Electric water vessel

Abstract

The disclosed invention relates to an electrically powered watercraft that may include a dynamic weight shifting system for reducing power requirements in operation, an electrical system that provides a first low voltage electrical power mode when stationary and a second high voltage electrical power mode when in motion for increased power and range, and an omnidirectional console for control of the watercraft. The electrical system increases power to the electric motors when the watercraft is in gear, while reducing the power level when the watercraft is not in motion. The omnidirectional control console for operation and control of the watercraft may be responsive to the orientation of the console with respect to the watercraft. This construction allows easy docking and close operation to other watercraft and obstructions.

Description

[0001]ELECTRIC WATER VESSEL FIELD OF THE INVENTION This present invention relates generally to electrically powered water vessels; and more particularly, the present invention relates to a catamaran hull that may include hydrofoils, dynamic weight distribution, and a voltage control system for enhanced performance, control, and functionality of the vessel. The system may also include an omnidirectional control console for providing enhanced control of the vessel. BACKGROUND OF THE INVENTION Boating has long been a popular recreational activity and an essential mode of transportation across the globe. Traditional boats have predominantly relied on combustion engines fueled by fossil fuels. However, with increasing concerns over environmental sustainability, carbon emissions, and modern tendencies of industries going electric, there has been a growing trend towards the adoption of electric propulsion systems in the boating industry. Electric boats offer several advantages over their conventional counterparts, including reduced emissions, quieter operation, and lower operational costs. Consequently, there is a need in the art for the development of advanced electric propulsion systems to meet the evolving demands of the boating community. As the demand for boats continues to rise, there arises a necessity for sophisticated control systems that can effectively manage the various functionalities of these vessels. Modern watercraft typically require a centralized control console that includes controls for forward and reverse propulsion, thrust modulation, steering control, start / stop engagement, and emergency stop capabilities. However, the center console and the fact that most watercraft have more than one position from which thrust is provided to move the watercraft, often confuses boaters when docking their watercraft or maneuvering in tight or congested waterways. Thus, what is needed in the art is a system that allows for 360-degree control of the watercraft for enhanced maneuverability. The system should allow the boat operator, e.g. Captain, to rotate with his controller and allow the controls to rotate with the operator such that forward is always the direction in front of the controller. Additionally, integration with updated Heads-Up Displays (HUDs) and advanced electronics further enhances the boating experience by providing real-time data and intuitive interfaces for the operator. The system is compatible with hydraulic, servo, servo-hydraulic and electronic boat control systems. The system incorporates helm, throttle and joystick controls into a single controller. One of the primary challenges faced by electric water vessels is the substantial weight of the onboard batteries required to power the electric propulsion system. Electric boats currently suffer from the same issues as electric cars, wherein the batteries typically account for a significant percentage of the total weight of the vehicle, leading to issues related to weight distribution and balance. This is particularly an issue when the electric watercraft is a hydrofoil. A watercraft riding on hydrofoils incurs significantly reduced resistance from the water it is traveling through; however, the position of the heavy batteries can compromise the stability and maneuverability of the vessel, making it difficult for the watercraft to plane properly on the water. Thus, what is needed in the art is a system that provides dynamic adjustment of the battery weight distribution in the watercraft; a mechanism that enables the movement of batteries, either manually or automatically, within the hull to maintain proper weight balance and enhance overall control of the boat. The system may utilize force sensors, or the like, to cause the weight to move to reduce the thrust forces required to propel the watercraft. What is also needed in the art of electric watercraft is a system for providing safe electrical power when the watercraft is stopped for swimming, fishing, etc., and a second higher voltage power when the craft is in motion. The system should operate automatically to change the voltage, for example, when the watercraft is in a forward or reverse gear. SUMMARY OF THE INVENTION The disclosed invention relates to an electrically powered watercraft. The electrically powered watercraft preferably includes a dynamic weight shifting system for reducing power requirements in operation, an electrical system that provides a first safe electrical power when stopped and a second electrical power when in motion for increased safety, power and range, and an omnidirectional console for control of the watercraft. The weight shifting system may be automatic or manual to allow weight shifting of the batteries to improve hydrodynamics of the watercraft and reduce power consumption. The electrical system increases power to the electric motors when the watercraft is in gear while reducing the power level to a safe level, less than 60 volts, when the watercraft is not in motion. The omnidirectional control console for operation and control of the watercraft may be responsive to the orientation of the console with respect to the watercraft such that a forward direction is toward the front of the console regardless of the console’s orientation with respect to the watercraft. BRIEF DESCRIPTION OF THE FIGURES The present invention is illustrated and described herein with reference to the various drawings, in which like reference numbers are used to denote like system components / method steps, as appropriate, and in which: FIG. 1 is a perspective view of a water vessel; FIG. 2 is a perspective side view of the water vessel; FIG. 3 is a bottom view of the water vessel illustrating a hydrofoil; FIG. 4 is a pictorial view of an embodiment of a omnidirectional control console; FIG. 5 is a pictorial view of an embodiment of a omnidirectional control console controller; FIG. 6 is a pictorial view of another embodiment of an omnidirectional control console; FIG. 7 is a pictorial view of another embodiment of an omnidirectional control console; FIG. 8 is a schematic side and top view of the water vessel; FIG. 9 is a schematic top view of the water vessel illustrating the battery distribution of the system; FIG. 10 is a schematic view of a twin-engine configuration of the water vessel; FIG. 11 is a schematic view of a single-engine configuration of the water vessel; FIG. 12 is a schematic diagram of a battery safety circuit; FIG. 13 is a schematic diagram of the battery safety circuit of FIG. 12; FIG. 14 is a schematic diagram of the battery safety circuit of FIG. 12; FIG. 15 is a partial schematic diagram of the battery safety circuit of FIG. 12; FIG. 16 is a schematic diagram of the battery safety circuit of FIG. 12, illustrating a battery management system control (BMS); FIG. 17 is a schematic diagram of the battery safety circuit illustrating a battery management system control; FIG. 18 is a schematic diagram of the battery safety circuit illustrating a battery management system control; FIG. 19 is a partial schematic diagram of the battery safety circuit illustrating a battery management system control; and FIG. 20 is a schematic diagram of the battery safety circuit illustrating a high water sensor for controlling battery connection. DETAILED DESCRIPTION OF THE INVENTION While the present invention is susceptible of embodiment in various forms, there is shown in the drawings and will hereafter be described a presently preferred, albeit not limiting, embodiment with the understanding that the present disclosure is to be considered an exemplification of the present invention and is not intended to limit the invention to the specific embodiments illustrated. Referring generally to all of the figures, and more specifically to FIGS. 1-3 and 8, a water vessel 10 includes a hull 12 defined between a front end 14, a rear end 16, a right side wall 18, and a left side wall 20. In a preferred embodiment, the hull 12 is a catamaran hull having two distinct hulls 12 separated by a channel 15 providing stability by allowing a series of starboard digital batteries 54 to be evenly distributed on both sides of the vessel 10. The vessel 10 also includes a hydrofoil 24 which is a wing- like structure mounted beneath the hull 12 that extends across the channel 15 being attached to both hulls 12. The hydrofoil 24 provides lift to the vessel 10 as speed increases, consequently reducing drag on the hull 12, improving fuel efficiency and increasing stability. The vessel 10 is propelled by at least one, and more preferably a plurality of electric propulsion motors 58, each having at least one propeller 26. In a preferred embodiment, the catamaran hull 12 will have twin electric propulsion motors 58, each having a single propeller 26 setup and having infinite speed control of the electric motors 58 and thus the propeller rotational speed, which significantly improves the slow speed maneuverability of the boat compared to similar horsepower internal combustion engines with at 600-700 minimum rpm. This construction allows the motors and propellers to be used like thrusters in close spaces. The water vessel 10 preferably incorporates an omnidirectional control console 28 that provides functional aspects of the vessel 10. The omnidirectional control console 28 removes the requirement for the captain to operate the two propellers separately for close quarters maneuvering that is typical in a traditional water vessel. Docking of a water vessel 10 typically requires the Captain to run one propeller 26 in forward and one in reverse for at least a portion of the process. The omnidirectional control console 28 envisioned in FIGS. 4-7 includes a modern F1 type steering wheel (FIG. 4), an external omnidirectional controller (FIG. 5), a deployed pilot control yoke (FIG. 6), or a vehicle-type steering wheel (FIG. 7). The design of the omnidirectional control console 28 is not limiting, and by way of example may also include a joystick control for 360-degree maneuverability. These omnidirectional control console 28 designs are familiar and therefore attractive to new users or customers with minimal marine knowledge. All designs of the omnidirectional control console 28 are compatible with the power control system 50 of the water vessel 10. The omnidirectional control console 28 may be wired or wireless, allowing free movement about the vessel when docking or otherwise operating the vessel. When operated wirelessly, Bluetooth, ZIGBEE chip, RF or other wireless means may be utilized for providing wireless communication between the omnidirectional control console 28 and the vessel 10. Alternatively, a wired connection may be used having a suitable plug for transfer of the control data. Algorithms and the like may be utilized to control the direction and thrust provided by the propulsion motors 58 which may also include bow thrusters (not shown) and the like to allow the water vessel 10 to move or rotate in any direction. Depending on the type of wheel used, the functionality of the omnidirectional control console 28 includes, but is not limited to: forward and reverse propulsion, thrust modulation, steering control, start / stop engagement, emergency stop capability, trim and tilt adjustment, 360-degree maneuverability, real-time monitoring through gauges displaying battery life and other pertinent data, pitch and roll stabilization, provision for smartphone integration via a dedicated holder and charger, audio (Bluetooth ®) control, an advanced Heads-Up Display (HUD) featuring a 3D camera feed, GPS navigation system, and autopilot functionality. In at least one embodiment, the omnidirectional control console 28 is constructed and arranged to rotate the controls with the rotation of the omnidirectional control console. In this manner, if the console is rotated, the forward control direction is the direction in which the omnidirectional control console is facing. Thus, if the Captain wants to dock the vessel along the left (Port) side, he can rotate the omnidirectional control console ninety degrees to the left. Once rotated, the left (port) side of the vessel becomes the front for the omnidirectional control console, causing the vessel to move sideways when the control is operated to cause the vessel to move forward. Turning the control to the right would cause the vessel to move forward, toward the bow of the vessel. Turning left would then cause the vessel to move toward the stern of the vessel. If the omnidirectional control console 28 is rotated one hundred and eighty degrees, the rear (stern) of the boat becomes the front for control purposes. This construction reduces the confusion that operators experience when attempting to cause the vessel to move in a desired direction by eliminating the reverse or cross controlling required to effectively move the water vessel 10. Still referring generally to the figures, one aspect of the water vessel 10 is solving the issue of weight distribution and balance. Problems occur with the balance of electric water vessels due to the weight of the onboard batteries required to power the electric propulsion system. This problem may be exacerbated when the water vessel includes a hydrofoil which has a preferred angle of contact with the water depending on the speed of the vessel. The present preferred embodiment of the water vessel 10 includes a bank of batteries 30 interconnected in series and positioned in each of the hulls 12. In a preferred embodiment, each battery bank 30 will hold a plurality of digital batteries interconnected in series providing a power of at least 24kw at up to 1000VDC in a high voltage mode and provide less than 60 volts DC power in a low power mode. The water vessel 10 provides for two or more banks of batteries 30 that may be interconnected in series when the vessel is in gear or motion to provide for a total of up to 1000VDC for operation of the electric propulsion motors 58. Preferably, one battery bank 30 is located near the right side 18 of the vessel 10 and the other battery bank 30 is located near the left side 20 of the vessel 10 for proper weight balance and distribution. In a preferred embodiment, a sliding mechanism 32 allows the battery banks 30 to move forward and aft in the vessel. In a most preferred embodiment, the sliding movement is between 4 to 14 inches. An electric motor with a gear box, a screw, or an air or hydraulic cylinder may be used to slide the battery banks along a track, rail or the like. The sliding mechanism 32 may receive feedback from one or more sensor(s) to indicate the position of the batteries with respect to the hull 12 of the vessel 10. Therefore, when the vessel 10 needs to make a turn, one set of sliding mechanisms 32 can maneuver the weight of the battery pack 30 from one position to another to provide better stability and control of the vessel 10 by adjusting the angle of attack (contact) of the hydrofoil 24 or hull 12 with respect to the water surface by adjusting the ballast of the vessel 10. In at least some embodiments, a load sensor or the like may be positioned between the propulsion motor assembly(s) 58 and the rear portion 16 of the hull 12 to monitor the force the propulsion motor and propeller are applying to the hull under power. In this arrangement, an algorithm may be applied by a digital controller 56 to cause the batteries or ballast to be moved with the slide mechanism 32 to lower the force required to propel the vessel. By adjustment of the battery position, friction between the hull 12 and the water can be reduced to reduce the draw of power from the batteries. Along with the propulsion motors 58 being powered by the high voltage mode of the power control system 50, other components included in the water vessel 10 are powered by the batteries 54 as well, typically by the low voltage mode of the power control system 50. The vessel 10 includes components such as a GPS speed sensor 34, a digital control unit 56, and an inertial measurement unit 38 that can be monitored and displayed on a heads up display (HUD) to the user. Other components may include a refrigerator, ice maker, stereo, water pump, radar and the like. These components typically require less than 60 volts DC of power, and thus power to these components can be maintained when the water vessel is stationary or moving. Risk of electrical shock is reduced or eliminated due to the low power requirements when the water vessel in not in motion. Still referring generally to the figures, and more specifically to FIGS. 9-20, the power control system 50 is illustrated. The power control system 50 is constructed and arranged to limit the power level to less than 60 volts when the water vessel 10 is stationary and increase the voltage up to 96 volts, 200 volts, 400 volts, 700 volts or even 1000 volts when the water vessel is in motion. The current is preferably supplied to the propulsion motors 58, used to rotate the propellers 26, as direct current (DC) power; however, inverters or the like may be utilized to convert the power to single or multi-phase alternating current (AC) power without departing from the scope of the invention for supply to the propulsion motors. Each battery bank 30 includes either a port electrical contact 40, for the port battery bank 30, or a starboard electrical contact 41 for the starboard battery bank 30. The port and starboard electrical contacts 40, 41 are electrically connected to be in control of an internal battery relay 52 positioned in each individual battery 54. The internal battery relay functions to turn on the availability of power to flow into or from each individual battery 54. In this manner, the power to and from each individual battery can be controlled through the digital controller 56. In this manner, the voltage available for any of the electrical components or the prop motors 58 can be controlled through the digital controller 56. This construction also allows interlock sensors 60 to be positioned around the water vessel 10 to monitor various conditions, such as an open or closed compartment, water level with respect to the water vessel 10, respective battery voltage and the like. When one of these conditions is realized, the voltage is reduced to the low power voltage mode of less than 60 volts DC. This reduces the risk of injury as a result of electrocution. Once the condition causing the sensor to activate is cleared, the controller can then allow the power to increase to the high voltage mode for powering the propulsion motors 58. Thus, when the water vessel is put into gear for forward or reverse motion, the digital controller confirms that the sensors are all cleared before high power is allowed to flow to the prop motors 58. In at least one embodiment, a series of power relays 62 may be connected externally to the batteries to function like the battery relays 52. In this manner, there can be a redundant set of relays that monitor the sensors 60 to control battery output voltage. The power relays are also preferably connected through the digital controller 56 for relay operation and control. Thus, in the event that one set of relays fails, the other set will maintain the low voltage until the sensors are cleared. The external battery relays 62 can also be used when the batteries 54 do not include an internal battery relay 52 to provide a safety system to control the voltage output from the battery banks 30. The battery relay 52 configuration is illustrated in FIGS. 15 and 19 on a system having only two batteries each with 60-500 volts each, connectible in series through the digital controller 56. It should be noted that the digital controller is also in electrical control of the series relay. A twin prop motor configuration is illustrated in FIGS. 10-20. Operation of the twin prop motors is typically accomplished with both port and starboard battery banks 30 interconnected to provide the vessel 10 with high voltage, e.g. more than 60 volts, when the water vessel is in gear or in motion. In a preferred embodiment, the power requirement for a 20 ft. boat is at a minimum of 50kw (2 x 25kw drives) and a battery capacity of 60kwh to reach the minimum required speeds and range for acceptance by the public. When the vessel 10 is idling, less than 60 volts is powering the entire water vessel, including the drive system, as illustrated by the single-engine configuration in FIG. 11. This allows for the lowest voltage and safest possible means of powering the vessel 10 that conforms to current safety regulations. It is to be understood that while a certain form of the invention is illustrated it is not to be limited to the specific form or arrangement herein described and shown. It will be apparent to those skilled in the art that various changes may be made without departing from the scope of the invention, and the invention is not to be considered limited to what is shown and described in the specification and any drawings / figures included herein. One skilled in the art will readily appreciate that the present invention is well adapted to carry out the objectives and obtain the ends and advantages mentioned, as well as those inherent therein. The embodiments, methods, procedures and techniques described herein are presently representative of the preferred embodiments, are intended to be exemplary, and are not intended as limitations on the scope. Changes therein and other uses will occur to those skilled in the art which are encompassed within the spirit of the invention and are defined by the scope of the appended claims. Although the invention has been described in connection with specific preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention which are obvious to those skilled in the art are intended to be within the scope of the following claims.

Claims

CLAIMS What is claimed is:to controlled release of electrical power to the at least one electrical motor, at least one bank of batteries (30) interconnected in series and electrically connected to the at least one electrical motor, an omnidirectional control console (28) for controlling the electrical power supplied to the at least one electrical motor and to control movements of the water vessel. Claim 2. The water vessel (10) of claim 1 wherein the hull is a catamaran hull having two distinct hulls (12) separated by a channel (15), each respective hull including at least one electrical propulsion motor (58) for rotation of a propeller (26) in response to controlled release of electrical power to the at least one electrical motor. Claim 3. The water vessel (10) of claim 2 wherein the catamaran hull includes a hydrofoil (24) which extends across the channel (15) being attached to both hulls (12) to provide lift to the water vessel (10) as speed increases, reducing drag on the hull (12). Claim 4. The water vessel (10) of claim 1 including a slide assembly (32) for holding the at least one bank of batteries (30), the slide assembly constructed and arranged for allowing the at least one bank of batteries to becontrollably moved forward and aft in the hull (12) to alter the balance of the water vessel (10). Claim 5. The water vessel (10) of claim 2 including at least two banks of batteries (30), a respective one bank of batteries positioned in each distinct hull (12). Claim 6. The water vessel (10) of claim 5 including a slide assembly (32) for holding each respective bank of batteries (30), the slide assembly constructed and arranged for allowing the at least one bank of batteries to be controllably moved forward and aft in the hull (12) to alter the balance of the water vessel (10). Claim 7. The water vessel (10) of claim 4 including a feedback sensor(s) to indicate the position of the bank of batteries (30) with respect to the hull (12) of the vessel (10). Claim 8. The water vessel (10) of claim 6 including a feedback sensor(s) to indicate the position of each bank of batteries (30) with respect to each respective hull (12) of the vessel (10). Claim 9. The water vessel (10) of claim 6 wherein thecontrol console (28)directional and thrust control of both electric motors (58) and their associated propellers (26).Claim 10. The water vessel (10) of claim 9 wherein the omnidirectional control console (28) is constructed and arranged to rotate the controls with the rotation of the omnidirectional control console (28) such that when theomnidirectional control console is rotated, a forward control direction is the direction in which the omnidirectional control console is facing.Claim 11. The water vessel (10) of claim 10 wherein the omnidirectional control console (28) includes wireless communication with the water vessel. Claim 12. The water vessel (10) of claim 1 wherein the water vessel includes a power control system (50), the power control system constructed and arranged to manage the voltage available throughout the electrical system of the water vessel, the power control system (50) including a low voltage and a high voltage wherein each voltage is only available upon predetermined conditions. Claim 13. The water vessel (10) of claim 1 wherein the low voltage is less than 60 volts and the high voltage is at least 96 volts. Claim 14. The water vessel (10) of claim 13 wherein the low voltage is available when the water vessel is stationary and the higher voltage is available when the water vessel is in motion. Claim 15. The water vessel (10) of claim 14 wherein the power control system includes at least one interlock sensor (60) to cause only the low voltage to be available when the interlock sensor (60) is opened.

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