of the jack actuator assembly 3330 and is fixedly connected to the deck 3310. The frame connection 3328 extends vertically downward from the deck 3310 to one or both of the pivot pins 3326, to which the frame connection is rotatably coupled.

[0240] Given the above-described arrangement, the tab 3320 is rotatably or pivotably movable about a rotational axis defined by the pivot pins 3326, as represented by a doubleheaded arrow 3341. Such rotational movement is determined by actuation of the jack actuator assembly 3330, which can be operated so that there is movement of the extension end 3336 relative to the actuator end 3338 along an arrow 3344. By operating the jack actuator assembly 3330 so that the extension end 3336 extends upward away from the actuator end 3338, the distance between the bottom wall 3340 and the deck 3310 is increased and the tab 3320 is rotated about the pivot pins 3326 in a manner such that the tab and consequently the propul sor 3314 effectively move vertically downward away from the deck 3310. Also, by operating the jack actuator assembly 3330 so that the extension end 3336 extends downward toward the actuator end 3338, the distance between the bottom wall 3340 and the deck 3310 is decreased and the tab 3320 is rotated about the pivot pins 3326 in a manner such that the tab and propulsor 3314 effectively moves vertically upward toward the deck 3310. In the present example embodiment, the tab 3320 can rotate 12 degrees (or substantially 12 degrees) about the rotational axis established by the pivot pins 3326 as represented by the double-headed arrow 3341 and, due to movement of the tab along the arrow 3344, the propulsor 3314 can move vertically upward or downward in its height by about 12 inches (which may be about double a 6 inch adjustment that might be possible by a conventional arrangement) or more, as represented by a double-headed arrow 3345, albeit these amounts can vary depending upon the embodiment or operational circumstance. In at least some operational circumstances, the vertical position of the propulsor 3314 (e.g., as accomplished by the tab 3320 movement) and the trim / tilt of the propulsor 3314 are both simultaneously adjusted to maintain a consistent thrust axis.

[0241] In addition, FIG. 33 also shows that the tab 3320 of the integrated tab drive system 3304 is coupled to and supports the propulsor 3314, and thus the propulsor 3314 is supported indirectly in relation to the deck 3310 by the tab 3320. In the present embodiment, the propulsor 3314 particularly is supported by a movable (constrained for rotation) transom 3318, which is rotatably coupled to a rear extension 3342 of the tab 3320, and which can be considereda transom that particularly supports the propulsor 3314. The propulsor 3314 includes a primary propulsor structure 3345, on which is supported a propeller 3346, and also a mounting structure 3348 coupled to the primary propulsor structure 3345, above the primary propulsor structure 3345. The mounting structure 3348 includes a steering bracket (or c-bracket) 3350 by which the mounting structure 3348 (and thus the primary propulsor structure 3345 and propeller 3346) is rotatably coupled to a complementary, rearward-extending bracket portion 3351 of the movable transom 3318. More particularly, the propulsor 3314 is rotatable about a vertical (or substantially vertical) steering axis 3364, as governed by a steering actuator 3353. In other embodiments, the steering axis 3364 can instead be an inclined steering axis (rather than vertical or substantially vertical).

[0242] The movable transom 3318 is configured so that the propulsor 3314, including the primary propulsor structure 3245 and the mounting structure 3348, is rotatably coupled to the tab 3320. More particularly, the movable transom 3318, to which the mounting structure 3348 is coupled, is rotatably coupled to the rear extension 3342 of the tab 3220, so that the movable transom 3318, and correspondingly the propulsor 3314, can pivot relative to the tab 3320 about a trim pivot 3352. Although not shown, the trim pivot 3352 can be provided for example by support pins formed along the rear extension 3342 of the tab 3320 that fit within complementary holes formed in the movable transom 3318. In addition, the movable transom 3318 is coupled to the bottom wall 3340 of the tab 3320, at the same or substantially the same location to which the actuator end 3338 of the jack actuator assembly 3330 is coupled, by a trim actuator assembly 3354. More particularly, an actuator end 3356 of the trim actuator assembly 3354 particularly is rotatably coupled to the bottom wall 3340 of the tab 3320, and an extension end 3358 of the trim actuator assembly 3354 is rotatably coupled to the movable transom 3318, at a location below the trim pivot 3352.

[0243] Given the above-described arrangement, the movable transom 3318 and the propulsor 3314 coupled thereto is rotatably or pivotably movable about a rotational axis defined by the trim pivot 3352, as represented by a double-headed arrow 3360. Such rotational movement is determined by actuation of the trim actuator assembly 3354, which can be operated so that there is movement of the actuator end 3356 relative to the extension end 3358 along an arrow 3362. By operating the trim actuator assembly 3354 so that the extension end 3358 extends aftward away from the actuator end 3356, the movable transom 3318 and the propulsor3314 are rotated about the trim pivot 3352 in a manner such that the propul sor 3314 effectively moves aftward away from the tab 3320. Also, by operating the trim actuator assembly 3354 so that the extension end 3358 extends forward toward the actuator end 3356, the movable transom 3318 and the propulsor 3314 are rotated about the trim pivot 3352 in a manner such that the propulsor 3314 effectively moves forward toward the tab 3320. Additionally it should be appreciated that, in other embodiments encompassed herein, the locations / points at which components of the integrated tab drive system 3304 are coupled or experience pivoting / rotation (e.g., the positions of the tab 3320 and the pivot pins 3326, the jack actuator assembly 3330, the trim pivot 3352, and the trim actuator assembly 3354) can vary from those shown in and described above with reference to FIG. 32. In such other embodiments, the particular movements experienced by the integrated tab drive system can vary from those experienced by the integrated tab drive system 3204.

[0244] As noted above, the integrated tab drive system 3304 in the present embodiment can be understood to include each of the frame connection 3328 and the jack actuator assembly 3330 (as well as the pivot pins 3326 and tab 3320), insofar as those structures influence the trim position of the propulsor 3314 relative to the marine vessel 3306. Further, in the present embodiment, the integrated tab drive system 3304 can also be understood to include each of the movable transom 3318, the jack actuator assembly 3330, the pivot (support or trim) pin 3326, and trim actuator assembly 3354, as well as the propulsor 3314.

[0245] The integrated tab drive system 3304 enables advantageous performance of the propulsor 3314 and of an electric marine vessel system assembly including the assembly 3302, in several manners. First, both of the jack actuator assembly 3330 and the trim actuator assembly 3354 are integrated into the tab drive system 3304 and are situated within the tab 3320. Given this positioning, both of the jack actuator assembly 3330 and trim actuator assembly 3354 are out of sight from locations exterior of the marine vessel 3306, and largely or entirely protected from the outside environment by the tab 3320, and particularly are hydrodynamically shielded. More particularly, both of the jack actuator assembly 3330 and the trim actuator assembly 3354 are completely or substantially shielded from water flow both during planing operation of the electric marine vessel system, when the tab 3320 is almost fully out of the water, and also when the electric marine vessel system is not experiencing planing, when the tab is largely submerged. Hydrodynamic drag is influenced by the external shape of the tab 3320 and, as speed increases,the jack actuator assembly 3330 and the trim actuator assembly 3354 are increasingly protected hydrodynamically by the tab 3320.

[0246] Also, in the present embodiment, it should be appreciated that the clamp, swivel, and transom plate formed by the rear extension 3342 of the tab 3320 are integrated in one embodiment. Further in the present embodiment, the entire drive (propulsor 3314) is positioned under the swim platform 3312 and, in at least some implementations, the swim platform moves vertically up and down along with the tab drive system 3304 through linkages. Additionally, the integrated tab drive system 3304 enables operation in which there can be little or no stress placed upon electric wires / cables 3372 that couple primary propulsor structure 3345 with the electric batteries (not shown) supported on the marine vessel.

[0247] It should be appreciated from the above description relating to FIG. 31, FIG. 32, and FIG. 33 that each of the integrated tab drive systems 242, 3204, and 3304, respectively, encompasses numerous components including respective tabs (or trim tabs) 2802, 3220, and 3320 and respective components / mechanisms coupling those respective tabs with respective propulsors (or drives, propulsion systems, or outboards) 104, 3214, and 3314 as well as coupling those respective tabs with respective lower structural sections of the respective marine vessels (e.g., the jack ram assemblies 3108, 3230, 3330, trim ram assemblies 3128, 3254, 3354, movable transom 3218 and movable transom 3318, etc.). Each of the respective propulsors 104, 3214, and 3314 is attached to a respective one of the tabs 2802, 3220, and 3320 from which the propulsor is constrained, with each of those tabs being pivotable / movable. Indeed, in each of these embodiments of FIG. 31, FIG. 32, and FIG. 33, the respective propulsor (or drive, propulsion system, outboard) 104, 3214, and 3314 is located on or proximate the aft end of the respective tab 2802, 3220, and 3320, while the rotational (pivoting) axis of the respective tab is defined by respective pivot pins 2816, 3226, and 3326 located at or proximate to the forwardmost position of the respective tab. Further, the respective tabs 2802, 3220, and 3320 are respectively structurally attached to the respective marine vessels 102, 3206, and 3306 via pivotable attachments in a manner that allows for the transfer of thrust and steering loads into the respective marine vessels. That is, the positioning / movement of the respective tabs 2802, 3220, and 3320 (e.g., relative to the lower structural section 218, 3208, and 3308, respectively) is controlled via actuator devices / assemblies (or actuation devices or assemblies) that are designed for the load cases of thrust, steering, and vertical adjustment.

[0248] It should be appreciated also that, notwithstanding the particular positioning / arrangements of actuator assemblies and pivot points described herein (both with respect to the embodiments of FIG. 31, FIG. 32, and FIG. 33, as well as with respect to other embodiments described herein), the present disclosure is intended to encompass alternate embodiments in which actuator assemblies and pivot points are positioned differently relative to one another and with respect to other structures with which the actuator assemblies can be coupled (including structures that can constitute loads such as, but not limited to, propulsors or tabs). Depending upon how such actuator assemblies and / or pivot points are positioned relative to other structures (e.g., relative to propulsors, tabs, or other marine vessel structures / components), the overall assemblies depending upon the embodiment can be considered first class, second class, or third class lever arrangements (e.g., in terms of the relative positioning of actuation point, pivot point, and load point).

[0249] It should be appreciated that the respective jack actuator assemblies 3108, 3230, and 3330 and respective trim actuator assemblies 3128, 3254, and 3354 described above (or elsewhere herein) are intended to be representative of a variety of forms of actuator assemblies, devices, or mechanisms. For example, in some embodiments encompassed herein, any of the jack actuator assemblies 3108, 3230, and 3330 and / or trim actuator assemblies 3128, 3254, and 3354 can respectively take the form of a hydraulic actuator assembly (or jack ram assembly, trim ram assembly, or jack screw). Further for example, in some embodiments encompassed herein in which each of the jack and trim actuator assemblies 3108, 3230, 3330, 3128, 3254, and 3354 is a respective hydraulic actuator assembly, each of the respective extension ends 3114, 3236, 3336, 3136, 3258, and 3358 can for example respectively be a piston end, and each of the respective actuator ends 3116, 3238, 3338, 3134, 3256, and 3356 can for example respectively be a cylinder end. Additionally for example, in some embodiments encompassed herein, any of the jack actuator assemblies 3108, 3230, and 3330 and / or trim actuator assemblies 3128, 3254, and 3354 can respectively take the form of an electrical actuator assembly.

[0250] Also, although in the present embodiment each of the jack actuator assemblies 3108, 3230, and 3330, and / or trim actuator assemblies 3128, 3254, and 3354 includes a length- adjustable mechanism and is thus linearly actuatable such that actuation of any of the respective actuator assemblies results in movement of one end of that respective actuator assembly toward or apart from the other end of that respective actuator assembly along a respective linear axis, thepresent disclosure also encompasses other embodiments of actuator assemblies that operate in other manners. Further for example, in some alternate embodiments, one or more actuator assemblies are employed that are curvilinear actuator assemblies in which actuation of the respective actuator assembly causes one end to move toward or apart from the other end of the respective actuator assembly along a respective curved path (such an actuator assembly can include, for example, a curved hydraulic cylinder and complementary curved piston). Additionally for example, in some alternate embodiments, one or more actuator assemblies are employed that are rotary (rotational) actuator assemblies in which actuation of the respective actuator assembly causes one portion (e.g., one end or attachment location at which the actuator assembly can be coupled to another structure) of the actuator assembly to rotate about a rotational axis relative to another portion (e.g., the other end or other attachment location at which the actuator assembly can be coupled to a further structure) of the actuator assembly.

[0251] Additionally with respect to FIG. 31, FIG. 32, and FIG. 33, it should be appreciated that the respective integrated tab drive systems 242, 3204, and 3304 are or include structural members mounting and constraining the respective propulsors (or drives) 104, 3214, and 3314 at the respective aft ends of the respective tabs 2802, 3220, and 3320, and transferring longitudinal loads to the pivot points at the respective pivot pins 2816, 3226, and 3326 at the respective front ends of the respective tabs. Among other things, the respective tabs 2802, 3220, and 3320, and the respective pivot pins 2816, 3226, and 3326 (or connections / points) by which those respective tabs are coupled to the respective decks 238, 3210, and 3310 (or respective other hull portions of the respective marine vessel), provide a role of constraining lateral (side-to-side) movements of respective tabs and propulsors supported thereon. Further, although not shown in FIG. 31, FIG. 32, and FIG. 33, in at least some embodiments encompassed herein, respective slider systems are additionally provided at or proximate the respective aft ends of the respective tabs 2802, 3220, and 3320, so as to receive and transfer any lateral loads (or transverse loads applied at the respective aft ends) into respective lower structural sections 218, 3208, and 3308 of the respective marine vessels 102, 3206, and 3306. For example, in at least some such embodiments, respective static thrust joints are provided at or proximate to the respective aft ends of the respective tabs 2802, 3220, or 3320, as far from the respective pivot pins 2816, 3226, or 3326 (or pivot axes / points established by those pivot pins), which respectively bear lateral (torquing) loads bearing upon the respective tabs or the respective propulsors attached thereto.In additional embodiments, lateral (torquing) loads can also be borne (or lateral positioning can be secured) by other structures / mechanisms including, for example, Watt’s linkages.

[0252] Due to these characteristics, the integrated tab drive systems 242, 3204, and 3304 are advantageous in several respects. First, in each of these embodiments employing the integrated tab drive systems 242, 3204, and 3304, the drive thrust angle is adjustable both by tab angle adjustment and drive adjustment independently. That is, the respective tabs 2802, 3220, and 3320 are independently adjustable from the respective lower structural sections 218, 3208, and 3308 of the respective marine vessels 102, 3206, and 3306 (particularly independently adjustable regardless of the positioning of the respective propulsors 104, 3214, and 3314), and the respective propulsors 104, 3214, and 3314 are independently adjustable relative to the respective tabs 2802, 3220, and 3320 (particularly independently adjustable relative to the positioning of those respective tabs relative to the respective lower structural sections). Such independent adjustability of the tabs relative to the lower structural sections, and of the propulsors relative to the tabs, allows for multiple methods to control the vertical component of thrust with both the trimming motions / adjustments (e.g., about the trim pivots 3126, 3252, and 3352) and tab or tab arm motions / adjustments (e.g., about the pivot pins 2816, 3226, and 3326).

[0253] By virtue of this independent adjustability of the tabs relative to the lower structural sections, and of the propulsors relative to the tabs, positioning of the respective propulsors (or drives) 104, 3214, and 3314 and the respective propellers 246, 3246, and 3346 thereof can be optimized while the respective marine vessels 102, 3206, and 3306 are respectively underway, yielding optimum propeller depths and trim relative to the water surface and accommodating vertical rises of the foiling marine vessels. Further, this independent adjustability is also advantageous in that it enables shallow water drive positioning, which allows for the respective propeller 246, 3246, and 3346 to be retracted into / toward (including upward toward) the respective marine vessel 102, 3206, and 3306, thereby reducing draft and enabling the respective marine vessels to operate in shallow water. Such operation is advantageous by comparison with many conventional outboard motors, which tend to experience a changing thrust vector (e.g., by 15 to 20 degrees in trim adjustments, until the propeller comes out of the water) when entering shallow water that can result in a downwardly-directed thrust vector and corresponding inefficient operation. In contrast to such conventional outboard motors, embodiments of electric marine vessel systems encompassed by the present disclosure canoperate so that the thrust vector of the propulsor (e.g., the propulsors 104, 3214, and 3314) can stay horizontal (or substantially or largely horizontal) when entering shallow water.

[0254] Further, the integrated tab drive systems 242, 3204, and 3304 are particularly advantageous in that these integrated tab drive systems enable vertical adjustment of the propulsor (or drive, propulsion system, or outboard) by rotational movements / adjustments, without there being any accompanying sliding (linear) movements / adjustments, as might be present in many conventional or traditional outboard arrangements that achieve sliding motion via jackplates. By comparison with sliding interfaces, rotary interfaces (such as those provided at the trim pivots / pivot pins described above) are easier to seal, can be more robust / hardened and more durable, and tend to require less maintenance (or no maintenance). The pivotable attachments are cost efficient, robust, and durable while constraining the geometry for steering and propeller side loading.

[0255] Additionally with respect to the embodiments of FIG. 31, FIG. 32, and FIG. 33 it should be appreciated that each of the respective hydrodynamic structures of each of the respective assemblies 2002, 3202, and 3302, including the respective integrated tab drive systems 242, 3204, and 3304 with the respective tabs 2802, 3220, and 3320 and the respective propulsors 104, 3214, and 3314, is optimized to minimize drag forces due to water impingement while the respective marine vessel 102, 3206, and 3306 is underway. Stated differently, these structures are configured to minimize their respective water-encountering frontal areas, that is, the areas of the water-encountering surfaces that are generally facing forward during forward travel of the respective electric marine vessel systems. In this regard, the respective jack actuator assemblies 3108, 3230, and 3330 and / or the respective trim actuator assemblies 3128, 3254, and 3354 of the respective integrated tab drive systems 242, 3204, and 3304 are optimally tucked up into the respective tabs 2802, 3220, and 3320 (or the respective arms of the tab mechanisms), so as to eliminate additional drag that could otherwise occur if those actuator assemblies were exposed to water. Accordingly, the respective hydrodynamic structures of each of the respective assemblies 2002, 3202, and 3302 are configured to enhance efficiency of operation, including fuel efficiency.

[0256] Also in this regard, the respective bottom (water-encountering) surfaces of the respective bottom walls 2810, 3240, and 3340 of the respective tabs 2802, 3220, and 3320 are respective hydrodynamic surfaces that enable marine vessel planing angular adjustment, similarin function to a traditional trim tab (or “K plane”), but simultaneously enable the transfer of thrust and steering loads in addition to providing hydrodynamic lift. Again, such adjustments can be accomplished by actuation of the actuators, particularly the jack actuator assemblies 3108, 3230, and 3330. Further, the respective integrated tab drive systems 242, 3204, and 3304 additionally are advantageous in that, by actuation of the actuators (again, particularly, the jack actuator assemblies 3108, 3230, and 3330), the respective integrated tab drive systems (and particularly the respective tabs 2802, 3220, and 3320 thereof) are retractable in case of impact loading, and thus allow or facilitate vertical and angular escape of the respective marine vessels 102, 3206, and 3306 (and the associated respective electric marine vessel systems) from or around submerged, impacted objects or obstructions.

[0257] Further, the respective geometries of the respective tabs 2802, 3220, and 3320 allow for or facilitate the precession (rotation or precession / movement in a particular manner) of the respective propellers 246, 3246, and 3346 rearward and upward away from objects / obstructions that may be encountered during travel. More particularly, the respective pivot points 2804, 3226, and 3326 of the respective tabs 2802, 3220, and 3320 of the respective integrated tab drive systems 242, 3204, and 3304 relative to the respective decks 238, 3210, and 3310 (or respective other hull portions of the respective marine vessel) are higher than and forward of any likely impact points along the respective bottom walls 2810, 3240, and 3340 of the respective tabs. Also, the respective trim pivots 3126, 3252, and 3352 of the respective propulsors 104, 3214, and 3314 relative to the respective tabs 2802, 3220, and 3320 are higher than and forward of any likely impact points along the respective propulsors.

[0258] Consequently, if there are impacts upon the respective tabs 2802, 3220, and 3320 during operation, such impacts will tend to cause the respective tabs to move aftward and vertically upward and correspondingly will tend to cause the respective propulsors 104, 3214, and 3314 to move aftward and vertically upward, which advantageously will tend to lessen the extent to which the respective propulsors will in turn experience or suffer from similar impacts (e.g., due to the same rocks or other obstructions). Also, if there are impacts upon the respective propulsors 104, 3214, and 3314 during operation, such impacts will tend not only to cause the respective propulsors to rotate upward and aftward, but also will tend to pull the respective tabs 2802, 3220, and 3320 aftward and vertically upward, which advantageously will tend to allowthe respective propulsors to move past the impacting objects more easily and with less potential damage to the respective propulsors.

[0259] In general, given these arrangements, as the respective electric marine vessel systems move forward upon impacts, increasingly the respective electric marine vessel system structures such as the respective tabs 2802, 3220, and 3320 and the respective propulsors 104, 3214, and 3314 will move out of the way to get free of the impacts. Further, regardless of whether impacts occur upon the respective tabs 2802, 3220, and 3320 or upon the respective propulsors 104, 3214, and 3314, both the respective tabs and the respective propulsors will tend to move in ways together that lessen the negative effects of the impacts. This is in contrast to conventional sliding jackplates, which do not move in response to such impacts.

[0260] In addition to the electric marine vessel system 100 and alternate electric marine vessel systems respectively including the integrated tab drive systems 242, 3204, and 3304 shown in FIG. 31, FIG. 32, and FIG. 33, the present disclosure encompasses numerous other electric marine vessel systems having numerous other types of drive systems. For example, a further embodiment of an electric marine vessel system 3400 encompassed herein includes an articulating tab drive support system (or articulating tab drive system) 3402 as shown in FIG. 34, FIG. 35, FIG. 36, FIG. 37, FIG. 38, FIG. 39, and FIG. 40. In this regard, FIG. 34 provides a bottom perspective cutaway view of the electric marine vessel system 3400 including the articulating tab drive system 3402, and illustrates that the articulating tab drive system includes an articulating tab 3404 that is part of a marine vessel 3406 of the electric marine vessel system 3400 and that is movably coupled to a deck 3408 of the marine vessel 3406. Additionally, a propulsor 3410 is attached to the marine vessel 3406 by way of the articulating tab 3404. For clarity, the underside of the marine vessel 3406 including the articulating tab 3404 is shown in FIG. 34, along with the propulsor 3410.

[0261] In this embodiment, the articulating tab 3404 (as well as the propulsor 3410) is positioned in between a left pontoon 3412 and a right pontoon 3414 of the marine vessel 3406, where each of the left and right pontoons are coupled to and supported by the deck 3408 and extend substantially parallel to a central axis 3416 of the marine vessel 3406. In this example embodiment, the combination of the deck 3408 and components of the marine vessel 3406 below the deck 340 including the articulating tab 3404, the left pontoon 3412, and the right pontoon 3414, along with the propulsor 3410, can be considered a lower section 3418 of the electricmarine vessel system 3400 (as opposed to an upper section of the electric marine vessel system 3400, not shown, which would include structures / components positioned above or on top of the deck 3408.).

[0262] Due to the propulsor 3410 being attached to the articulating tab 3404 and the articulating tab 3404 being movably attached to the marine vessel 3406, the articulating tab drive system 3402 can be adjusted in its position so that the articulating tab 3404 and the propulsor 3410 take on any of a range of different positions relative to the marine vessel 3406. In this regard, FIG. 35, FIG. 36, and FIG. 37 respectively show respective first, second, and third front elevation views 3500, 3600, and 3700, respectively, of the lower section 3418 of the electric marine vessel system 3400 when the articulating tab drive system 3402 (and correspondingly the articulating tab 3404 and the propulsor 3410) is actuated to be positioned so that the electric marine vessel system is suited for operating in first, second, and third tab drive operating modes, respectively. Further, FIG. 38, FIG. 39, and FIG. 40, respectively, provide respective first, second, and third cutaway cross-sectional views 3800, 3900, and 4000, respectively, of the lower section 3418 taken along line 38-38, line 39-39, and line 40-40, respectively, of FIG. 35, FIG. 36, and FIG. 37, respectively, so as to further illustrate the relative positioning of the articulating tab drive system 3402 when positioned for enabling operation of the electric marine vessel system 3400 in the first, second, and third tab drive operating modes, respectively.

[0263] More particularly with respect to FIG. 38, FIG. 39, and FIG. 40, the first, second, and third cutaway cross-sectional views 3800, 3900, and 4000 reveal the articulating tab 3404 of the articulating tab drive system 3402 in combination with other portions of the marine vessel 3406 including the deck 3408 and the right pontoon 3414, along with the propulsor 3410. A bottom edge 3810 of the right pontoon 3414 can be considered to constitute a bottom of the marine vessel 3406. As illustrated, the propulsor 3410 particularly is attached (e.g., fixedly attached) to a rear edge (or portion) 3802 of the articulating tab 3404. FIG. 38, FIG. 39, and FIG. 40 also show that the articulating tab drive system 3402 additionally includes one or more vertical adjustment actuator assemblies (or actuators) 3804 by which the articulating tab 3404 is coupled to the deck 3408. Further, the articulating tab 3404 of the articulating tab drive system 3402 pivots on an axis 3806 defined by where a forward edge (or tip, or forward members) 3808 are (rotatably) attached to the marine vessel 3406. The coupling of the forward edge (or tip, or forward members) 3808 of the articulating tab 3404, in combination with the vertical adjustmentactuator assemblies 3804 linking the articulating tab to the deck 3408, enables thrust forces to be transmitted into the hull of the marine vessel 3406. In the present embodiment the articulating tab drive system 3402 particularly is coupled to an underside surface of the deck 3408 albeit, in alternate embodiments, the articulating tab drive system 3402 can be coupled to other portions of the marine vessel 3406.

[0264] It should be appreciated from a comparison of FIG. 38, FIG. 39, and FIG. 40 that adjustment of the articulating tab drive system 3402 to achieve different positioning of the articulating tab 3404 and the propulsor 3410 and different operating modes is accomplished by actuating the vertical adjustment actuator assemblies 3804. In the present embodiment, each of the vertical adjustment actuator assemblies 3804 can be considered to include length-adjustment mechanisms enabling those actuator assemblies to be linearly adjustable. Also, in at least some such embodiments, each of the vertical adjustment actuator assemblies 3804 is a hydraulic actuator assembly having a cylinder end and a piston end. However, in other embodiments, one or more of the vertical adjustment actuator assemblies 3840 can take other forms, such as an electric actuator assembly, a curvilinear actuator assembly, or a rotary actuator assembly.

[0265] Actuating the vertical adjustment actuator assemblies 3804 so that the vertical adjustment actuator assemblies are shortened or lengthened causes angular adjustment of the articulating tab 3404 relative to other portions of the marine vessel 3406 such as the deck 3408, which in turn results in raising or lowering of the propulsor (or drive system) 3410. FIG. 38, FIG. 39, and FIG. 40 show three example positions / settings of the articulating tab drive system 3402 to achieve the first, second, and third tab drive operating modes, albeit the articulating tab drive system 3402 can also adjusted to take on other positions / settings than those shown.

[0266] More particularly with respect to first front elevation view 3500 of FIG. 35 and the first cutaway cross-sectional view 3800 of FIG. 38, it should be appreciated that the first tab drive operating mode is a shallow water / trailer operating mode in which the vertical adjustment actuator assemblies 3804 are actuated to cause the articulating tab 3404 and the propulsor 3410 to take on raised / elevated positions relative to other portions of the marine vessel 3406. The first tab drive operating mode is suitable for operation, for example, of the electric marine vessel system 3400 at displacement speeds (for example, speeds of less than 10 miles per hour (mph)), or at lower horsepower ranges (for example, 150 horsepower (hp)). Also for example, the first tab drive operating mode can involve tab angle rotational movements of the tab relative to ahorizontal axis 3812 in the amount of +15 degrees, and additional trim rotational movements of the propulsor relative to a vertical axis (perpendicular to the horizontal axis 3812) of -5 degrees to +15 degrees (in terms of a trim range). When in the position shown, the propulsor 3410 particularly raised sufficiently high that a first vertical level of a central axis 3814 of the propeller 3816 at the front of the propeller, which corresponds to the horizontal axis 3812, is above the bottom edge 3810 (of the right pontoon 3414) by a distance 3818, which in the present example can be 2.2 inches.

[0267] By comparison, the second front elevation view 3600 of FIG. 36 and second cutaway cross-sectional view 3900 of FIG. 39 show the electric marine vessel system 3400 to be in the second tab drive operating mode. In the present embodiment, the second tab drive operating mode is an economy / cruise (or “eco / cruise”) operating mode, in which the articulating tab drive system 3402 is actuated so that that the articulating tab 3404 and the propulsor 3410 are vertically lower relative to other portions of the marine vessel 3406 than is the case with the first tab drive operating mode. The second tab drive operating mode is suitable for operation, for example, of the electric marine vessel system 3400 at planing speeds greater than displacement speeds but less than (or equal to) medium speeds (e.g., 30, 40, or 50 mph), or at medium horsepower ranges (e.g., 150 to 250 hp). Also for example, the second tab drive operating mode can involve tab angle rotational movements of the tab relative to the horizontal axis 3812 in the amount of approximately a +5 degree tab angle, and additional trim rotational movements of the propulsor relative to a vertical axis (perpendicular to the horizontal axis 3812) of -5 degrees to +15 degrees (in terms of a trim range). When in the position shown, the propulsor 3410 particularly is lowered sufficiently so that the central axis 3814 of the propeller 3816 is below the bottom edge 3810 (of the right pontoon 3414) by a distance 3902, which in the present example can be 5.4 inches.

[0268] Further by comparison, the third front elevation view 3700 of FIG. 37 and third cutaway cross-sectional view 4000 of FIG. 40 show the electric marine vessel system 3400 to be in the third tab drive operating mode. In the present embodiment, the third tab drive operating mode is a sport operating mode, in which the articulating tab drive system 3402 is actuated so that that the articulating tab 3404 and the propulsor 3410 are vertically lower relative to other portions of the marine vessel 3406 even to a greater extent than is the case with the second tab drive operating mode. The third tab drive operating mode is suitable for operation, for example,of the electric marine vessel system 3400 at high speeds that are greater than medium speeds (for example, greater than 30 mph, 40 mph, or 50 mph depending upon how medium speeds are defined, which can depend upon the embodiment), or at high horsepower ranges (for example, 250 or more hp, or 350 or more hp). Also for example, the third tab drive operating mode can involve tab angle rotational movements of the tab relative to the horizontal axis 3812 in the amount of approximately 0 (zero) degrees, and additional trim rotational movements of the propulsor relative to a vertical axis (perpendicular to the horizontal axis 3812) of -5 degrees to +15 degrees (in terms of trim range). When in the position shown, the propulsor 3410 particularly is lowered sufficiently so that the central axis 3814 of the propeller 3816 below the bottom edge 3810 (of the right pontoon 3414) by a distance 4002, which in the present example can be 9.9 inches.

[0269] FIG. 38, FIG. 39, and FIG. 40 show example positions / settings of the articulating tab drive system 3402 that are suitable for different modes of operation, and illustrate how the articulating tab drive system (with the articulating tab 3404) can enable optimized boat performance in various water depths and vessel speeds. At the same time, it should be appreciated that the operational heights of the propulsor (or drive ) 3410, the vessel speeds, the tab angles, and the trim angles described above are all examples (or approximations given as examples) that are intended to show the approximate range of adjustability that the articulating tab drive system may provide during operation.

[0270] Further, although the movements of the propulsor 3410 relative to the marine vessel 3406 achieved by the articulating tab drive system 3402 as described above can be referred to alternatively as tilting movements or trimming movements that involve to some extent (or entirely) the same types of rotational movements about the same rotational axis, tilting and trimming movements can also be understood as referring to somewhat different movements (including, for example, different movements on or about different axes). Even though tilting movements and trimming movements can involve rotational movements about the same rotational axis (e.g., a rotational axis that is horizontal or substantially horizontal, and perpendicular or substantially perpendicular to a central longitudinal axis such as the central axis 304 of the marine vessel), tilting and trimming also can respectively refer to movements within or encompassing different ranges. More particularly, trimming movements can in at least some circumstances refer to high precision adjustments of the propulsor 3410 about such a rotationalaxis, particularly when the electric marine vessel is underway with full thrust, while in contrast tilting movements can in at least some circumstances refer to movements of the propulsor from (or to) a normal operating position to (or from) a position out of operation (e.g., out of the water) or positions where the propulsor is not providing or absorbing full thrust.

[0271] Referring additionally to FIG. 41, FIG. 42, and FIG. 43, the articulating tab drive system 3402 of the electric marine vessel system 3400 not only allows for movement of the articulating tab 3404 and corresponding vertical movement of the propulsor 3410, but also includes (or operates in combination with) trim actuator assemblies (or actuators) 4102 that allow for tilting movement (e.g., additional trimming movement beyond that illustrated in FIG. 38, FIG. 39, and FIG. 40) of the propulsor 3410 relative to the articulating tab 3402. As with the vertical adjustment actuator assemblies 3804, in the present embodiment the trim actuator assemblies 4102 can include length-adjustment mechanisms and the trim actuator assemblies are linearly-adjustable and, for example, the trim actuator assemblies 4102 can be hydraulic actuators including cylinder ends and piston ends. Nevertheless, the trim actuator assemblies 4102 in other embodiments can take other forms including, for example, electric actuator assemblies, curvilinear actuator assemblies, or rotary actuator assemblies.

[0272] Further as shown, FIG. 41, FIG. 42, and FIG. 43 respectively provide respective first, second, and third additional cutaway cross-sectional views 4100, 4200, and 4300, respectively, of the lower section 3418 of the electric marine vessel system 3400 that illustrate, among other things first, second, and third additional positions of the articulating tab drive system 3402 including the trim actuator assemblies 4102 and the propulsor 3410. It should be noted in this respect that the first and third additional cutaway cross-sectional views 4100 and 4300 are taken at a plane positioned to the left of (from a location exterior of) the propulsor 3410, and the second additional cutaway cross-sectional view 4200 is taken at a plane passing directly through the central axis 3416 and through the central axis 3814 of the propulsor. In addition, each of FIG. 41, FIG. 42, and FIG. 43 also shows other components of the electric marine vessel system 3400 and marine vessel 3406 and propulsor 3410 thereof, including the deck 3408, the propeller 3816, and a swim platform 4104 that extends aftward from, at a location vertically below, the deck. For clarity purposes, the right pontoon 3414 (and left pontoon 3412) are not shown in FIG. 41, FIG. 42, and FIG. 43. Further, in each of FIG. 41, FIG. 42, and FIG. 43, a water level 4106 is shown to indicate an expected position of the water line within whichthe electric marine vessel system 3400 is operating at rest or at displacement speeds, relative to the electric marine vessel system (and the marine vessel 3406 and propulsor 3410 thereof).

[0273] FIG. 41, FIG. 42, and FIG. 43 collectively are intended to show an example range of motion that can be achieved with this architecture involving the articulating tab drive system 3402, including the articulating tab 3404, vertical adjustment actuator assemblies 3804 and trim actuator assemblies 4102 and propulsor 3410, relative to other portions of the marine vessel 3406 such as the deck 3408 and swim platform 4104, as well as relative to the water level 4106. More particularly, the cross-sectional view 4100 of FIG. 41 particularly shows a first “tab-down, trimdown” positioning of the articulating tab drive system 3402 in which, due to appropriate extension of the vertical adjustment actuator assemblies 3840, the articulating tab 3404 generally is positioned at a vertically lower level relative to the deck 3408 (e.g., similar to what is shown in FIG. 40) and also, due to appropriate retraction of the trim actuator assemblies 4102, the propulsor 3410 is also vertically low and rotationally positioned relative to the articulating tab 3404 so that the propeller 3816 is beneath the articulating tab 3404 and the central axis 3814 is horizontal (generally parallel to the central axis 3416 shown in FIG. 34). Such positioning is suitable for a deep water mode of operation in which the propeller 3816 is well below the water level 4106. Also, the propulsor 3410 is entirely vertically below the swim platform 4104.

[0274] In contrast, the cross-sectional view 4200 of FIG. 42 particularly shows a first “tab-up, trim-down” positioning of the articulating tab drive system 3402 in which, due to appropriate retraction of the vertical adjustment actuator assemblies 3840, the articulating tab 3404 generally is positioned at a vertically higher level relative to the deck 3408 (e.g., similar to what is shown in FIG. 38) and also, due to appropriate retraction of the trim actuator assemblies 4102, the propulsor 3410 is vertically low and rotationally positioned relative to the articulating tab 3404 so that the propeller 3816 again (as in FIG. 41) is beneath the articulating tab 3404 and the central axis 3814 is horizontal (generally parallel to the central axis 3416 shown in FIG. 34). Such positioning is suitable for a shallow water mode of operation in which the propeller 3816 is below, but not far below, the water level 4106. It should be appreciated from the cross-sectional views 4100 and 4200 of FIG. 41 and FIG. 42 that, with appropriate angular adjustments (e.g., with the vertical adjustment actuator assemblies 3840 and / or the trim actuator assemblies 4102), the planing attitude of the marine vessel 3406 and / or propulsor 3816 positioning can be optimized at any speed (e.g., throughout the operating speed range) and water depth. In thisoperational circumstance, it will also be noted that an upper portion of the propulsor 3410 is substantially vertically above the swim platform and a lower portion of the propulsor 3410 is substantially vertically below the swim platform 4104.

[0275] Additionally in contrast, the cross-sectional view 4300 of FIG. 43 particularly shows a first “tab-up, trim-up” positioning of the articulating tab drive system 3402. Given this positioning, due to appropriate retraction of the vertical adjustment actuator assemblies 3840, the articulating tab 3404 generally is positioned at a vertically higher level relative to the deck 3408, similar (or identical) to what is shown in in FIG. 42 and FIG. 38. However, due to appropriate extension (in this example, maximum extension) of the trim actuator assemblies 4102, the propulsor 3410 is rotationally positioned relative to the articulating tab 3404 so that the propulsor generally extends horizontally aftward away from the rear edge 3802 of the articulating tab 3404 so that the propeller 3816 faces downward. The rotation of the articulating tab 3404 effectively increases or is additive to the trim / tilt range of the propulsor 3410. As shown, due to the actuation of the trim actuator assemblies 4102, the propulsor is rotated 90 degrees (or substantially 90 degrees) relative to the position of the propulsor shown in FIG. 42 such that, even though the central axis 3814 of the propulsor in FIG. 42 is horizontal or substantially horizontal, the central axis 3814 of the propulsor in FIG. 43 (e.g., the propeller 3816 central axis) is vertical or substantially vertical.

[0276] The positioning illustrated in FIG. 43 particularly is suited for operation of the electric marine vessel system 3400 in a storage mode. In this example position of FIG. 43, all or substantially all of the propulsor 3410 is rotated so that the propulsor is at or above the swim platform 4104 and at or above the water level 4106, and so that substantially all portions of the propulsor are positioned aftward of the trim / tilt axis 4302. That is, for storage, while at rest, the propulsor (or drive) 3410 can be tilted fully out of the water, with the propeller 3816 substantially above the water level 4106 (which can be considered a static water line), to eliminate both galvanic corrosion and marine growth. Further, the propulsor 3410 can be tilted to take on the storage position mechanically and / or automatically without any need for the propulsor to be manually moved or accessed / interfaced by a user of the electric marine vessel system 3400. Additionally, lifting the propulsor 3410 out of the water allows the cooling system to be self draining.

[0277] In addition to the electric marine vessel systems 100 and 3400 and alternate electric marine vessel systems respectively including the integrated tab drive systems 242, 3204, and 3304 shown in FIG. 31, FIG. 32, and FIG. 33, or the articulating tab drive system 3402 of FIG. 34, FIG. 35, FIG. 36, FIG. 37, FIG. 38, FIG. 39, FIG. 40, FIG. 41, FIG. 42, and FIG. 43, the present disclosure encompasses numerous other electric marine vessel systems having numerous other types of drive support systems (or, more simply, drive systems). Also for example, an additional embodiment of an electric marine vessel system 4400 encompassed herein includes a swim platform drive support system (or, more simply, swim platform drive system) 4402 as shown in FIG. 44, FIG. 45, and FIG. 46. In this regard, FIG. 44 provides a first cutaway cross-sectional view 4440 of the electric marine vessel system 4400 that, similar to the cross-sectional view 3100 of FIG. 1, is a left side elevation cutaway cross-sectional view taken along a line that is aligned with (contained within) a vertical plane cutting through the middle of the electrical marine vessel system 4400 (and which is perpendicular to a central axis extending longitudinally through that electric marine vessel system).

[0278] As shown in FIG. 44, the electric marine vessel system 4400 includes the swim platform drive system 4402, and the swim platform drive system includes a swim platform 4404 that is part of a marine vessel 4406 of the electric marine vessel system 4400 and that is pivotably coupled to a deck 4408 of the marine vessel 4406. Additionally as shown, a propulsor (or propulsor system, drive, drive unit, drive system, or outboard) 4410 is attached to the swim platform 4404 and thereby attached to the marine vessel 4406. In the present example embodiment, the propulsor 4410 includes a forward propeller 4412 and an aft propeller 4414 that are mounted in a concentric manner about a shared propulsor central axis 4416, the aft propeller 4414 being mounted immediately in front of a lower portion 4418 of the propulsor 4410, and forward propeller 4412 being mounted immediately in front of the aft propeller. In the present embodiment, the forward propeller 4412 and the aft propeller 4414 are counterrotating propellers that are driven by the propulsor 4410 to rotate in opposite directions relative to one another.

[0279] Further, the propulsor 4410 includes an upper portion 4420 in addition to the lower portion 4418. The upper portion 4420 is at least indirectly attached to (or has an attachment location to) a hinge or pivot axis 4430 on the swim platform 4404 (which is a platform on the aft surface of the hull of the marine vessel 4406). In the present embodiment, the swim platform 4404 has a primary flat surface 4428 that extends substantially horizontally whenthe swim platform 4404 is positioned as shown in FIG. 44. The swim platform 4404 is pivotably coupled to the deck 4408 of the marine vessel 4406 at the pivot axis 4430, which can also be referred to as a trim / tilt axis, formed along a forward upwardly-extending tip portion 4432 of the swim platform, which is formed at a front end of the primary flat surface 4428. Although not shown in detail in FIG. 44, the pivot axis 4430 can be formed for example by a rod that is captured within a bracket 4434 that is formed at an aft end 4436 of the deck 4408, where the rod extends outward from the sides of the bracket and is received in right and left (starboard and port) receiving orifices of the forward upwardly-extending tip portion 4432. The bracket 4434 can help couple the swim platform 4404 with the propulsor 4410.

[0280] Additionally as shown in FIG. 44, a planar interface (or junction) 4422 extends between the upper portion 4420 and an upper segment 4424 of the lower portion 4418 of the propulsor 4410. In the present embodiment, the lower portion 4418 is a rotatably attached propulsor portion, which is attached to the upper portion 4420 as a sealed and fully immersed system. More particularly, the lower portion 4418 rotates about a steering axis 4426 relative to the upper portion 4420, with both the upper portion 4420 being sealed at the planar interface 4422 and the lower portion being sealed at the planar interface 4422. It is the upper portion 4420 of the propulsor 4410 that is directly affixed to the swim platform 4404, with the upper portion being positioned between the swim platform 4404 and the upper portion 4420 of the lower portion 4418 (no portion of the upper portion 4420 / upper drive member extends above the top portions of the swim platform). Additionally, the propulsor 4410 is rotatable about a steering axis 4426 that extends vertically through the lower portion 4418 and upper portion 4420, and passes through and is perpendicular to the propulsor central axis 4416.

[0281] Turning to FIG. 45, a second cutaway cross-sectional view 4500 of the electric marine vessel system 4400 is additionally provided to illustrate a different status of the swim platform drive system 4402 in which the swim platform 4404 and propulsor 4410 are elevated by comparison with their respective positions shown in FIG. 44. The second cutaway cross- sectional view 4500 is again a left side elevation cutaway cross-sectional view taken along a line that is aligned with (contained within) a vertical plane cutting through the middle of the electrical marine vessel system 4400 (and which is perpendicular to a central axis extending longitudinally through that electric marine vessel system). As already mentioned, the swim platform 4404 (and particularly the forward upwardly-extending tip portion 4432 thereof) is hinged to the deck 4408of the marine vessel 4406 in a manner such that the swim platform can be rotated or tilted upward to a near vertical position as shown. With the swim platform 4404 tilted to this extent, the propul sor 4410 also is rotated rearward and upward as shown in FIG. 45, with the front propeller 4412 being sufficiently high that it is above a marine vessel bottom axis 4506.

[0282] In the example shown, the swim platform 4404 and the propulsor 4410 particularly are maximally rotated, by comparison with their respective positions shown in FIG. 44, by an angle 4502 of seven-three (73) degrees, although the exact maximum rotation that is possible can vary depending upon the embodiment. The angle 4502 particularly is shown to be the difference between the steering axis 4426 of the propulsor 4410 when positioned as shown in FIG. 44 relative to a rotated steering axis 4504 of the propulsor positioned as shown in FIG. 45. It should be recognized that the positions of the swim platform 4404 and propulsor 4410 shown in FIG. 44 are suitable for driving operation of the electric marine vessel system 4400 through the water. In contrast, the positions of the swim platform 4404 and propulsor 4410 (and particularly that of the propulsor) shown in FIG. 45 are suitable for storage purposes, in that the upward positioning of the propulsor keeps the propulsor (or drive) clean from growth (e.g., marine growth) and free of corrosion and mineral deposit buildup / calcification (e.g., salt buildup). Indeed, upward positioning as shown in FIG. 45 is advantageous because, by virtue of such upward positioning, growth (e.g., marine growth), corrosion, and mineral deposit buildup / calcification is avoided both around the exterior of the propulsor 4410 and also within the cooling system of the propulsor, due to self-draining of the propulsor cooling system that occurs when the propulsor is upwardly positioned.

[0283] Referring additionally to FIG. 46, a third cutaway cross-sectional view 4600 of the electric marine vessel system 4400 is additionally provided to illustrate details regarding how the swim platform 4404 of the swim platform drive system 4402 is coupled to and actuated in relation to the deck 4408 of the marine vessel 4406. To show appropriate details, even though the third cutaway cross-sectional view 4600 again is a left side elevation cutaway cross-sectional view as with FIG. 44 and FIG. 45, the third cutaway cross-sectional view 4600 is taken along a line that aligned with (contained within) a vertical plane cutting through an axis that is to the starboard side of the middle of the electrical marine vessel system 4400 (and which is perpendicular to a longitudinal axis that to the starboard side of the central axis extendinglongitudinally through the electric marine vessel system 4400), so that a starboard side 4602 of the lower portion 4418 of the propulsor is visible.[002841 Further as shown in FIG. 46, in the present embodiment, the swim platform drive system 4402 includes port and starboard actuator assemblies 4604 that are coupled between respective port and starboard first coupling locations 4606 along a rear surface 4608 of the deck 4408 proximate the marine vessel bottom axis 4506 and respective port and starboard second coupling locations 4610 along a bottom surface 4612 of the swim platform 4404 proximate an aft end 4614 of the swim platform (in the cross-sectional view 4600, only the starboard ones of the actuator assemblies 4604, first coupling locations 4606, and second coupling locations 4610 are visible). In the present embodiment, each of the port and starboard actuator assemblies 4604 can be considered to include length-adjustment mechanisms enabling those actuator assemblies to be linearly adjustable. Also, in at least some such embodiments, each of the actuator assemblies 4604 is a hydraulic actuator assembly having a cylinder end and a piston end. However, in other embodiments, one or more of the actuator assemblies 4604 can take other forms, such as an electric actuator assembly, a curvilinear actuator assembly, or a rotary actuator assembly.

[0285] Given this manner of coupling the actuator assemblies 4604 with the deck 4408 and the swim platform 4404, it should be appreciated that extension and retraction of the actuator assemblies 4604 causes relative movement of the swim platform 4404 relative to the deck. More particularly, when the actuator assemblies 4604 are retracted so the distances between the respective first coupling locations 4606 and the respective second coupling locations 4610 is reduced as shown in FIG. 46, then the swim platform 4404 and propulsor 4410 take on the respective lowered positions shown in FIG. 46 and also FIG. 44. Also, to cause the swim platform 4404 and propulsor 4410 to take on the elevated positions shown in FIG. 45, the actuator assemblies 4604 are extended so that the distances between respective first coupling locations 4606 and the respective second coupling locations 4610 is increased. It should further be recognized that the actuator assemblies 4604 are rotatably / pivotably coupled to the deck 4408 about a first axis at the first coupling locations 4606 and also rotatably / pivotably coupled to the swim platform 4404 about a second axis at the second coupling locations 4610 so that, as the actuator assemblies 4604 experience extension or retraction, the actuator assemblies also can rotate about the first coupling locations 4606 and the second coupling locations 4610 as necessary to accommodate such extension / r etraction relative to the swim platform and deck.

[0286] Therefore, in the embodiment of the electric marine vessel system 4400 having the swim platform drive system 4402 (in which the swim platform 4404 support / constraint for the propulsor is attached via the pivot axis 4430 to the deck 4408), actuation of the port and starboard actuator assemblies 4604 allows for controlling of the lowering and elevation (e.g., the angle) of the swim platform 4404 and the propulsor (or drive unit) 4410 for both trim and tilt as illustrated by FIG. 44, FIG. 45, and FIG. 46. The propulsor 4410 is attached to the swim platform 4404 in a manner forming an integrated electric propulsion system (or electric marine drive system), rigidly or elastically attached to a swim platform device depending on the vibration and noise isolation criteria. The propulsor attachment enables steering and trim adjustment. However, the tilt adjustment is accomplished by a portion of, or all of, the swim platform, tilting via hingeable attachment to the hull, with the swim platform and propulsor being coupled to the deck by common joints.

[0287] Further, in this embodiment, the drive forces for thrust and steering provided by the propulsor 4410 during operation are transmitted from the swim (horizontal) platform 4404 into the hinge joint connection provided at the pivot axis 4430 and also resolved in the first coupling locations (or attachment points) 4606 at which the actuator assemblies 4604 are coupled to the deck 4408 of the marine vessel 4406. That is, all steering and thrust loading forces to propel the electric marine vessel system 4400 are transmitted from the swim platform 4404 to the hull of the marine vessel 4406. Additionally, the trim range (e.g., as afforded by adjustments to the extension / retraction of the actuator assemblies 4604) allows the propulsor (or drive) 4410 to move / rotate freely about the pivot axis 4430 from a -5 degree to a +15 degree angle of attack relative to the running surface of the boat. The trim range does not influence the position of the swim platform 4404.

[0288] Further, when tilt functionality is engaged, the propulsor 4410 can be moved about the pivot axis 4430 to a greater rotational extent, for example, aftward and upward to a 90 degree position (in which the propeller central axis 4416 would extend vertically). In the present embodiment, such tilting movement is achieved by actuation of a second set of actuator assemblies (not shown), which engage and move the propulsor (or drive) 4410 and the swim platform 4404 simultaneously, and enable the propulsor to be translated / rotated out of the water entirely. Such actuator assemblies of the second set of actuators in the present embodiment include length adjustment mechanisms and are linearly adjustable and, for example, can take theform of hydraulic actuator assemblies (albeit, in other embodiments, such actuator assemblies can take other forms such as electrical actuator assemblies, curvilinear actuator assemblies, or rotary actuator assemblies). The tilting capability provided by the second set of actuator assemblies is advantageous in several respects, including that it can shorten the storage length of the electric marine vessel system 4400 and / or enhance the trailerability of (ease of trailering) the electric marine vessel system. Further, with such tilting capability, the electric marine vessel system 4400 has enhanced propulsor clearance, for example, relative to the ground or obstacles, during trailering or when the electric marine vessel system is loaded onto or off of a trailer. For example, when the propulsor is fully tilted up (e.g., to the 90 degree position), this can reduce the propensity of the propulsor to drag on or bump into the ground when on the trailer and when the trailer is traversing ground irregularities / bumps.

[0289] Notwithstanding the particular swim platform drive system 4402 described in regard to FIG. 44, FIG. 45, and FIG. 46, the present disclosure also is intended to encompass other types of swim platform drive systems. Further for example with respect to FIG. 47, an additional cutaway cross-sectional view 4740 is provided that shows portions of a further example electric marine vessel system 4700 having an alternate swim platform drive support system (or, more simply, swim platform drive system) 4702 including an alternate swim platform 4704. As with the third cutaway cross-sectional view 4600, the additional cutaway cross-sectional view 4740 again is a left side elevation cutaway cross-sectional view taken along a line that aligned with (contained within) a vertical plane cutting through an axis that is to the starboard side of the middle of the electrical marine vessel system 4400 (and which is perpendicular to a longitudinal axis that to the starboard side of the central axis extending longitudinally through the electric marine vessel system 4400).

[0290] Turning to FIG. 47, an additional cutaway cross-sectional view 4740 of an additional embodiment of an electric marine vessel system 4700 encompassed herein is shown. The cutaway cross-sectional view 4740, similar to the cross-sectional view 4600, is a left side elevation cutaway cross-sectional view taken along a line that aligned with (contained within) a vertical plane cutting through an axis that is to the starboard side of the middle of the electrical marine vessel system 4700 (and which is perpendicular to a longitudinal axis that to the starboard side of the central axis extending longitudinally through the electric marine vessel system 4400). In the present embodiment, the electric marine vessel system 4700 includes aswim platform drive system 4702 including an alternate swim platform 4704. The alternate swim platform 4704 is included as part of a marine vessel 4706 of the electric marine vessel system 4700, and is coupled to a deck 4708 of the marine vessel by a jackplate 4712, to which the alternate swim platform is rotatably coupled at a pivot axis 4730. As with the swim platform drive system 4402, the alternate swim platform drive system 4702 supports a propulsor (or drive) 4710. The cross-sectional view 4740 particularly shows a starboard side 4742 of a lower portion 4744 of the propulsor.

[0291] In the embodiment of FIG. 47, the alternate swim platform drive system 4702 includes port and starboard actuator assemblies 4714 that are coupled between respective port and starboard first coupling locations 4716 and respective port and starboard second coupling locations 4720. The respective port and starboard first coupling locations 4716 are positioned along a rear surface 4718 of the jackplate 4712 proximate a marine vessel bottom 4722 (which forms a running surface of the marine vessel 4706). The respective port and starboard second coupling locations 4720 are positioned along a bottom surface 4724 of the swim platform 4704 proximate an aft end 4726 of the swim platform, aftward of a midsection 4728 of the swim platform (in the cross-sectional view 4740, only the starboard ones of the actuator assemblies 4714, first coupling locations 4716, and second coupling locations 4720 are visible). The actuator assemblies 4714 in the present embodiment include length-adjustment mechanisms and are linearly-adjustable (and can also be considered twin rams). Also, in at least some such embodiments, each of the actuator assemblies 4714 is a hydraulic actuator assembly having a cylinder end and a piston end. However, in other embodiments, one or more of the actuator assemblies 4714 can take other forms, such as an electric actuator assembly, a curvilinear actuator assembly, or a rotary actuator assembly.

[0292] Given this manner of coupling the actuator assemblies 4714 with the deck 4408 and the swim platform 4404, it should be appreciated that extension and retraction of the actuator assemblies 4714 causes relative movement of the swim platform 4404 relative to the deck, particularly pivoting movement relative to the jackplate 4712 about the pivot axis 4730 as represented by a double-sided arrow 4732. Further, in this embodiment, the jackplate 4712 also is movable (generally vertically upward or downward) relative to the marine vessel bottom 4722 as represented by an arrow 4734. Thus, due to movement of the jackplate 4712 relative to thedeck 4708 and marine vessel bottom 4722, and due to movement of the alternate swim platform 4704 relative to the jackplate 4712, the position of the propulsor 4710 can be adjusted.

[0293] Notwithstanding the above-described embodiments of drive support systems including the integrated tab drive systems 242, 3204, 3304, articulating tab drive system 3402, and swim platform drive systems 4402 and 4702, the present disclosure encompasses numerous further embodiments in addition to those describe above. For example, even though many of the drive systems described above envision that a propulsor, tab, or swim platform is or are centrally located between port and starboard pontoons of a marine vessel, in other embodiments encompassed herein one or more such structures can be located behind each pontoon for a twin drive setup (or even a triple drive application or more).

[0294] Also, the present disclosure encompasses electric marine vessel systems having any of a variety of different types of pontoon arrangements in addition to those described above. For example, although several embodiments described above envision electric marine vessel systems having pontoons that have bottom pontoon surfaces that are continuous with foils of a foil assist system such as shown in FIG. 11, other embodiments of electric marine vessel systems encompassed herein can have pontoons with differently-shaped bottom pontoon surfaces. For example, FIG. 48 shows a front elevation view 4800 of an assembly 4802 of a marine vessel hull 4804 of a marine vessel 4806 in combination with the propulsor 104, which can be portions of a further embodiment of an electric marine vessel system encompassed herein. The marine vessel hull 4804 particularly can be understood as including a lower portion 4808 of the marine vessel 4806 along with a part of an upper portion 4810 of the marine vessel. FIG. 48 particularly shows that the lower portion 4808 of the marine vessel 4806 includes the tab drive system 242 positioned between a port pontoon 4812 and the starboard pontoon 4814.

[0295] Of particular significance in this respect is that, in contrast to the port pontoon212 and starboard pontoon 214 described in regard to FIG. 11, the port pontoon 4812 and starboard pontoon 4814 are identical (or substantially identical) to one another, and each of the respective pontoons is symmetrical about a respective vertical midplane 4816. In particular, each of the respective port pontoon 4812 and starboard pontoon 4814 includes respective bottom surface 4818 that includes both a respective starboard-side inclined bottom surface portion 4820 and a respective port-side inclined bottom surface portion 4822, where the incline angle (e.g., relative to a horizontal plane) for each of the starboard-side inclined bottom surface portions isidentical to that of each of the port-side inclined bottom surface portions. That is, each of the port pontoon 4812 and the starboard pontoon 4814 includes a pair of symmetrical demihulls such that each pontoon is symmetrical about its own midplane. Such a design can allow for efficient manufacturing (or repairing) of the marine vessel hull 840 in that the port pontoon 4812 and starboard pontoon 4814 are interchangeable, and any pontoon having the shared characteristics of the port pontoon 4812 and starboard pontoon 4814 can be implemented either as the port pontoon or as the starboard pontoon. Additionally of note, the front elevation view 4800 of FIG. 48 also shows a static waterline 4824 representing the water level relative to the assembly 4802 when the electric marine vessel system (e.g., assuming an 8000 pound (lb.) weight overall) is not moving through the water (e.g., is static in its position, such that the static waterline is an 8000 pound static waterline).

[0296] Also, depending upon the embodiment, one or more of the pontoons of an electric marine vessel system as encompassed herein (for example, any of the pontoons 212, 214, 3412, 3414, 4812, and 4812) can be structured in any of a variety of matters. For example, in some embodiments herein, one or more pontoons can be made from aluminum sheet metal. Also for example, in some embodiments herein, one or more pontoons can be filled with polystyrene foam. The polystyrene foam can serve one or more purposes including, among other things, serve the purpose of enhancing the flotation properties of the electric marine vessel system in a circumstance where one or more of the pontoons or other portions of the electric marine vessel system are taking on water. Also, the use of polystyrene foam can be advantageous in one or more respects. For example, one or more pontoons made from aluminum can be filled with polystyrene foam in a manner in which the polystyrene foam is trimmed to induce a particular bend, or to enhance the strength of the one or more pontoons.

[0297] For example, FIG. 49 provides a cross-sectional view 4900 of the starboard pontoon 214 of the electric marine vessel system 100 of FIG. 1 (and FIG. 11) taken along a plane that is perpendicular to the central axis 304 of the electric marine vessel system 100 (as shown in FIG. 3), approximately between the bow 226 and the stern 224 of the electric marine vessel system. If the internals of the aluminum sheet metal forming outer walls of the starboard pontoon 214 such as the starboard pontoon bottom surface 1114 and starboard outer vertical wall surface 1118 are loaded with an internal support structure such as a polystyrene foam structure 4902 that is trimmed to induce desired shape characteristics of the outer walls (for example, toinduce a tensile load, e g., a radius outside surface characteristic of R200” as described in regard to FIG. 11), then the aluminum sheet metal will bend to have the desired shape characteristics due to the internal pressure applied by the internal support structure (e.g., by the polystyrene foam structure). Through the use of a semi-rigid internal support structure (again, for example, the polystyrene foam structure), it is possible to apply even (or substantially constant) pressure profiles in a manner that provides sufficient pressure along flat surfaces but significantly higher (or excessive) pressure at comers, and that reduces concerns about yield.

[0298] Additionally, the use of polystyrene foam such as the polystyrene foam 4902 within aluminum pontoons such as the starboard pontoon 214 allows for balancing of compressive stress provided within the polystyrene foam relative to the walls of the pontoon, which not only induces desired shaping / curvature of the aluminum, but also results in a stronger overall form because there are net compressive forces within the finished form. For example, FIG. 50 provides an additional cross-sectional view 5000 of the starboard pontoon 214 of the electric marine vessel system 100 shown in FIG. 1 (and FIG. 11 and FIG. 49) taken along a line coincident substantially with a plane passing substantially through the middle of the pontoon that is parallel to the central axis 304 of the electric marine vessel system. As shown, the polystyrene foam 4902 in the present embodiment also extends within the interior of the starboard pontoon 214 from the stern end 2108 (as shown also in FIG. 21) up to a bow end 5002. The portions of the polystyrene foam 4902 arranged at the stem end 2108 and the bow end 5002 (especially if high density polystyrene foam) strengthen the stern end and bow end (and the aluminum surfaces thereof) and make the stern end and bow end (and the starboard pontoon overall) stronger, more resilient, and less likely to be damaged if the stem end or the bow end impact other structures (such as a rock or a pier).

[0299] Additionally, the use of polystyrene foam such as the polystyrene foam 4902 within pontoons facilitates repairs of aluminum pontoons such as the starboard pontoon 214 in the field. More particularly, if during a repair the aluminum forming the walls of one of the pontoons (again such as the starboard pontoon bottom surface 1114) is heated, then the polystyrene foam within the interior of the pontoon will shrink away from the portion that is being heated, which facilitates the repair process.

[0300] Also, although the polystyrene foam 4902 shown in FIG. 49 and FIG. 50 can be high-density polystyrene foam, depending upon the embodiment, low-density polystyrene foamcan also (or additionally, or instead) be employed in various regions within the pontoons. Low- density polystyrene foam for example can provide general support for interior volumes and further enhance floatation of the overall electric marine vessel system (e.g., in a circumstance where the marine vessel was taking on water). By comparison (and further for example), high- density polystyrene foam can provide greater support to better tolerate impacts, including impacts. Indeed, high-density polystyrene foam can provide support to enable better toleration not only of low impact forces such as up to 4 pounds per square inch (psi) (e.g., static lifting pressures), but also of high impact forces involving operating loads of up to 8 psi (e.g., when the pontoon encounters / hits a big wave) or even higher (e.g., when the pontoon encounters / hits a rock or log). In general, the use of polystyrene foam is advantageous in that it helps to reduce or minimize additional weight, to optimize cost, and to enhance structural performance.

[0301] Notwithstanding the description herein regarding the implementation or inclusion of marine vessel features such as drive support system features or foil-related features in relation to electric marine vessel systems, the present disclosure also includes embodiments in which such drive support system features or foil-related features are implemented or included in other types of marine vessel systems such as internal combustion-driven marine vessel systems, hybrid marine vessel systems, fuel cell powered marine vessel systems, and other types of marine vessel systems regardless of the power sources or manner in which propulsion is generated.

[0302] Propul sor Features

[0303] As already described above, the present disclosure encompasses numerous different embodiments of propulsors (or propulsor systems, drives, drives systems, or outboards) including, for example (but not limited to), the propulsors 104, 404, 1304, 3214, 3314, 3410, 4410, and 4710. In at least some of the embodiments encompassed herein, propulsors (or electric propulsion devices) are coupled to marine vessels (or watercraft) and serve to propel the respective electric marine vessel systems including the respective marine vessels and the respective propulsors. Further, in at least some embodiments encompassed herein, a propulsor will include three component systems, namely, (1) a transom system that serves to attach the propulsor to the marine vessel, (2) an upper portion (or unit or upper portion adapter) that allows for the performing of steering as well as trim and tilt functions, and (3) a lower portion (or unit) that includes electric motor(s), power electronics, transmission system(s), pumps, filters, coolingsystem(s), and shafting to attach propeller(s) to the propulsor, where the propeller(s) when driven serve to provide propulsion through a body of water in which the propulsor is situated.

[0304] Additionally, in at least some of the embodiments of propulsors encompassed herein, upper and lower portions of the propulsor are formed as a sealed assembly suitable for submerged operation. Further, in at least some of these embodiments, the respective propulsor is directly or indirectly hingedly (or pivotably or rotatably) attached to the respective marine vessel with respect to which the respective propulsor is supported. Also, in at least some of these embodiments, one or more electrical connections to power and steer the propulsor are routed (or transmitted) via flexible or nonflexible transmission cables, wires, or conduits (or possibly alternatively in a wireless manner), to and from the respective marine vessel to which the respective propulsor is directly or indirectly attached (by way of hinged, pivotable, or rotatable attachment components, structures, or features). Further, in at least some of the embodiments of the propulsors encompassed herein, one or more of the electrical power connections are made between an upper portion (e.g., upper drive portion) and a lower portion (e.g., lower drive portion), so as to transfer power to an electric motor in the lower portion (e.g., to a location below a horizontal platform or anti-ventilation plate into the sealed chamber).

[0305] In at least some embodiments encompassed herein, one or more propellers of the propulsor are positioned at or proximate to a front end of the propulsor (or a lower portion, torpedo assembly portion, or gear case thereof), instead of at or proximate to an aft end of the propulsor. Such positioning of the propellers at or proximate to the front end of a propulsor can be advantageous for one or more reasons, including to enhance the safety of passengers or users. Indeed, passengers or users of marine vessels commonly enter and exit the marine vessels via the swim platforms at the sterns of the marine vessels, and so it is advantageous to keep the propeller(s) of the propulsors attached to those marine vessels farther from rather than closer to the aftmost locations of the marine vessels when possible. Notwithstanding the above discussion, the present disclosure also encompasses embodiments of propulsors in which one or more propellers are positioned at or proximate to an aft end of the propulsor. Such aft end positioning of the propellers can be advantageous in that it can result in some protection for the propellers from damage in the event the propulsor encounters an obstruction during forward vessel movement. Indeed, the present disclosure is intended to encompass any of a variety of embodiments of propulsors having components / features (including propellers and othercomponents / features) that are positioned relative to one another in any of a variety of manners or orders, including different positionings horizontally along a bow-to-stern axis such as the central axis 304 (e.g., from aft to front, or front to aft), vertically (e.g., top to bottom, or bottom to top), and / or horizontally along a port-to-starboard axis (e.g., right to left, or left to right).

[0306] Further, in at least some of the embodiments of propulsors encompassed herein, the respective propulsor can be positioned below a water level swim platform (or other deck or similar deck structure) of a respective marine vessel to which the respective propulsor is attached. Among other things, such an arrangement is advantageous because, by mounting the entire propulsor (or drive system) below deck level, greater deck space and flexibility is provided for passengers. Further, such an arrangement is different from many conventional propulsion systems (both conventional internal combustion engine-driven propulsion systems, such as outboard motors, as well as conventional electric outboard propulsion systems), which are unable to be totally packaged below deck level. Indeed, in at least some embodiments encompassed herein, the propulsor is an integrated electric marine drive system that employs an electric motor that is integrated into the propulsor (or drive system) and that drives the propeller directly. This is unlike many conventional propulsion systems (or drive systems or power units) that separate the power source from the drive system. Indeed, with respect to many conventional propulsion systems (or drive systems), although in some cases some components of those propulsion systems are provided below deck, such propulsion systems nevertheless are powered by or mounted with systems that are necessarily mounted above or within the hull surface in a dry or mostly dry area such as the bilge or engine room.

[0307] Turning to FIG. 51, FIG. 52, and FIG. 53, respectively, a left side elevation view 5100, a front elevation view 5200, and a left side cross-sectional view 5300 of a further example embodiment of a propulsor 5102 are provided, to illustrate additional example features of at least some of the propulsors encompassed herein. The left side cross-sectional view 5300 particularly is taken along a line 53-53 shown in FIG. 52. In this embodiment, the propulsor 5102 operates as an integrated electric propulsion unit (or integrated electric marine drive system) for watercraft, in which an electric motor, inverter, air induction, propeller shafting, and lubrication system (described in further detail below) are all integrated within the same, shared housing, namely, an aluminum casting or cast housing 5104. More particularly, in this embodiment, each of the electric motor, inverter, air induction, propeller shafting, and lubrication system are sealedin separate compartments and operate within the aluminum cast housing 5104. Also, in this embodiment, the propulsor 5102 is configured so that the aluminum cast housing 5104 (within which the aforementioned systems are all situated) is typically positioned substantially below the water surface both when the propulsor is operating to propel / drive the electric marine vessel system of which it is a part, and also when the propulsor is not operating and the electric marine vessel system is at rest. In this regard, each of FIG. 51, FIG. 52, and FIG. 53 shows both a resting or displacement speed water level (water level at rest, that is, when the electric marine vessel system is not moving) 5106 and an operating or planing water (water level when the electric marine vessel system is underway, moving through the water, on plane) 5108.

[0308] Further as shown, especially with reference to FIG. 53, the propulsor 5102 includes several component assemblies. First, the propulsor 5102 includes a transom mount bracket assembly or transom mounting unit 5302, by which the propulsor can be attached to a marine vessel (not shown in FIG. 51, FIG. 52, and FIG. 53) such as the marine vessels 106 and 402 described above. The transom mounting unit 5302 includes actuator assemblies for tilting and trimming about a trim and tilt (or trimming and tilting) axis 5304 (and can, for example, correspond to the mounting structure 248 described above). In at least some embodiments, the actuator assemblies of the transom mounting 5302 can include length-adjustment mechanisms and be linearly adjustable and additionally, in at least some such embodiments, the actuator assemblies can take the form of hydraulic actuator assemblies (albeit in other example embodiments, the actuator assemblies can take other forms, such as electric actuator assemblies, curvilinear actuator assemblies, or rotary actuator assemblies). Additionally, the propulsor 5102 includes a primary propulsor portion (or unit) 5306 having an upper drive unit or upper portion 5308 and a lower drive unit or lower portion 5310 (which can, for example, correspond to the primary propulsor portion 248 having the upper portion 3124 and the lower portion 3148, respectively, as described above). The upper portion 5308 attaches to the transom mounting unit 5302 at the tilt and trim axis 5304 as shown. Together with the transom mounting unit 5302, the upper portion 5308 and the lower portion 5310 can be considered three main component assemblies of the propulsor 5102. Notwithstanding the above description, depending upon the context, the transom mounting unit 5302 can also be considered to be part of the upper drive unit or upper portion 5308. Additionally, the propulsor 5102 can be considered a submersible propulsor in that the propulsor is configured to be capable of full normal operation when thelower portion 5310 is entirely or substantially submerged, even though there are circumstances during operation (e.g., at some high speeds) or when the propulsor is not operating (e.g., during storage) when the lower portion is partially or substantially or entirely out of the water and not submerged.

[0309] FIG. 53 also shows various additional components / subportions of the propulsor 5102. In particular, a propeller 5312 is supported upon the lower portion 5310 for rotation about a central axis 5214 (see FIG. 51). Also, within the lower portion 5310 (and within the aluminum cast housing 5104), is a propeller shafting and bearings system (or propeller shafting system) 5313, a gear reduction system (or transmission) 5314, and an electric motor 5316. Further, FIG. 53 shows select structure 5318 of an upper midsection 5320 of the primary propulsor section 5306, which constitutes a lower section of the upper portion 5308 (and also can be considered a portion of a middle portion of the primary propulsor section 5306). The select structure 5318 includes a steering bearing 5322, which is fixed or positioned within the upper portion 5308, and creates or helps to define a steering axis (or upper steering axis) 5324 of the propulsor 5102. As mentioned above, depending upon the context, the upper portion 5308 can be considered as including (or not including) the transom mounting unit 5302. Correspondingly, depending upon the context, the upper midsection 5320 and the select structure 5318 can also be defined to include the transom mounting unit 5302. Thus, the upper portion 5308 can be understood as including steering, transom mounting hardware and the trim and tilt actuation systems (which, in at least some example embodiments, can include but are not limited to hydraulic actuator assemblies), and as at least partly defining the trim and tilt axis 5304 and the steering axis 5324.

[0310] The lower portion 5310 is attached to the upper portion 5308 and is supported thereby to operate below the water surface. It should be appreciated that the propulsor 5102 is configured to accommodate a range of operating waterlines including the resting water level 5106 and the planing water level 5108, given that a marine planing vessel generally sits lower in the water while off plane and higher in the water while on plane. FIG. 53 also includes an arrow 5317 indicating a standard direction of travel of the propulsor 5102 during operation.

[0311] Turning to FIG. 54, an additional left side cross-sectional, exploded view 5400 of the propulsor 5102 is provided. The exploded view 5400 is identical to the cross-sectional view 5300 of FIG. 53 except insofar as the lower portion 5310 is shown to be exploded from the upper portion 5308, with a space therebetween (alternatively, FIG. 53 can be understood as showingthe upper portion 5308 exploded into two parts, an upper part and a lower part that is shown in combination with the lower portion 5310). The particular exploded view 5400 of FIG. 54 also is representative of the particular location at which the upper part and lower part of the upper portion 5308 of the propulsor 5102 can be disassembled, as can be appropriate for servicing / removal. The exploded view 5400 exposes an electric motor controller 5402 (including an electric inverter and / or other power electronics) positioned at the top of the lower portion 5310 (or the bottom of the upper portion 5308). Also, FIG. 54 shows each of the propeller shafting system 5313, the gear reduction system 5314, and the electric motor 5316. As will be explained in further detail below, each of the propeller shafting system 5313, gear reduction system 5314, and electric motor 5316 is respectively positioned within a respective compartment or chamber within the lower portion 5310 (and within the aluminum cast housing 5104). Also, in the present embodiment, the lower portion 5310 is serviceable and detachable from the upper portion 5308. In particular, the lower portion 5310, including the electric motor 5316, the transmission 5314, and an electric motor controller 5402, is detachable from the upper portion 5308. Additionally, the lower portion 5310 also can be disconnected from the high voltage bus during service removal, given the attachment points for the high voltage bus relative to the lower portion. Further in the present embodiment, during servicing of the propulsor 5102, it is possible to remove the electric motor controller 5402 without changing / affecting the transmission 5314 or the electric motor 5316.

[0312] It will be appreciated that operation of the propulsor 5102 produces heat in the electric motor 5316 (including the armature and stator thereof), the transmission 5314 (or gear reduction system), and the electric motor controller 5402 (or electronic inverter system or power electronics system). In the present embodiment, all three of these heat generating systems (the electric motor 5316, transmission 5314, and electric motor controller 5402) are located in the lower portion 5310, within the same aluminum cast housing 5104. Consequently, during operation, all three of these heat generating systems (and especially the electric motor 5316 and the transmission 5314) are submerged beneath the water surface. Further, the aluminum cast housing 5104 forming the lower portion 5310 is in a highly conductive region directly in the path of high velocity and high turbulence propeller flow. Thus, both the submerged positioning and also the positioning within the region of high velocity and high turbulence water flow work together to water cool all three of these heat generating system during operation.

[0313] Given such water cooling of these heat generating systems due to conduction of heat from those systems out to the ambient environment (to the body of water within which the lower portion 5310 of the propulsor 5102 is situated) through the aluminum cast housing 5104, the propulsor 5102 is able to be water cooled without any implementation of any additional (internal or external) cooling system to control the heat generated by these electrical systems during the operation of the watercraft. Thus, the propulsor 5102 is able to achieve desired cooling during operation without the implementation of any hoses, hose clamps, water pumps, or cleaning systems, or moving parts that might be employed in a traditional cooling system. Accordingly, the propulsor 5102 achieves a high reduction in complexity by comparison with conventional systems that employ complicated cooling systems, and thereby achieves increased reliability and longevity by comparison with conventional systems.

[0314] Turning next to FIG. 55 and FIG. 56, a left side elevation view 5500 and left side cross-sectional view 5600 of the lower portion (or lower drive unit) 5310 are provided. Further, FIG. 57 additionally provides a detail, cutaway, left side cross-sectional view 5700 of a torpedo (or gear case section) assembly portion 5602 of the lower portion 5310 shown in FIG. 56. FIG. 55, FIG. 56, and FIG. 57 are particularly provided to highlight various features of the lower portion 5310, including features that achieve sealing for submerged single electric motor propulsion. The left side elevation view 5500 of FIG. 55 particularly shows that the lower portion 5310 includes a lower unit housing 5502 and an outer gear case housing 5504 (which together can correspond to the aluminum cast housing 5104), as well as the propeller 5312, and an adapter plate 5506. The adapter plate is positioned along an upper segment 5508 of the lower portion 5310, at which are located power electronics (also an air duct path), and serves to interface the upper portion 5308. The propeller 5312 is positioned in this embodiment at a front end 5510 of the outer gear case housing 5504 such that, when the propulsor 5102 is operated to move in a forward direction, the propulsor 5102 moves in a direction indicated by a forward direction arrow 5512.

[0315] Further, as shown particularly in the cross-sectional view 5600 of FIG. 56 and the cross-sectional view 5700 of FIG. 57, the lower portion 5310 serves as a single motor submersible drive system that employs a redundant sealing system 5604. As mentioned above, the propeller (outer propeller) 5312 is positioned at (or proximate to) a front end 5510 of the outer gear case housing 5504 (albeit, in alternate embodiments, the propeller can be positioned ator proximate to an aft end of the propulsor or the outer gear case housing thereof). Further, within the outer gear case housing 5504 are positioned each of the propeller shafting system 5313, the gear reduction system 5314, and the electric motor 5316. The propeller shafting system 5313 is positioned proximate the front end 5510, and the gear reduction system (or transmission system) 5314 and the electric motor 5316 are positioned aftward of the propeller shafting system 5313, with the gear reduction system being positioned between the propeller shafting system and the electric motor (that is, the electric motor is positioned aft of the gear reduction system). Additionally, the cross-sectional view 5600 of FIG. 56 also shows internal components 5614 within the adapter plate 5506, including a power electronics motor controller, and a high voltage busbar (also, there are busbar seals proximate the electric motor 5316).

[0316] In the present embodiment of the propulsor 5102, it is desirable that water be prevented from entering the outer gear case housing 5504 and the lower unit housing 5502 and coming into contact with any internal portions of the propeller shafting system 5313, the gear reduction system (or transmission system) 5314, and the electric motor 5316 (especially the electric motor). To prevent this from occurring, the redundant sealing system 5604 includes each of a propeller shaft and bearing system chamber (or propeller shafting system chamber) 5618 for housing the propeller shafting system 5313, a gear reduction system chamber 5620 for housing the gear reduction system 5314, and an electric motor chamber 5622 for housing the electric motor 5316, and each of these chambers (or compartments, housings, or walled enclosures) is independently sealed by both dynamic lip seals and / or static o-ring seals (further, there are busbar seals within the electric motor chamber). That is, there are redundant seals between the propeller shafting system chamber 5618 and the outside environment 5616 (e.g., in front of the front end 5606), between the gear reduction system chamber 5620 and the propeller shafting system chamber 5618, and between the gear reduction system chamber 5620 and the electric motor chamber 5622, which are enabled to isolate the propeller shafting system chamber 5618, the gear reduction system chamber 5620, and the electric motor chamber 5622 from one another and from the outside environment 5616 (or regions outside of the outer gear case housing 5504 and the propulsor 5102).

[0317] Referring further to the cross-sectional view 5700 of FIG. 57, cutaway portions of the lower portion 5310 and the redundant sealing system 5604 are shown in more detail. In particular, as shown, the propeller shafting system 5313 includes a propeller shaft 5702supported upon one or more propeller shaft bearing(s) 5704 within the propeller shafting system chamber 5618. In addition to being supported within the propeller shafting system chamber 5618, the propeller shaft 5702 additionally extends aftward from the propeller shafting system chamber to the gear reduction system chamber 5620, at which it is coupled to the gear reduction system 5314. Further, the propeller shaft 5702 also includes a forward spline interface portion 5706 of that extends forward from the propeller shafting system chamber 5618 to the front end 5606 of the outer gear case housing 5504, at which it is coupled to the propeller 5312.

[0318] Further visible in FIG. 57 is the gear reduction system 5314 housed and sealed within the gear reduction system chamber 5620, and a cutaway portion of the electric motor 5316 housed and sealed within the electric motor chamber 5622. An electric motor output shaft 5624 extends forward from the electric motor 5316 out of the electric motor chamber 5622 to the gear reduction system 5314 within the gear reduction system chamber 5620, so that rotational output power from the electric motor is communicated to the gear reduction system 5314. Further, as will be described in further detail below, a splined connection allows for the gear reduction system 5314 to be coupled to the propeller shaft 5702. Consequently, rotational power can be communicated from the gear reduction system 5314 to the propeller shafting system chamber 5618 and the propeller 5312 via the propeller shaft 5702.

[0319] In the present embodiment, the electric motor 5316 is configured to run dry.However, the outer gear case housing 5504 does include a propshaft oil cavity (or propeller shaft oil cavity, or top oil cavity) 5708 that is positioned within (or proximate to) the propeller shafting system chamber 5618 and that contains, and supplies to the propeller shafting system 5313 within with that chamber, oil such as 90W gear lube (or other lubricant). Further, the outer gear case housing 5504 also includes a gear reduction oil cavity (or transmission oil cavity) 5710 that is positioned within (or proximate to) the gear reduction system chamber 5620 and that contains, and supplies to the gear reduction system 5314 within that chamber, oil or other lubricant, such as automatic transmission fluid (ATF). Thus, it should be appreciated that the implementation of two distinct chambers, in the forms of the propeller shafting system chamber 5618 and the gear reduction system chamber 5620, in the present embodiment allows for two different specialized oils to be respectively provided for the respective components that are positioned within the respective chambers. For example, high viscosity, heavy oil (e.g., a long chain hydrocarbon lubricant) can be employed in the propeller shafting system chamber 5618 that is suitable for thepropeller shaft bearing(s) 5704 and helps to maximize bearing life and, in contrast, low viscosity, light oil (e.g., a short chain hydrocarbon lubricant) can be employed in the gear reduction system chamber 5620 that is suitable for the gear reduction system (or transmission system) 5314 (again, e.g., ATF) and serves to minimize windage losses of the gear train. By separating and filling the respective propeller shafting system chamber 5618 and gear reduction system chamber 5620 with respective specialized oils, performance, efficiency, and durability can be maximized.

[0320] FIG. 57 further shows the redundant sealing system 5604 in more detail. In particular, FIG. 57 shows that the redundant sealing system 5604 includes both a single lip seal 5712 and a high speed double lip seal 5714 that are positioned between the electric motor chamber 5622 and the gear reduction system chamber 5620, with the single lip seal 5712 being positioned coaxially around, and slightly aftward of, the high speed double lip seal 5714. Additionally, FIG. 57 shows that the redundant sealing system 5604 also includes static double o-ring seals 5716 that are positioned between the propeller shafting system chamber 5618 and the gear reduction system chamber 5620.

[0321] It will be appreciated that, of the chambers 5618, 5620, and 5622, it is the propeller shafting system chamber 5618 that is most susceptible to being invaded by water ingress (or otherwise susceptible to the external elements). This is because the propeller shafting system chamber 5618 is the compartment that is most directly proximate or potentially exposed to water, in that the propeller shafting system 5313 serves to drive, and is proximate to, the propeller 5312. To avoid or reduce the likelihood that water might enter the propeller shafting system chamber 5618, the cross-sectional view 5700 of FIG. 57 especially shows the propeller shafting system 5313 and propeller shafting system chamber 5618 in more detail. In this regard, FIG. 57 particularly shows that the propeller shafting system chamber 5618 is separated from the front end 5606 by combination propshaft lip seals 5718, which in the present example embodiment includes a combination of a standard double lip propshaft seal (which can be understood to include two lips, each of which can also be considered a respective seal) along with a third single lip propshaft seal.

[0322] Additionally, the redundant sealing system 5604 also includes a single, additional lip seal 5720 between the gear reduction system chamber 5620 and the propeller shafting system chamber 5618, which constitutes a redundant seal and also constitutes a seal between oil cavities (e.g., between the gear reduction system chamber 5620 with the gear reduction oil cavity 5710and the electric motor chamber 5622). The additional lip seal 5720 serves as a redundant seal along with the combination propshaft lip seals 5718, and is provided to allow the redundant sealing system 5604 to function as a double guard, preventing water from proceeding beyond the propeller shafting system chamber 5618 and penetrating axially deeper into the lower portion 5310. Given the aforementioned arrangement of the combination propshaft lip seals 5718 and the additional lip seal 5720, in the event that the combination propshaft lip seals 5718 do not provide sufficient sealing such that water might flow from the propeller shafting system chamber 5618 toward the gear reduction system chamber 5620, the additional lip seal 5720 associated with the gear reduction system chamber 5620 would still operate to stop the water ingress. In some alternate embodiments, a sealed bearing can be employed in addition to, or instead of, one or more of the combination propshaft lip seals 5718 and / or additional lip seal 5720, to provide sealing.

[0323] It should be appreciated that, in the embodiment of FIG. 57, propeller shafting is independently sealed and bearing constrained in a first compartment, where the lip seals are placed to separate a first chamber from the reduction gearing in a second chamber and electric motor in a third chamber, and where each individual compartment is independently sealed and bearing constrained and rotatably connected to deliver torque to the propeller shafting system through splined shafting connections protruding through the sealing means. Further, in at least some embodiments, a water sensor can be installed into the first chamber (e.g., the propeller shafting system chamber 5618) that can inform the operator of the watercraft (or electric marine vessel system) that water is present in the propeller shafting system 5313 and that service is appropriate. This action would prevent further damage to the gear reduction system 5314 or the electric motor 5316. Hence, a minor service repair would be suitable for replacing components of the redundant sealing system 5604 (and particularly the redundant sealing system components serving to seal the propeller shafting system chamber 5618), rather than more involved and expensive replacing of gearing as would be the case with many conventional or state-of-the-art marine power units.

[0324] The present embodiment having the lower portion 5310 employing the redundant sealing system 5604 is advantageous by comparison with state-of-the-art / current / conventional marine lower gear housings. Such conventional marine lower gear housings utilized in outboard and sterndrive powered marine drives and pod drives, which are necessarily submerged forpropeller operation, often employ two lip seals placed back-to-back on the propeller shaft in order to prevent the ingress of water into the submerged gear housing. One seal faces outwardly, preventing water ingress, while the other faces inwardly to prevent the loss of gear lubrication oil. However, if these seals become compromised by debris or fishing lines, water can enter the gear housing, thereby fouling all the rotating parts and thus requiring major overhaul.

[0325] In contrast, in the present example embodiment, the redundant sealing system 5604 includes (among other things) the combination propshaft lip seals 5718 having both the standard double lip propshaft seal along with the third single lip propshaft seal, each of which can have a respective directional orientation in terms of a primary direction in which the respective seal tends to prevent or limit fluid flow. More particularly, in the present embodiment, each of the lips (e.g., radially inward seals) of the standard double lip propshaft seal, which is axially closer to the propeller 5312 than the third single lip propshaft seal, can be oriented in a first direction tending to prevent or restrict water ingress axially inward from the propeller (e.g., in the axial direction away from the propeller and toward the electric motor chamber 5622). In contrast, the third single lip propshaft seal, which is axially farther from the propeller 5312 than the lips of the standard double lip propshaft seal, can be oriented in a second direction tending to prevent the axially outward flow of oil / lubricant toward the propeller (e.g., in the axial direction toward the propeller and away from the electric motor chamber 5622).

[0326] Further in the present embodiment, in one or more operational circumstances, one or more lips of the of the standard double lip propshaft seal and the third single lip propshaft seal of the combination propshaft lip seals 5718 can experience weepage. The forwardmost lip (or seal) of the combination propshaft lip seal 5718, which is that one of the lips of the standard double lip propshaft seal that is closer to (rather than farther from) the propeller 5312, may weep slightly from front to aft with water. Also, the lip (or seal) of the third single lip propshaft seal, which is the lip of the combination propshaft lip seals 5718 that is positioned most aftward (away from the propeller 5312), may weep slightly from aft to front with oil. Additionally, the middle lip (or seal) of the combination propshaft lip seal 5718, which is that one of the lips of the standard double lip propshaft seal that is farther from (rather than closer to) the propeller 5312, may serve as a barrier for the weeping of both water (from front to aft) and oil (from aft to front) even though, in the present embodiment, that lip is directionally oriented primarily to prevent or restrict the flow of water (from front to aft). Also, to the extent that weepage of oil does occursuch that oil passes by the third single lip propshaft seal so as to reach the middle lip of the combination propshaft lip seal 5718, that oil reaching the middle lip can help to lubricate the middle lip. Further, notwithstanding the above discussion, in alternate embodiments, the middle lip (or center seal) of the combination propshaft lip seal 5718 can be oriented in the opposite direction, so that the middle lip is primarily directed to prevent axially-outward oil flow toward the propeller 5312 rather than primarily directed to prevent axially-inward water flow away from the propeller. In this regard, it should be recognized that the directional orientation of the middle lip of the combination propshaft lip seal 5718 that is selected can bias the operation of the overall sealing system.

[0327] In an addition to the above-described features of the propulsor 5102 and lower portion 5310 thereof, in the represent embodiment the propulsor has a cooling system by which the propulsor achieves cooling in an innovative manner due to the submerging of the lower portion 5310 within water during operation of the propulsor. In this regard, FIG. 58 provides a left side cross-sectional view 5800 of the propulsor 5102 that is identical to the left side cross- sectional view 5300 of FIG. 53, except insofar as the left side cross-sectional view 5800 omits certain reference numerals and omits the steering axis 5324, but also highlights several additional aspects of the propulsor 5102 and the operation thereof within the ambient environment, particularly the body of water within which the lower portion 5310 of the propulsor 5102 is situated. In particular, FIG. 58 shows several first arrows 5802 that illustrate water flow past the propulsor 5102 during operation when the propulsor is moving forward direction (as indicated by the arrow 5317), and those water flow arrows indicate cooling vectors.

[0328] Further, FIG. 58 also includes second arrows 5804, third arrows 5806, and fourth arrows 5808 that illustrate heat flow or dissipation pathways away from the lower portion 5310 into the water surrounding the lower portion, and these second, third, and fourth arrows constitute heat flux arrows indicating heat flowing out of the heat source components.In the present embodiment, the propulsor 5102 is configured so that, during operation, the lower portion 5310 is submerged for the purpose of watercraft propulsion. By virtue of this arrangement, the propulsor employs a unique and simplified cooling system 5810 that achieves cooling without the need for any moving parts dedicated to cooling functionality being implemented within the propulsor 5102 or the lower portion 5310 thereof. Rather, in the present embodiment, the cooling system 5810 is formed by the relative positioning of the heat generatingsystems and components of the propul sor 5102, including the electric motor controller 5402 (including an electric inverter and / or other power electronics), the gear reduction system 5314, and electric motor 5316 within the lower portion 5310 including the outer gear case housing 5504, the shape of the lower portion including the outer gear case housing, and the positioning of the lower portion including the outer gear case housing within the surrounding body of water.

[0329] As illustrated by FIG. 58, notwithstanding the operation of the electric devices within the propulsor 5102 at high power levels (as is of particular importance in high powered marine applications such as the electric marine vessel systems described herein), the cooling system 5810 achieves dissipation (or degeneration) of heat from each of three main heat sources, namely, the electric motor controller 5402 (including an electric inverter and / or other power electronics), the gear reduction system 5314, and electric motor 5316, by respective heat paths. Cooling of the electric motor controller 5402 (or inverter cooling) particularly is accomplished via direct mounting of the electric motor controller 5402 to a horizontal anti-ventilation plate 5812 of the lower portion 5310, for thermal contact to an inside surface of the horizontal antiventilation plate. In particular, the inverter components are mounted to a machined aluminum surface inside the lower gear housing. Because the horizontal anti-ventilation plate 5812 is closely located above the propeller system, a lower surface 5814 of the anti -ventilation plate (or plates) is thereby continuously exposed to the turbulent high velocity propeller wash during operation of the propulsor 5102. Additionally, an anti-ventilation plate lower portion 5816 is provided above the propeller to prevent air intrusion into the propeller flow from the surface of the water.

[0330] During operation of the propulsor 5102 that provides forward movement as indicated by the arrow 5317, the anti -ventilation plate is exposed to very high velocity, highly turbulent water flowing past the lower anti-ventilation plate surface and is in contact with the water passing with the propeller 5312, as represented by the arrows 5802. Further, this turbulent high velocity propeller wash is directly proportional to the power being output to the propeller 5312. Hence, to the extent that the variable heat generated by the electric motor controller 5402 (and especially the inverters) increases with increased power being delivered to the propeller 5312, that heat applied to the upper surface of the horizontal ventilation plate 5812 is dissipated proportionally by increased water velocity past the lower surface of the anti-ventilation plate. Thus, by attaching the electric motor controller (and especially the inverter system) 5402 on theupper surface of the anti -ventilation plate 5812, an effective architecture is created for the heat flow away from the electric motor controller as represented by the second arrows 5804, from the electric motor controller (and especially inverters) downwardly through the thermally conductive aluminum plate, the anti-ventilation plate 5812, and into the water passing in contact with the lower surface of the anti -ventilation plate (as represented by the first arrows 5802), and thus water cooling of the electric motor controller (inverter system) is accomplished.

[0331] Thus, it should be appreciated that at least some embodiments of propulsors encompassed herein are configured to have motor controller integration into the propulsor (or marine drive). In at least some such embodiments, the motor controller is integrated into the anti-ventilation plate of the lower portion of the propulsor. The cavitation plate resides at the upper surface of the torpedo and is in constant contact with the high velocity prop wash exiting the propeller (water driven by the propeller past the propeller during operation). As the propeller is delivering torque to the water, water is constantly flowing past the drive. Further it should also be appreciated that, in the present embodiment, even though the electric motor controller 5402 and electric motor 5316 are situated close near each other, the electric motor controller and electric motor have separate heat (or cooling) paths that are non-additive heat paths.

[0332] Such arrangements in which the motor controller is integrated into the propulsor are advantageous in one more respects. First, it is advantageous to locate the motor controller as closely as possible to coolant flow (e.g., water driven by the propeller past the propeller during operation), as it allows for the elimination of a cooling circuit and external pumps and heat exchangers (in at least some embodiments). Also, close co...

Claims

CLAIMSWHAT IS CLAIMED IS:

1. An electric marine vessel system comprising: a marine vessel including a longitudinal axis extending between a bow and a stern, and additionally including at least one hull structure including a first hull structure, wherein the first hull structure has a first length extending along the longitudinal axis and a first width extending along an additional axis that is perpendicular to the longitudinal axis, the first length exceeding the first width; a deck structure coupled at least indirectly to the at least one hull structure, wherein either the first hull structure or the deck structure includes an underside surface that faces substantially vertically downwardly; a first electric battery supported at least indirectly in relation to the deck structure; and a drive support system that either is coupled to the underside surface at an intermediate location between the bow and stern, or includes a swim platform that is directly rotatably coupled either to the deck structure or to the at least one hull structure; and a propulsor including a propeller and a primary structure including an electric motor upon which the propeller is supported, wherein the propulsor is supported in relation to the marine vessel at least in part by the drive support system, and wherein the electric motor is coupled electrically so as to receive electric power from the first electric battery, wherein the drive support system is configured to allow at least the propeller and the primary structure of the propulsor to rotate relative to the marine vessel about a first pivot axis that, at least during a first circumstance, is perpendicular to the longitudinal axis or to an additional axis that is parallel to the longitudinal axis and extends in a substantially horizontal manner.

2. The electric marine vessel system of claim 1, wherein the drive support system includes an integrated tab drive support system that includes a tab that is rotatably coupled at least indirectly to the deck structure.268Doc#40109427v 13. The electric marine vessel system of claim 2, wherein the tab is an elongated hull-like structure that serves to provide a hydrodynamic surface and having a forward end, wherein the tab is rotatably coupled at least indirectly to the deck structure at a first location at or proximate to the forward end.

4. The electric marine vessel system of claim 3, wherein the integrated tab drive support system additionally includes a first actuatable cylinder assembly by which a second location at or proximate to an aft end of the tab is coupled to the deck structure, and wherein a first actuation of the first actuatable cylinder assembly causes a first rotation of the tab relative to the deck structure about a first axis.

5. The electric marine vessel system of claim 4, wherein the tab also includes a rear wall of the elongated hull-like structure, wherein the rear wall serves as a transom to which a mounting structure of the propulsor is fixedly attached.

6. The electric marine vessel system of claim 5, further comprising a second actuatable cylinder assembly by which a third location proximate a bottom portion of the mounting structure or the transom is coupled to the primary structure, wherein the primary structure of the propulsor is rotatably attached to the mounting structure, and wherein a second actuation of the second actuatable cylinder assembly causes a second rotation of the propeller and the primary structure relative to the tab about a second axis.

7. The electric marine vessel system of claim 4, wherein the tab also includes a link that is rotatably coupled to a rear portion of the tab, wherein the propulsor is coupled to the link.

8. The electric marine vessel system of claim 7, further comprising a second actuatable cylinder assembly by which a third location proximate a bottom portion of the tab is coupled to a fourth location along the link, and wherein a second actuation of the second actuatable cylinder assembly causes a second rotation of the link and the propulsor relative to the tab about a second axis.

9. The electric marine vessel system of claim 8, wherein the link is a movable transom, and wherein the swim platform is fixedly attached to the tab at an additional location proximate to the rear portion of the tab.

10. The electric marine vessel system of claim 8, wherein the link is a movable transom, and wherein a mounting structure of the propulsor is rotatably attached to the movable transom, so as to permit the propulsor to rotate relative to the marine vessel about an additional pivot axis that extends substantially vertically and thereby be steered.

11. The electric marine vessel system of claim 2, wherein the drive support system includes an articulating tab drive support system that includes a tab that is rotatably coupled at least indirectly to the deck structure.

12. The electric marine vessel system of claim 11, wherein the articulating tab drive support system additionally includes a first actuatable cylinder assembly by which a first location along the tab is coupled to the deck structure, and wherein a first actuation of the first actuatable cylinder assembly causes a first rotation of the tab relative to the deck structure about a first axis.

13. The electric marine vessel system of claim 12, wherein the propulsor is rotatably coupled to the tab at a second location at or proximate to an aft surface of the tab, wherein the articulating tab drive support system additionally includes a second actuatable cylinder assembly by which the propulsor is further coupled to the tab, and wherein a second actuation of the second actuatable cylinder assembly causes a second rotation of the propulsor relative to the tab about a second axis.

14. The electric marine vessel system of claim 13 wherein, when the second actuation of the second actuatable cylinder assembly causes the second actuatable cylinder assembly to attain a maximum cylinder assembly length, then the propulsor takes on a storage tilt position according to which the propeller of the propulsor is positioned aftward and upward so that a propeller axis is substantially vertically oriented.

15. The electric marine vessel system of claim 2, wherein the drive support system includes a swim platform drive support system that includes the swim platform to which at least a primary propulsor structure of the propulsor is fixedly attached, wherein the swim platform is configured to be rotatably attached at least indirectly to the deck structure.

16. The electric marine vessel system of claim 15, wherein the swim platform drive support system includes a first actuatable cylinder assembly coupled at least indirectly between the swim platform and the deck structure, and wherein a first actuation of the first actuatable cylinder assembly causes a first rotation of the swim platform and the propulsor about a first axis relative to the deck structure or an other structure supported at least indirectly upon the deck structure.

17. The electric marine vessel system of claim 16, wherein the swim platform drive support system additionally includes the other structure, wherein the other structure includes a jackplate that is coupled to the deck structure and that is capable of vertical movement relative to the deck structure, and wherein the first actuatable cylinder assembly is coupled between the swim platform and a rear surface of the jackplate.

18. The electric marine vessel system of claim 1, further comprising a foil assist system including a first foil and a second foil, wherein the at least one hull structure additionally includes a second hull structure, wherein the first hull structure includes a first pontoon, wherein the second hull structure includes a second pontoon, and wherein each of the first foil and the second foil extends between the first pontoon and the second pontoon.

19. The electric marine vessel system of claim 18, further comprising a first vertical strut and a second vertical strut each coupled at least indirectly to, and extending downward from, the deck structure, wherein the first foil is coupled at least indirectly to the deck structure by the first vertical strut and the second foil is coupled at least indirectly to the deck structure by the second vertical strut.

20. The electric marine vessel system of claim 19, wherein the first foil is a forward foil and the second foil is an aft foil positioned aftward of the first foil.

21. The electric marine vessel system of claim 20, wherein the first pontoon is a starboard pontoon and the second pontoon is a port pontoon, wherein the first vertical strut is a first central vertical strut, wherein the second vertical strut is a second central vertical strut, wherein the forward foil is a high-speed foil that extends outward from the first central vertical strut toward each of the starboard pontoon and the port pontoon, and wherein the aft foil is a low-speed aft foil is a low-speed foil that extends outward from the second central vertical strut toward each of the starboard pontoon and the port pontoon.

22. The electric marine vessel system of claim 21, wherein the high-speed foil extends up to a first vertical midplane extending longitudinally through the starboard pontoon and also up to a second vertical midplane extending longitudinally though the port pontoon.

23. The electric marine vessel system of claim 22, wherein the high-speed foil is positioned vertically lower than the low-speed foil so that, during a first operational circumstance, the electric marine vessel system is accelerated to a first speed at which the low-speed foil no longer is positioned within surrounding water but the high-speed foil remains positioned within the surrounding water.

24. The electric marine vessel system of claim 23, wherein the high-speed foil is configured so that, at a first time during which the electric marine vessel system is traveling at a first speed, first and second gaps respectively separate the starboard pontoon and the port pontoon, respectively, from a first end and a second end, respectively, of the high-speed foil but, at a second time during which the electric marine vessel system is traveling at a second speed that is faster than the first speed, the respective first and second ends of the high-speed foil at least indirectly come into contact with and apply pressure to the starboard and port pontoons, respectively.

25. The electric marine vessel system of claim 24, wherein each of the starboard pontoon and the port pontoon includes a respective underside pocket within which is positioned a respective puck, and wherein, at the second time, the first end and the second end respectively contact the respective pucks, which in turn respectively apply respective pressures to the starboard pontoon and the port pontoon, respectively.

26. The electric marine vessel system of claim 24, wherein either: at least some support is provided at least indirectly for the first electric battery by the high-speed foil by the first central vertical strut; or the first electric battery is positioned so that a center of gravity of the marine vessel is between the forward foil and the aft foil.

27. The electric marine vessel system of claim 23, wherein the drive support system is configured to vertically lower the propulsor relative to the marine vessel when the electric marine vessel system is accelerated to the first speed at which the high-speed foil is positioned within the surrounding water but the low-speed foil no longer is positioned within the surrounding water, and also is configured to vertically raise the propulsor relative to the marine vessel when the electric marine vessel system is decelerated from the first speed to a second speed that is less than the first speed and at which the low-speed foil is positioned within the surrounding water.

28. A marine vessel system comprising: a marine vessel including a longitudinal axis extending between a bow and a stern, and additionally including a first pontoon and a second pontoon, a deck structure coupled at least indirectly to the first pontoon and the second pontoon, a drive support system, and a foil assist system including a first foil and a first vertical strut, wherein the first foil extends between the first pontoon and the second pontoon, wherein the first vertical strut is coupled at least indirectly to, and extends downward from, the deck structure, and wherein the first foil is coupled at least indirectly to the deck structure by the first vertical strut; and a propulsor including a propeller and a primary structure including a motor upon which the propeller is supported, wherein the propulsor is supported in relation to the marine vessel at least in part by the drive support system, wherein the drive support system is configured to vertically lower the propulsor relative to the marine vessel when the marine vessel system is accelerated to a first speed at which the first foil is positioned at a first level relative to a surface of surrounding water, and also is configured to vertically raise the propulsor relative to the marine vessel when the marine vessel system is decelerated from the first speed to a second speed that is less than the first speed and at which the first foil is positioned at a second level relative to the surface of the surrounding water, the second level being below the first level.

29. The marine vessel system of claim 28, wherein the marine vessel system is an electric marine vessel system, wherein the motor is an electric motor, wherein a first electric battery is supported at least indirectly in relation to the deck structure, wherein the electric motor is coupled electrically so as to receive electric power from the first electric battery,wherein the foil assist system additionally includes a second foil and a second vertical strut, wherein the second foil also extends between the first pontoon and the second pontoon, wherein the second vertical strut is coupled at least indirectly to, and extends downward from, the deck structure, wherein the second foil is coupled at least indirectly to the deck structure by the second vertical strut, and wherein, when the electric marine vessel system is accelerated to the first speed, the first foil is positioned within the surrounding water but the second foil no longer is positioned within the surrounding water and, when the electric marine vessel system is decelerated from the first speed to the second speed, the second foil is positioned within the surrounding water.

30. The marine vessel system of claim 29, wherein the first foil is a forward foil and the second foil is an aft foil positioned aftward of the first foil.

31. The marine vessel system of claim 29, wherein the first pontoon is a starboard pontoon and the second pontoon is a port pontoon, wherein the first vertical strut is a first central vertical strut, wherein the first foil is a high-speed foil that extends outward from the first central vertical strut toward each of the starboard pontoon and the port pontoon, wherein the second vertical strut is a second central vertical strut, and wherein the second foil is a low-speed foil that extends outward from the second central vertical strut toward each of the starboard pontoon and the port pontoon.

32. The marine vessel system of claim 31, wherein the drive support system is configured to allow at least the propeller and the primary structure of the propulsor to rotate relative to the marine vessel about a first pivot axis that, at least during a first circumstance, is perpendicular to the longitudinal axis or to an additional axis that is parallel to the longitudinal axis and extends in a substantially horizontal manner.

33. The marine vessel system of claim 32, wherein the drive support system includes a tab structure, a first adjustment cylinder coupled at least indirectly between the deck structure and the tab structure, and a secondadjustment cylinder coupled at least indirectly between the tab structure and at least a portion of the propul sor, and wherein first adjustments of the first adjustment cylinder cause the propul sor to experience vertical position changes, and wherein second adjustments of the second adjustment cylinder cause the propul sor to experience trim or tilt changes.

34. The marine vessel system of claim 32, wherein the drive support system of the marine vessel includes a normally-horizontal platform, wherein an upper portion of the propulsor is configured to be attached to the normally- horizontal platform, wherein the normally-horizontal platform is or is proximate to an aft surface of the deck structure or a hull of the marine vessel, wherein the normally-horizontal platform is a swim platform, and wherein the upper portion and a lower portion of the propulsor are entirely positioned to be at or to extend below, but to not extend above, the normally-horizontal platform when the normally-horizontal platform extends horizontally or substantially horizontally.

35. The marine vessel system of claim 34: wherein the swim platform is hingedly coupled, at least indirectly, to the hull of the marine vessel by a hinged joint connection, so as to allow for tilting movements of the swim platform relative to the hull; wherein at least one hydraulic cylinder of the drive support system is coupled to the swim platform and governs a rotational position of the swim platform relative to the hull, so that a trim angle of the propulsor relative to the longitudinal axis can be adjusted by an actuation of the at least one hydraulic cylinder; wherein, during a normal operation of the marine vessel system in which moving through surrounding water, drive forces for thrust and steering are transmitted from the propulsor via the swim platform to the marine vessel through the hinged joint connection, and wherein the swim platform can be tilted upwardly to a substantially vertical position and wherein, when the swim platform is tilted upwardly to the substantially vertical position, the propulsor is also tilted upwardly to a raised storage position, so that reduced marine growth and reduced corrosion occur on or in relation to the propulsor.

36. The marine vessel system of claim 29, wherein either the first electric battery or a first plurality of electric batteries including the first electric battery is positioned so that a center of gravity of the marine vessel is between the first foil and the second foil.

37. A method of operating an electric marine vessel system, the method comprising: providing a marine vessel including a first electric battery and a propulsor including an electric motor, wherein the marine vessel additionally includes a drive support system by which the propulsor is at least indirectly supported in relation to the marine vessel, wherein the marine vessel further includes a longitudinal axis extending between a bow and a stem, a first hull structure and a second hull structure, a deck structure coupled at least indirectly to the first hull structure and the second hull structure, and a foil assist system including a first foil, wherein each of the first electric battery and the drive support system is supported at least indirectly by the deck structure, and wherein the first foil extends substantially between the first hull structure and the second hull structure, and is coupled at least indirectly to the deck structure; first actuating the propulsor at a first time to cause the electric marine vessel system to accelerate from a first speed through surrounding water to a second speed that is greater than the first speed so that, due at least in part to the first foil passing through the surrounding water, the marine vessel experiences planing by which the marine vessel becomes more vertically elevated relative to a first surface of the surrounding water; second actuating the drive support system to vertically lower the propulsor relative to the marine vessel at or proximate the first time when the electric marine vessel system is accelerated to the second speed, wherein the second actuating includes causing a first actuator to either (a) first rotate a tab structure of the drive support system relative to the deck structure, or (b) second rotate a swim platform relative to the deck structure; third actuating the propulsor at a second time to cause the electric marine vessel system to decelerate from the second speed through the surrounding water to either the first speed or to a third speed that is lower than the second speed so that the marine vessel becomes less vertically elevated relative to the first surface of the surrounding water; and fourth actuating the drive support system to vertically raise the propulsor relative to the marine vessel at or proximate the second time when the electric marine vessel system is decelerated to the first speed or the third speed.

38. The method of claim 37, further comprising: additionally actuating the drive support system to cause the propulsor to move aftward and upward about a tilt axis so that propulsor achieves a storage position in which a propeller axis of the propeller of the propulsor takes on a vertical or substantially vertical orientation.

39. The method of claim 38, wherein, when the propulsor achieves the storage position, a propeller of the propulsor is substantially above a static water line and substantially all portions of the propulsor are positioned aftward of the tilt axis.

40. The method of claim 37, wherein the actuator is a hydraulic actuator, wherein the first hull structure includes a first pontoon, wherein the second hull structure includes a second pontoon, wherein the first foil is coupled at least indirectly to the deck structure by a first vertical strut, and wherein, at a further time when the propulsor is actuated so as to cause the electric marine vessel system to move at the first speed through the surrounding water, respective gaps exist between respective ends of the first foil and the first pontoon and the second pontoon, respectively, so that at least some weeds that have been accumulated on the first foil can pass off of the first foil.41 . A propulsor for implementation on a marine vessel, the propulsor comprising: an upper portion; and a lower portion rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis, wherein the lower portion includes a first electric motor coupled at least indirectly to a first propeller, wherein the lower portion is configured to be sealed so that first water from the marine environment is restricted from entering a first interior compartment within the lower portion, wherein the propulsor is configured so that, during a normal operation, the lower portion is substantially below a water line of the marine environment, and wherein the upper portion is configured to be hingedly coupled directly to the marine vessel so as to be rotatable relative to the marine vessel about a trim or tilt axis.

42. The propulsor of claim 41, wherein the propulsor includes an integrated and sealed steering system, wherein a steering mechanism of the steering system is fully positioned within a sealed enclosure, wherein the sealed enclosure is an integrated part of the propulsor, and wherein the enclosure is submersible so that the steering mechanism can be operated regardless of whether the steering mechanism is below a water line of surrounding water or above the water line of the surrounding water.

43. The propulsor of claim 42, wherein the steering system is integrated with or between a midsection and a swivel bracket of the propulsor.

44. The propulsor of claim 41, wherein the upper portion includes a first structural portion that is concentrically arranged about, so as to define at least in part, the trim or tilt axis, wherein the first structural portion is configured to directly interface a second structural portion of the marine vessel that also is concentrically arranged about the trim or tilt axis.

45. The propulsor of claim 44, wherein either:(a) the first structural portion includes a first cylindrical protrusion that is concentrically arranged about the trim or tilt axis and that is configured fit within a first cylindrical orifice that is defined by the second structural portion of the marine vessel and that also is concentrically arranged about the trim or tilt axis; or(b) the first structural portion defines a second cylindrical orifice that is concentrically arranged about the trim or tilt axis and that is configured to receive a first cylindrical structure of the marine vessel that is also concentrically arranged about the trim or tilt axis.

46. The propulsor of claim 44, wherein the upper portion includes a second structural portion that is concentrically arranged about, so as to define at least in part, an additional axis, and wherein the upper portion is additionally configured to be hingedly attached directly to a first adjustment actuator at the additional axis.

47. The propulsor of claim 46, further comprising the first adjustment actuator, wherein the first adjustment actuator is configured to be coupled to the marine vessel, wherein the propulsor is configured so that a first actuation of the first adjustment actuator causes the propulsor to experience a first rotation about the trim or tilt axis relative to at least a first part of the marine vessel.

48. The propulsor of claim 46, wherein the upper portion is configured to be hingedly attached directly to a tab structure of the marine vessel that also includes the first adjustment actuator that is configured to extend between the tab structure and the upper portion, wherein the tab structure is also at least indirectly rotatably attached to a hull or a deck of the marine vessel, and wherein the propulsor is configured so that a first actuation of the first adjustment actuator causes the propulsor to experience a first rotation about the trim or tilt axis relative to the tab structure.

49. A marine vessel system comprising the propulsor of claim 48, and further comprising the marine vessel including the tab structure and the first adjustment actuator, and also including a second adjustment actuator coupling the hull or the deck with the tabstructure, wherein a first adjustment of the first adjustment actuator causes the propulsor to experience a first rotation about the trim or tilt axis relative to the tab structure, and wherein a second adjustment of the second adjustment actuator causes the propulsor to experience a vertical position change.

50. The propulsor of claim 41, wherein the propulsor includes each of a propeller shaft and bearing chamber, an electric motor and gearing chamber, and an oil pump system chamber.

51. The propulsor of claim 41, wherein the lower portion further includes a second electric motor coupled at least indirectly to a second propeller, wherein each of the first propeller and the second propeller are located at or proximate to a front end of the lower portion.

52. The propulsor of claim 51, wherein the propulsor is configured to operate as a contra-rotating propeller system in which, when the first propeller is caused at least indirectly by the first electric motor to rotate in a first rotational direction, the second propeller is caused at least indirectly by the second electric motor to rotate in a second rotational direction.

53. The propulsor of claim 41, wherein the lower portion further includes a torpedo assembly portion including a housing and a first transmission, wherein the first electric motor and the first transmission are supported within the housing, wherein the first transmission is coupled at least indirectly between the first electric motor and the first propeller, wherein the lower portion additionally includes a first propeller shaft that is supported within the housing and is coupled at least indirectly between the first transmission and the first propeller, andwherein the first transmission is coupled at least indirectly between the first propeller shaft and the first electric motor.

54. The propulsor of claim 53, wherein the lower portion includes a retaining plate that is affixed to either the first transmission or to the housing, and wherein the first propeller shaft is axially retained in relation to the first transmission by the retaining plate.

55. The propulsor of claim 53, further comprising a second electric motor, a second transmission, and a second propeller shaft, wherein the second transmission is coupled at least indirectly between the second propeller shaft and the second electric motor, and wherein each of the second electric motor, the second transmission, and the second propeller shaft is supported within the housing.

56. The propulsor of claim 55, wherein the first propeller shaft and the second propeller shaft are concentrically arranged about a central axis, with the second propeller shaft circumferentially surrounding the first propeller shaft coupled at least indirectly to a second propeller, wherein each of the first propeller and the second propeller are located at or proximate to a front end of the lower portion, and wherein the first propeller shaft includes an interior channel within which lubricant can flow, so that the lubricant when provided to the interior channel can be delivered to at least one bearing of the propulsor.

57. An electric marine vessel system comprising the propulsor of claim 41 and the marine vessel, and further comprising: a battery supported at least indirectly upon the hull; and one or more electrical power connectors extending between the marine vessel and the propulsor, wherein the one or more electrical power connectors include at least one conductive wire or cable that extends from the marine vessel to the lower portion through a channel that extends along and substantially parallel to the steering axis of the propulsor at least at a junction between the upper portion and the lower portion.

58. The electric marine vessel system of claim 57, wherein the one or more electric power connectors enter the upper portion at an inlet location that is substantially aligned with an additional junction of the trim or tilt axis and the steering axis.

59. The electric marine vessel system of claim 57, further comprising: a sealing system by which the lower portion is sealed in relation to the upper portion so that water is precluded from entering into one or more interior compartments of the lower portion and upper portion notwithstanding the lower portion being rotatably coupled to the upper portion; and a planar ball bearing that is positioned at or proximate to the junction between the upper portion and the lower portion, wherein the lower portion is configured to receive the one or more electrical power connectors, which pass through an interior region of the planar ball bearing.

60. The propulsor of claim 41, further comprising a water cooling system by which water can enter into the lower portion and pass by at least one motor control device, and then exit the lower portion, so that heat associated with the at least one motor control device is eliminated from the lower portion, and wherein the water, after passing by the at least one motor control device, enters a drain passage positioned along a skeg of the lower portion and then exits the lower portion at an outlet proximate an aft end of the lower portion.

61. The propulsor of claim 41, further comprising: a lubrication system including at least one chamber in which lubricant is contained, wherein the at least one chamber includes a propeller shaft lubrication chamber or a transmission lubrication chamber; an oil sump; and a scavenge pump that causes a first amount of the lubricant to be driven from a drain channel to the oil sump.

62. The propulsor of claim 61, further comprising an oil pressure pump that causes a second amount of the lubricant to be driven from the oil sump through an oil filter and to one or more components of the propulsor, the one or more components including either the propeller shaft lubrication chamber or the transmission lubrication chamber.

63. The propulsor of claim 62, further comprising a first propeller shaft coupling at least indirectly the first propeller with the first electric motor, and additionally a quill shaft that at least indirectly couples the oil filter to an internal channel of the first propeller shaft, wherein the second amount of the lubricant is driven through the quill shaft and the internal channel at least indirectly to the at least one chamber.

64. The propulsor of claim 41, further comprising a fully-closed or partly-open air channel extending through the lower portion from an upper location above a planing water level to a lower location at a level of a torpedo assembly portion of the lower portion.

65. The propulsor of claim 64, wherein the torpedo assembly portion includes an aft section with a tail profile that generates a pressure differential that results in upward lift.

66. The propulsor of claim 41, wherein the first propeller is positioned forward of a torpedo assembly portion of the lower portion, wherein the lower portion additionally includes a gear reduction system and a propeller shafting system, and wherein the propeller shafting system of the lower portion at least indirectly couples the gear reduction system with the first propeller, and the gear reduction system at least indirectly couples the propeller shafting system with the first electric motor.

67. A propul sor configured to be coupled to a marine vessel to form an electric marine vessel system, the propulsor comprising: an upper portion configured to be hingedly attached at least indirectly to the marine vessel, so as to be rotatable relative to the marine vessel about a trim or tilt axis; and a lower portion rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis, wherein the lower portion includes a first electric motor coupled at least indirectly to a first propeller, wherein the propulsor is configured so that, during a normal operation, the lower portion is below a water line of the marine environment, wherein the upper portion is configured to be electrically coupled to one or more electric batteries of the electric marine vessel system supported on the marine vessel, by one or more power conducting wires extending into the upper portion, and wherein the one or more power conducting wires enter the upper portion at an inlet location that is substantially aligned with a junction of the trim or tilt axis and the steering axis.

68. The propulsor of claim 67, wherein the inlet location is provided at or substantially proximate to a top of the upper portion, and wherein the one or more power conducting wires proceed from the inlet location inwardly into the upper portion, pass slightly beneath the junction, and then proceed vertically downward toward the first electric motor.

69. The propulsor of claim 67, further comprising: a second propeller positioned aftward of the first propeller and forward of a housing of the lower portion, wherein each of the first and second propellers is coaxially positioned along a propeller axis of the propulsor; a gear reduction system; a propeller shafting system; and a second electric motor.

70. The propulsor of claim 69, wherein the propeller shafting system includes a first propeller shaft that at least indirectly couples the gear reduction system to the first propeller so as to communicate first torque from the first electric motor to the first propeller, wherein the propeller shafting system includes a second propeller shaft that at least indirectly couples the gear reduction system to the second propeller so as to communicate second torque from the second electric motor to the second propeller, and wherein the propulsor is configured so that, when the first propeller is driven to rotate in a first rotational direction, the second propeller is driven to rotate in a second rotational direction that is opposite the first rotational direction.

71. The propulsor of claim 70, further comprising: a first interior compartment and a second interior compartment, wherein the first electric motor is positioned within the first interior compartment and a gear reduction system is positioned within the second interior compartment; a plurality of dynamic lip seals and static o-ring seals by which each of the first interior compartment and the second interior compartment is independently sealed; and an additional lip seal configured to redundantly seal at least one of the first interior compartment, the second interior compartment, or an additional propeller shaft compartment.

72. The propulsor of claim 71, further comprising: a lubrication system for providing oil to one or more components within the additional propeller shaft compartment, wherein the additional propeller shaft compartment is sealed so as to restrict a flow of the oil from the additional propeller shaft compartment to at least one of the first interior compartment and the second interior compartment.

73. The propulsor of claim 67, further comprising: a gear reduction system; a lower housing of the lower portion, in which is supported the gear reduction system and the first electric motor; andone or more power electronics components supported within the lower portion, wherein the lower portion is a cast aluminum structure, and wherein each of first heat, second heat, and third heat respectively generated during the normal operation of the propulsor by the one or more power electronics components, the gear reduction system, and the electric motor, respectively, is dissipated due to a passing of either first water or second water from a marine environment alongside one or more exterior surfaces of, or through one or more channels formed in, the lower portion.

74. The propulsor of claim 73, further comprising: a horizontal ventilation plate having a first exterior surface from among the one or more exterior surfaces, wherein the one or more power electronics components include at least one inverter, and wherein the at least one inverter is cooled due to the second water passing alongside the first exterior surface.

75. The propulsor of claim 73, wherein the lower housing includes at least one internal channel by which at least some of the second water can enter from the marine environment, pass proximate to a stator portion of the first electric motor, and exit to the marine environment, so that at least some of the third heat generated by the stator portion of the electric motor is dissipated away from the electric motor.

76. The propulsor of claim 67, wherein the propulsor includes a propeller shaft system including the first propeller, wherein the propeller shaft system is configured to be plugged-in or removable relative to a remaining portion of the lower portion of the propulsor so as to facilitate removal and servicing of the propeller shaft system.

77. The propulsor of claim 67, further comprising: an air channel extending from a first orifice, at or proximate to a top surface of the lower portion, into and though a portion of the propulsor to an aft orifice of the propulsor, wherein the first orifice is open with respect to an external environment, and wherein during the normal operation a flow of air occurs from the external environment through the first orifice into andthrough the air channel and out of the aft orifice, so as to a reduce a hydrodynamic drag force experienced by the lower portion.

78. The propulsor of claim 77, wherein the flow of the air out of the aft orifice proceeds so as to vent entirely or substantially entirely a residual water column behind a torpedo of the propulsor radially extending outward from a propeller axis to a full radius of the torpedo, the air being received via the first orifice at a location distinct from an not coupled to an internal volume of the marine vessel, and wherein the flow of the air out of the aft orifice increases a propulsion force achieved by the propulsor.

79. The propulsor of claim 67, further comprising a lubrication system in the lower portion that is configured to supply an oil mist for cooling the first electric motor and an oil flow to at least one transmission or gear reduction system component, wherein the lubrication system is a dry sump system including a scavenge pump and a pressure pump.

80. The propulsor of claim 67, wherein the upper portion is configured to be attached to a normally-horizontal swim platform of the marine vessel, wherein the normally-horizontal swim platform is or is proximate to an aft surface of the hull, and wherein either:(a) the upper portion and the lower portion are entirely positioned to be at or to extend below, but to not extend above, the normally-horizontal swim platform when the normally- horizontal swim platform extends horizontally or substantially horizontally; or(b) a propeller axis of the propeller is normal or substantially normal to a normally- horizontal platform level during a storage time.81 . An electric marine vessel system comprising: a marine vessel including either a swim platform or a drive support system; and a propul sor including an upper portion configured to be hingedly attached at least indirectly to the marine vessel by the swim platform or the drive support system, so as to be rotatable relative to the marine vessel about a trim or tilt axis, and a lower portion including a first electric motor and rotatably attached to the upper portion and configured to rotate relative to the upper portion about a steering axis, wherein the upper portion is configured to be electrically coupled to one or more electric batteries of the electric marine vessel system supported on the marine vessel, by one or more power conducting wires extending into the upper portion, and wherein the one or more power conducting wires enter the upper portion at an inlet location that is substantially aligned with a junction of the trim or tilt axis and the steering axis.

82. The electric marine vessel system of claim 81, wherein the upper portion is configured to be attached to the swim platform of the marine vessel, wherein the swim platform is hingedly coupled, at least indirectly, to the hull of the marine vessel by a hinged joint connection so as to allow for tilting movements of the swim platform relative to the hull, wherein at least one actuator is coupled to the swim platform and governs a rotational position of the swim platform relative to the hull, so that a trim angle of the propulsor relative to a longitudinal axis of the marine vessel can be adjusted by an actuation of the at least one actuator, and wherein, during the normal operation, drive forces for thrust and steering are transmitted from the propulsor via the swim platform to the marine vessel through the hinged joint connection.

83. The electric marine vessel system of claim 82, wherein the swim platform can be tilted upwardly and wherein, when the swim platform is tilted upwardly, the propulsor is also tilted upwardly to a raised storage position, so that reduced marine growth and reduced corrosion occur on or in relation to the propulsor.

84. The electric marine vessel system of claim 81, wherein the upper portion is configured to be hingedly coupled directly to the drive support system of the marine vessel so as to be rotatable relative to the marine vessel about a trim or tilt axis, wherein the upper portion includes a first structural portion that is concentrically arranged about, so as to define at least in part, the trim or tilt axis, and wherein the first structural portion is configured to directly interface a second structural portion of the drive support system that also is concentrically arranged about the trim or tilt axis.

85. A propul sor configured to be coupled to a marine vessel to form an electric marine vessel system, the propulsor comprising: a lower portion that includes a first electric motor coupled at least indirectly to a first propeller, the first propeller including a propeller hub and a plurality of propeller blades removably attached to the propeller hub, wherein the propeller hub includes a plurality of blade retention features and each of the propeller blades includes a respective centrifugal retaining feature that is engaged with a respective one of the blade retention features so that the respective propeller blade is retained radially in relation to the propeller hub, and wherein each of the propeller blades is further retained axially in relation to the propeller hub either by the respective one of the blade retention features or by a respective additional axial retention feature.

86. The propulsor of claim 85, further comprising: a second propeller positioned aftward of the first propeller and forward of a housing of the lower portion, wherein each of the first and second propellers is coaxially positioned along a propeller axis of the propulsor, the second propeller including an additional propeller hub and a plurality of additional propeller blades removably attached to the additional propeller hub.

87. The propulsor of claim 85, wherein the propeller hub has a rounded hydrodynamic profde and includes a plurality of blade slots, wherein each blade slot receives a respective mounting base of a respective one of the propeller blades, wherein the respective blade slots respectively include the respective blade retention features, and wherein the respective mounting bases of the respective ones of the propeller blades respectively include the respective centrifugal retaining features.

88. The propulsor of claim 87, wherein the respective blade retention features and the respective centrifugal retaining features together form respective dovetail joints that include respective tapered interfacing surfaces that serve as radial thrust surfaces.

89. The propulsor of claim 87, wherein each blade slot has a mounting profile that is elliptical, and wherein the respective mounting base of each propeller blade is elliptical.

90. The propulsor of claim 87, wherein a first of the blade slots has a first mounting profile that is identical in shape to each of the mounting profiles of each other one of the blade slots, and wherein a first of the mounting bases of a first of the propeller blades is identical in shape to each of the mounting bases of each other one of the propeller blades.

91. The propulsor of claim 87, wherein each of the propeller blades is secured to the propeller hub by a respective fixing bolt, and wherein each of the respective fixing bolts is secured to the propeller hub at a respective first end of the respective fixing bolt and to the respective propeller blade at a respective second end of the respective fixing bolt.

92. The propulsor of claim 91, wherein each of the propeller blades is retained radially in position relative to the propeller hub redundantly by the respective fixing bolt and by the respective blade retention feature with which the respective centrifugal retaining feature of the respective propeller blade is engaged.

93. The propulsor of claim 91, wherein each of the respective fixing bolts is secured to the propeller hub at the respective first end of the respective fixing bolt at least in part by a respective one of the blade retention features forming a respective portion of a respective dovetail joint, and wherein each of the propeller blades is secured to the propeller hub additionally by a respective additional fixing bolt.

94. The propulsor of claim 87, wherein the respective propeller blades are further retained axially in relation to the propeller hub at least in part by respective axial thrust surfaces that are respectively engaged by a respective portions of the respective mounting bases of the respective propeller blades.

95. The propulsor of claim 94, wherein the respective axial thrust surfaces are respectively formed along the respective blade slots and comprised by the respective blade retention features,wherein the respective additional axial retention features include respective fixing bolts, and wherein the respective propeller blades are further retained axially in relation to the propeller hub both by the respective axial thrust surfaces and by the respective fixing bolts.

96. A method of performing closed loop propeller torque control for an electric marine vessel system having a propulsor that includes a first electric motor, a first propeller, and an electric motor controller, the method comprising: determining by the electric motor controller a first propeller pitch of the first propeller of the propulsor of the marine vessel; comparing a speed of the first electric motor or a first propeller shaft against a speed of the electric marine vessel system; calculating by the electric motor controller a desired first slip percentage of the first propeller for an optimal propeller thrust delivery; and adjusting by the electric motor controller a first torque of the first propeller to result in the first propeller operating at the desired first slip percentage.

97. The method of claim 96, wherein the propulsor further includes a second electric motor and a second propeller, the method further comprising: determining by the electric motor controller a second propeller pitch of the second propeller of the propulsor of the marine vessel; calculating by the electric motor controller a desired second slip percentage of the second propeller; and adjusting by the electric motor controller a second torque of the second propeller to result in the second propeller operating at the second desired slip percentage.

98. A marine vessel system comprising: a propulsor including a propeller and a primary structure including a motor upon which the propeller is supported; and a marine vessel including a longitudinal axis extending between a bow and a stem, and additionally including at least one hull structure including a first hull structure, wherein the first hull structure has a first length extending along the longitudinal axis and a first width extending along an additional axis that is perpendicular to the longitudinal axis, the first length exceeding the first width; a deck structure coupled at least indirectly to the at least one hull structure, wherein the propulsor is supported at least indirectly upon the deck structure or the at least one hull structure; and at least one adjustable structure positioned above and at least indirectly supported by the deck, the at least one adjustable structure including three or more of an adjustable aft seating assembly, an adjustable sidewall portion, an adjustable console, an adjustable front table assembly, or an adjustable roof.

99. The marine vessel system of claim 98, wherein the at least one adjustable structure includes the adjustable aft seating assembly, wherein the deck structure includes a plurality of slots extending substantially between a port edge of the deck structure and a starboard edge of the deck structure, and wherein the adjustable aft seating assembly includes mounting components that extend into and are movable along the slots so that one or more portions of the adjustable aft seating assembly can be retained adjacent to the deck and also adjusted positionally between the port edge and the starboard edge of the deck.

100. The marine vessel system of claim 99, wherein the adjustable aft seating assembly includes each of a port sofa portion and a starboard sofa portion, wherein the port sofa portion can be adjusted positionally substantially between the port edge and the starboard sofa portion, and wherein the starboard sofa portion can be adjusted positionally substantially between the starboard edge and the port sofa portion.

101. The marine vessel system of claim 100 wherein, when the adjustable aft seating assembly is adjusted to have a first configuration, the port sofa portion is positioned at or proximate to the port edge, the starboard sofa is positioned at or proximate to the starboard edge, and there is an intermediate region of the deck exposed between the port sofa portion and the starboard sofa portion.

102. The marine vessel system of claim 100, wherein each of the port sofa portion and the starboard sofa portion includes a respective primary seating platform portion and a respective seatback portion that is adjustable relative to the respective primary seating platform portion about a respective axis along the respective primary seating platform.

103. The marine vessel system of claim 102 wherein, when the adjustable aft seating assembly is adjusted to have a second configuration, either: a) the port sofa portion is positioned at or proximate to the port edge, the starboard sofa portion is positioned apart from the starboard edge so that the respective primary seating platform portions of the port sofa portion and the starboard sofa portion are adjacent, the respective seatback portion of the port sofa portion is positioned so as to extend upward from the respective primary seating platform portion of the port sofa portion, the respective seatback portion of the starboard sofa portion is positioned downward to serve as a starboard footrest, and the adjustable sidewall portion is a rear portion of a starboard sidewall extending along the starboard edge that is rotated outward away from the deck portion so as to form a starboard extension of the deck structure; or b) the starboard sofa portion is positioned at or proximate to the starboard edge, the port sofa portion is positioned apart from the port edge so that the respective primary seating platform portions of the port sofa portion and the starboard sofa portion are adjacent, the respective seatback portion of the starboard sofa portion is positioned so as to extend upward from the respective primary seating platform portion of the starboard sofa portion, the respective seatback portion of the port sofa portion is positioned downward to serve as a port footrest, and the adjustable sidewall portion is a rear portion of a port sidewall extending along the port edgethat is rotated outward away from the deck portion so as to form a port extension of the deck structure.

104. The marine vessel system of claim 102, wherein each of the port sofa portion and the starboard sofa portion includes a respective first armrest portion, a respective second armrest portion, and a respective base portion.

105. The marine vessel system of claim 104 wherein, when the adjustable aft seating assembly is adjusted to have a third configuration: a) the port sofa portion is positioned inward away from the port edge and the starboard sofa portion is positioned inward away from the starboard edge so that the respective primary seating platform portions of the port sofa portion and the starboard sofa portion are adjacent; b) the respective seatback portions of each of the port sofa portion and the starboard sofa portion are positioned so as to extend substantially horizontally so as to form respective extensions of the respective primary seating platform portions of the port sofa portion and the starboard sofa portion; c) the respective first and second armrest portions of both of the port sofa portion and the starboard sofa portion are positioned so as to extend substantially horizontally so as to form respective extensions of the respective primary seating platform portions of the port sofa portion and the starboard sofa portion; and d) the adjustable sidewall portion is a port rear portion of a port sidewall extending along the port edge that is rotated outward away from the deck structure so as to form a port extension of the deck structure, and the at least one adjustable structure includes a further adjustable sidewall portion that is a starboard rear portion of a starboard sidewall extending along the starboard edge that is rotated outward away from the deck structure so as to form a starboard extension of the deck structure.

106. The marine vessel system of claim 99, wherein each of the slots of the plurality of slots is substantially linear and extends vertically through the deck structure so that at least some debris entering the slots in turn falls out of the slots to one or more locations beneath the deck structure.

107. The marine vessel system of claim 98, wherein the adjustable sidewall portion includes a light pipe arranged about a perimeter portion of the adjustable sidewall portion so that, during at least one operational status, light can be emitted from the perimeter portion.

108. The marine vessel system of claim 98, wherein the at least one adjustable structure includes the adjustable console, wherein the adjustable console includes a video screen and a windscreen.

109. The marine vessel system of claim 108, wherein depending upon an operational status of the adjustable console, at least a portion of the video screen extends above a dashboard of the marine vessel so as to be visible or the video screen is fully positioned within or behind the dashboard so as to be fully hidden.

110. The marine vessel system of claim 108, wherein the windscreen extends forward from a top edge of the video screen toward a forward location, and: a) wherein, when the adjustable console has a first operational status, the video screen is fully hidden within or behind the dashboard, and the windscreen extends substantially horizontally as the windscreen extends forward from the top edge of the video screen; and b) wherein, when the adjustable console has a second operational status, the video screen is at least partly visible above the dashboard, and the windscreen slopes vertically downward as the windscreen extends forward from the top edge of the video screen.

111. The marine vessel system of claim 110, wherein the adjustable console can be adjusted from having the second operational status to having a plurality of additional operational statuses at which the video screen attains a plurality of progressively higher positions so that progressively larger portions of the video screen are visible.

112. The marine vessel system of claim 98, wherein the at least one adjustable structure includes the adjustable front table assembly, wherein the adjustable front table assembly includes a port table portion and a starboard table portion, wherein the port table portion includes a porttabletop portion and a port support portion, and wherein the starboard table portion includes a starboard tabletop portion and a starboard support portion.

113. The marine vessel system of claim 112, wherein each of the port support portion and the starboard support portion includes a respective J-shaped beam, a respective base support, and a respective cylinder, wherein the respective J-shaped beam extends between a respective first end and a respective second end, wherein the respective base support extends between a respective first support end and a respective second support end, wherein the respective J-shaped beam has a respective intermediate location between the respective first end and the respective second end, wherein the respective intermediate location of the respective J-shaped beam is rotatably coupled to and supported in relation to the respective base support at or proximate to the respective first support end, wherein the respective cylinder is coupled between the respective second support end and the respective second support end of the respective J-shaped beam, and wherein the respective J-shaped beam is configured to support, upon the respective first end, either the port tabletop portion or the starboard tabletop portion.

114. The marine vessel system of claim 113, further comprising a port seating assembly and a starboard seating assembly, wherein the respective base support of the port support portion is positioned so as to be supported by the deck structure within a port receiving space within the port seating assembly, and wherein the respective base support of the starboard support portion is positioned so as to be supported by the deck structure within a starboard receiving space within the starboard seating assembly.

115. The marine vessel system of claim 114 wherein, when the front table is in a first mode, the port tabletop portion and the starboard tabletop portion are adjacent and positioned within an intermediate space between the port seating assembly and the starboard seating assembly.

116. The marine vessel system of claim 1 15, wherein each of the port tabletop portion and the starboard tabletop portion includes a respective primary tabletop portion and a cupholder portion.

117. The marine vessel system of claim 116, wherein the respective cupholder portions of each of the port tabletop portion and the starboard tabletop portion are user-accessible both when the front table is in the first mode and also when the front table is in an additional mode in which the port tabletop portion and the starboard table portion are retracted so that the port tabletop portion is stowed between a port seat cushion and a port seatback of the port seating assembly and so that the starboard tabletop position is stowed between a starboard seat cushion and a starboard seatback of the starboard seating assembly.

118. The marine vessel system of claim 117, wherein the port seating assembly and the starboard seating assembly are present on the deck structure both when the front table is in the first mode and when the front table is in the additional mode.

119. The marine vessel system of claim 116, wherein the respective cupholder portions are respectively pivotable relative to the respective primary tabletop portions of each of the port tabletop portion and the starboard tabletop portion.

120. The marine vessel system of claim 115 wherein, when the front table is in an additional mode, the respective J-shaped beam of the port support portion is positioned so as to extend within the port receiving space within the port seating assembly, the respective port tabletop portion is positioned between a port seat cushion and a port seatback of the port seating assembly, the respective J-shaped beam of the starboard support portion is positioned so as to extend within the starboard receiving space within the starboard seating assembly, and the respective starboard tabletop portion is positioned between a starboard seat cushion and a starboard seatback of the starboard seating assembly.

121. The marine vessel system of claim 98, wherein the at least one adjustable structure includes the adjustable roof, wherein the adjustable roof includes at least a first port side supportstrut, a first starboard side support strut, and a connecting structure coupling the first port side support strut and the first starboard side support strut.

122. The marine vessel system of claim 121, wherein the connecting structure includes a cover portion that is made of a rigid material and that serves as a canopy.

123. The marine vessel system of claim 122, wherein the cover portion includes a plurality of solar panels.

124. The marine vessel system of claim 121, wherein the connecting structure includes a skeleton including a plurality of skeleton strut portions.

125. The marine vessel system of claim 124, wherein the adjustable roof further includes a fabric cover that is supported upon the skeleton so as to form a canopy.

126. The marine vessel system of claim 121, wherein the roof either: a) includes a top cover case within which can be housed a flexible cover, and which is openable so as to allow the flexible cover to be extended over or largely or substantially all of the deck structure; or b) can support thereon one or more boating accessories.

127. The marine vessel system of claim 121, wherein the first port side support strut is rotatably coupled to each of a port sidewall that is fixedly supported upon the deck structure and also rotatably coupled to a port side of the connecting structure, wherein the first starboard side support strut is rotatably coupled to each of a starboard sidewall that is fixedly supported upon the deck structure and also rotatably coupled to a starboard side of the connecting structure.

128. The marine vessel system of claim 127 wherein, due to rotational adjustments of the first port side support strut relative to the port sidewall and the connecting structure and of the firststarboard side support strut relative to the starboard sidewall and the connecting structure, the adjustable roof can be adjusted to have a plurality of different positions relative to the deck structure, so that the connecting structure is positioned so as to extend over a plurality of different sections of the deck structure and to have a plurality of different heights relative to the deck structure.

129. The marine vessel system of claim 128, wherein the connecting structure includes a rigid cover portion, and wherein, when the adjustable roof is adjusted to a closed position from among the plurality of different positions, portions of an outer perimeter of the rigid cover portion are in direct contact with, or in substantial proximity to, the port sidewall and the starboard sidewall.

130. The marine vessel system of claim 129 wherein, when the adjustable roof is adjusted to the closed position, the rigid cover portion extends substantially over a front section and a midsection of the deck structure but not an aft section of the deck structure, and an additional flexible cover portion can be extended aftward from an aft portion of the rigid cover portion toward a stem of the marine vessel so as to extend substantially over the aft section of the deck structure.

131. The marine vessel system of claim 121, wherein the adjustable roof includes a second port side support strut and a second starboard side support strut, wherein the connecting structure additionally couples the second port side support strut and the second starboard side support strut, and the first port side support strut is configured to achieve at least one stable position in which a rotational movement of the first port side support strut relative to the port sidewall is resisted, so that a current position of the adjustable roof relative to the deck structure is retained.

132. The marine vessel system of claim 98, wherein the marine vessel system is an electric marine vessel system, wherein the motor is an electric motor, and wherein the marine vessel further includes a first electric battery supported at least indirectly in relation to the deck structure, and wherein the electric motor is coupled electrically so as to receive electric power from the first electric battery.

133. A marine vessel suitable for implementation with an electric propulsor, the marine vessel comprising: at least one hull structure including a first hull structure, wherein the first hull structure has a first length extending along a longitudinal axis extending between a bow and a stern of the marine vessel, and a first width extending along an additional axis that is perpendicular to the longitudinal axis, the first length exceeding the first width; a deck structure coupled at least indirectly to the at least one hull structure, a first electric battery supported at least indirectly in relation to the deck structure; and at least one adjustable structure positioned above and at least indirectly supported by the deck, the at least one adjustable structure including each of an adjustable aft seating assembly; an adjustable console; an adjustable front table assembly; and an adjustable roof.

134. The marine vessel of claim 133, wherein the at least one adjustable structure includes at least one adjustable sidewall portion of one or both of a port sidewall and a starboard sidewall coupled to the deck structure.

135. The marine vessel of claim 134, wherein the adjustable sidewall portion includes a light pipe arranged about a perimeter portion of the adjustable sidewall portion so that, during at least one operational status, light can be emitted from the perimeter portion.

136. The marine vessel of claim 133, wherein each of the adjustable console and the adjustable roof can be adjusted to a respective plurality of vertical positions relative to the deck structure.

137. The marine vessel of claim 136, wherein the adjustable roof can be adjusted to a first vertical position relative to the deck portion, wherein the first vertical position is set to facilitate user access of or proximate to a surface of the adjustable roof and thereby facilitate loading or loading of one or more additional items with respect to the surface of the adjustable roof.

138. The marine vessel of claim 136, wherein the adjustable console includes a video screen and a windscreen attached to and extending forward of the video screen.

139. The marine vessel of claim 133, wherein each of the adjustable aft seating assembly and the adjustable front table assembly includes a respective port portion and a respective starboard portion, wherein each of the respective port portions is movable toward a central axis that is parallel to the longitudinal axis or away from the central axis toward a port edge of the deck structure, and wherein each of the respective starboard portions is movable toward the central axis or away from the central axis toward a starboard edge of the deck structure.

140. The marine vessel of claim 133, wherein the adjustable roof includes a rigid cover portion, and wherein, when the adjustable roof is adjusted to a closed position from among a plurality of different positions to which the adjustable roof can be adjusted, portions of an outer perimeter of the rigid cover portion are in direct contact with, or in substantial proximity to, a port sidewall and a starboard sidewall extending upward from the deck structure.

141. The marine vessel of claim 140 wherein, when the adjustable roof is adjusted to the closed position, the rigid cover portion extends substantially over a front section and a midsection of the deck structure but not an aft section of the deck structure, and an additional flexible cover portion can be extended aftward from an aft portion of the rigid cover portion toward a stem of the marine vessel so as to extend substantially over the aft section of the deck structure.

142. The marine vessel of claim 133, wherein the deck structure includes a plurality of slots extending substantially between a port edge of the deck structure and a starboard edge of the deck structure, wherein the adjustable aft seating assembly includes mounting components that extend into and are movable along the slots so that one or more portions of the adjustable aft seatingassembly can be retained adjacent to the deck and also adjusted positionally between the port edge and the starboard edge of the deck, and wherein each of the slots of the plurality of slots is substantially linear and extends vertically through the deck structure so that at least some debris entering the slots in turn falls out of the slots to one or more locations beneath the deck structure.

143. A propul sor for implementation in combination with a marine vessel, the propul sor comprising: a propulsor body having a first body portion and a second body portion; a propeller mounted on the second body portion, wherein the second body portion is rotatable relative to the first body portion about a steering axis, wherein the first propulsor body portion includes a first coupling location by which the propulsor can be coupled at least indirectly to a marine vessel, wherein the first coupling location defines a first motion axis about which the propulsor can rotate, and wherein the first propulsor body portion includes a second coupling location by which the propulsor can be coupled at least indirectly to a marine vessel, wherein the second coupling location defines a second motion axis about which the propulsor can rotate.

144. The propulsor of claim 143, wherein the second motion axis is parallel to the first motion axis.

145. The propulsor of claim 144, wherein each of the first motion axis and the second motion axis is perpendicular to the steering axis, and wherein the first motion axis is a trim or tilt axis.

146. The propulsor of claim 143, wherein the second body portion includes an electric motor that operates to create torque to be provided to the propeller.

147. The propulsor of claim 146, wherein the first body portion serves to store electrical energy that can be provided to the electric motor so that the electric motor can create the torque, or serves to communicate the electrical energy for receipt by the electric motor so that the electric motor to create the torque.

148. The propulsor of claim 147, wherein the first body portion includes an air channel by which the first body potion communicates air from an outside environment tor toward the second body portion.

149. The propulsor of claim 143, wherein the propulsor includes, or is configured to be coupled at least indirectly to the marine vessel by, a first actuator assembly that is particularly coupled to the propulsor at a first one of the first motion axis and the second motion axis.

150. The propulsor of claim 149, wherein the propulsor includes, or is configured to be coupled at least indirectly to the marine vessel by, a second actuator assembly that is particularly coupled to the propulsor at a second one of the first motion axis and the second motion axis motion axis.

151. The propulsor of claim 150, wherein at least one of the first actuator assembly and the second actuator assembly is coupled between the propulsor and at least one of a drive support system, a tab, a deck structure, or a hull structure of the marine vessel.

152. The propulsor of claim 150, wherein at least one of the first actuator assembly and the second actuator assembly includes a drive support system including a tab and an actuator device that is coupled between the tab and an underside of the marine vessel.

153. The propulsor of claim 150 wherein, due to one or more actuations of one or both of the first actuator assembly and the second actuator assembly, the propulsor operates to achieve a plurality of kinematic motion profiles.

154. The propulsor of claim 150, wherein the propulsor has an instant center of motion that is at, above, below, forward of, or aftward of, one or both of the first motion axis and the second motion axis.

155. The propulsor of claim 154, wherein the instant center of motion varies due to one or more actuations of one or both of the first actuator assembly and the second actuator assembly.

156. A marine vessel system including the propulsor of claim 143, wherein the marine vessel system is one of an electric marine vessel system, an electrified marine vessel system, an internal combustion engine-driven marine vessel system, or a hybrid marine vessel system.

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