ELECTRIC OUTBOARD MOTOR FOR WATERCRAFT

TECHNICAL FIELD

The present invention generally relates to outboard motors, and more particularly relates to electric outboard motors for watercraft and their operation.

BACKGROUND OF THE DISCLOSURE

Outboard motors (OBM) have been used to propel small watercraft for decades and until recently have all been powered by petrol or diesel internal combustion engines (ICE). These OBMs range in power from as low as 1.5 hp to 600 hp per OBM and can move boats from small kayaks to medium-sized pleasure craft. The smallest OBMs are portable and can be removed from the boat for storage or maintenance, while those 15 hp and above tend to be permanently attached to the boat. These boats can be used in lakes or rivers for sports and recreation, or on a yacht as a tender, in reservoirs/marinas/ports for commercial purposes, or for security/military operations.

Since the recent technological advances in electric motor and battery technology, electric outboard motors (eOBM) have become commercially feasible and there currently a few such products in the market. The majority of these products are in the less than ten or greater than forty horsepower range. The smaller eOBMs have different designs from conventional ICE, in that the electric motor is in the motor, directly driving the propeller, while the larger eOBMs are typically a conventional OBM but with the ICE replaced by an electric motor, retaining the shaft and gearing system. The smaller eOBMs can be carried by one or two persons, while the larger eOBMs require a lifting device or three to four persons to install/remove.

To provide electricity to the eOBMs, manufacturers supply batteries to be used onboard the boats. These batteries and their components are typically adapted from electric vehicles (EV) and tend to be large and heavy, with moderate power density. In addition, these batteries typically use adapted land electrical connectors and components which are not fully watertight and are unsuitable for a marine environment, particularly an environment replete with briny seawater. This use of conventional land-use electrical connectors leads to highly unsafe exposed electrical connections that could result in injury to the user or damage to the battery. The failure of non-marine connectors also affects the reliability of the entire system and often renders conventional eOBM non-operational.

Another issue with typical eOBMs is size. The smaller eOBMs, such as those outputting less than ten horsepower (10 hp), while light and easily portable, are underpowered for use in any waters where there are light currents or waves, such as coastal or tidal waters. In situations where a boat needs to travel against the current or waves, boats using such conventional smaller eOBMs may not have enough power to make headway against the current and/or waves and might even be pushed backwards by the current or waves. However, while larger eOBMs, such as those outputting more than twenty horsepower (20 hp), can produce enough power to make headway against currents and waves, they are too large and heavy to fit onto small boats and are significantly costlier than the smaller eOBMs.

A further issue with conventional eOBMs is cooling of the electric motor and the electronic speed controller (ESC). The larger powered eOBMs require air closed or open-loop cooling or liquid closed or open-loop cooling of the ESC, as it is located above the water. This exposes the air fan to failure due to corrosion and liquid circulation failure due to pump failure or blockage of seawater and/or coolant in the cooling system tubing.

Yet a further problem is that trimming smaller conventional eOBMs is mechanically challenging because a significant portion of the overall weight of such eOBMs is located at the propeller, due to the motor. Since the tiller is not designed to be used as a lever arm, a user needs to pull the motor up from outside the boat. When there is a need to quickly raise the motor out of the water, such as presented in shallow water to avoid grounding or to avoid nets or other underwater obstacles in deeper water, the tiller interferes with the raising of the motor as it hits the boat deck before the motor can be fully raised.

Another problem is that typical eOBMs require a pair of power cables and a separate multicore data cable, in order to operate the eOBM with the battery. These power cables and data wires are typically not marine-specific connectors and do not ensure that seawater does not enter the connectors, which would result in a short-circuit or corrosion of the connector pins and sockets. Furthermore, the thin data wires are prone to damage due to the thinner protective insulation and the thin data pins/sockets are also extremely prone to corrosion.

Throttles, tillers and transom mounts of conventional eOBMs present additional issues. Typical eOBM throttles can be rotated in both directions for ahead and astern (forward and reverse) drive which may result in situations where a user rotates the throttle in the wrong direction, resulting in an accident. As to the tiller, the typical eOBM tiller cannot be fully folded away when not in use, obstructing movement inside the rear part of the boat. And, as to the transom mount, conventional eOBMs have the transom mount integrated with the main body, which makes the overall system heavier and harder to carry and manipulate when installing the eOBM on the boat or removing the eOBM from the boat.

Thus, what is needed is an electric outboard motor (eOBM) that overcomes the drawback of conventional eOBMs while providing a portable eOBM capable of high-power quiet and efficient watercraft operation. Furthermore, other desirable features and characteristics will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and this background of the disclosure.

SUMMARY

According to at least one embodiment of the present invention, an electric outboard motor (eOBM) is provided. The eOBM includes a transom mount and a propulsion module. The transom mount is configured to mount the eOBM to a transom of a boat. The propulsion module is coupled to the transom mount and includes both a motor and an electronic speed control. Both the motor and the electronic speed control are thermally coupled to a casing of the propulsion module and the propulsion module is configured in operation to be submerged in water such that the ambient temperature of the water provides heat dissipation for both the motor and the electronic speed control.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying figures, where like reference numerals refer to identical or functionally similar elements throughout the separate views and which together with the detailed description below are incorporated in and form part of the specification, serve to illustrate various embodiments and to explain various principles and advantages in accordance with a present embodiment.

FIG. 1, comprising FIGS. 1A and 1B, depicts an electric outboard motor (eOBM) in accordance with present embodiments, wherein FIG. 1A depicts a left front top perspective view of the eOBM and FIG. 1B depicts a left planar view of the eOBM.

FIG. 2, comprising FIGS. 2A, 2B and 2C, depicts perspective views of additional components of the eOBM of FIGS. 1A and 1B, wherein FIG. 2A depicts a battery in accordance with the present embodiments, FIG. 2B depicts electrical connectors in accordance with the present embodiments, and FIG. 2C depicts a remote throttle in accordance with the present embodiments.

FIG. 3, comprising FIGS. 3A, 3B and 3C, depicts a propulsion module of the eOBM in accordance with the present embodiments, wherein FIG. 3A depicts a left planar view of the propulsion module, FIG. 3B depicts a left planar cutaway view of the propulsion module, and FIG. 3C depicts a magnified left planar cutaway view of the propulsion module.

FIG. 4, comprising FIGS. 4A and 4B, depicts a propellor module of the eOBM in accordance with the present embodiments, wherein FIG. 4A depicts a rear planar view of the propellor module and FIG. 4B depicts a side planar view of the propellor module.

FIG. 5, comprising FIGS. 5A and 5B, depicts a stem module of the eOBM in accordance with the present embodiments, wherein FIG. 5A depicts a left front top perspective view of the stem module and FIG. 5B depicts a left front top perspective cutaway view of the stem module.

FIG. 6 depicts a front left top view of an anti-ventilation anti-spray module of the eOBM in accordance with the present embodiments.

FIG. 7, comprising FIGS. 7A, 7B and 7C, depicts a tiller-throttle module of the eOBM in accordance with the present embodiments, wherein FIG. 7A depicts a left front top view perspective of the tiller-throttle module in the tiller unfolded position, FIG. 7B depicts a left front top view of the tiller-throttle module in the tiller folded position, and FIG. 7C depicts a left front top view of the tiller-throttle module in the tiller partially folded position.

FIG. 8 depicts a left front top view of a display module mounted on the tiller-throttle module of FIGS. 7A to 7C in accordance with the present embodiments.

FIG. 9, comprising FIGS. 9A to 9D, depicts a transom mount module of the eOBM in accordance with the present embodiments, wherein FIG. 9A depicts a left rear top perspective view of the tiller-throttle module mounted on the transom mount module, FIG. 9B depicts a left rear top perspective view of the transom mount module in its initial operational position, FIG. 9C depicts a left rear top perspective view of the transom mount module in its maximum trim position, and FIG. 9D depicts a rear left top perspective view of the transom mount module in its initial operational position.

FIG. 10, comprising FIGS. 10A, 10B and 10C, depicts positions of the transom mount module in accordance with present embodiments, wherein FIG. 10A depicts a left rear top perspective view of the transom mount module in its initial operational position, FIG. 10B depicts a left rear top perspective view of the transom mount module in its maximum trim position, and FIG. 10C depicts a left rear top perspective view of the transom mount module in its beaching position.

FIG. 11, comprising FIGS. 11A and 11B, depicts perspective view of the battery in accordance with the present embodiments, wherein FIG. 11A depicts a front left top perspective view of the battery and FIG. 11B depicts a front left top perspective cutaway view of the battery along 11-11′.

FIG. 12, comprising FIGS. 12A to 12D, depicts perspective views of the electrical connectors in accordance with the present embodiments, wherein FIG. 12A depicts a top perspective view of the female electrical connector, FIG. 12B depicts a top perspective view of the male electrical connector, FIG. 12C depicts a front perspective view of the female electrical connector, and FIG. 12D depicts a front perspective view of the male electrical connector.

FIG. 13 depicts a front left top view of the remote throttle in accordance with the present embodiments.

FIG. 14 depicts a flowchart of a method for powering on the eOBM in accordance with the present embodiments.

And FIG. 15 depicts a flowchart a method for powering off the eOBM in accordance with the present embodiments.

Skilled artisans will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been depicted to scale. In addition, same reference numerals in different figures represent the same feature or element.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description. It is the intent of the present embodiments to present an electric outboard motor (eOBM) that has enough power to push a boat against current and waves, yet is compact and light enough to be removed by one person from the boat when not in use. The eOBM uses batteries and components specifically designed and tested for a saline marine environment. In accordance with present embodiments, the motor and the electronic speed controller (ESC) of the eOBM are located in the water with no internal liquid cooling required, resulting in a watertight system which is fully cooled by external seawater. Thus, the eOBM in accordance with the present embodiments is fully emissions-free and advantageously produces low noise and vibration, which is important when operating in many natural water habitats. In addition, the eOBM in accordance with the present embodiments can advantageously be adapted to be mounted under a boat as a drive pod or integrated with a lifting foil as a foil-drive, providing a wide variety of optional uses.

The eOBM in accordance with the present embodiments has a tiller that can be used to push the motor up from inside the boat, making it safer and less awkward for a user. In the event the motor needs to be raised quickly, the tiller can be folded to ensure the complete raising of the motor without obstruction from the boat deck. The power connector of the eOBM in accordance with the present embodiments is designed to be a composite power-data harness which protects the data wires and terminates the wires in one multi-purpose connector, housing both the power and data pins and sockets. The connector housing is designed to be water-resistant to ensure that no seawater can enter the connectors during use.

The eOBM in accordance with the present embodiments includes a throttle with a safety button that prevents the throttle from being twisted in the astern direction, unless the button is pressed, to ensure that driving astern is a conscious action by the user, eliminating any risk of an accident. The tiller of the eOBM in accordance with the present embodiments comprises a double link tiller that enables the tiller to fold up and over the top of the eOBM, advantageously freeing the space at the rear of the boat. The eOBM transom mount is designed in accordance with the present embodiments to be installed separately on the boat, followed by the eOBM, to reduce the weight that a user needs to handle when manipulating the eOBM into position. In addition, the mating mechanism is designed for efficient positive single action engagement.

Referring to FIGS. 1A and 1B, a left front top perspective view 100 and a left planar view 105 depict an eOBM in accordance with the present embodiments. The eOBM 110 includes a drive module and a transom mount 115. The drive module includes a propulsion module 120, a propellor module 125, a stem module 130, an anti-ventilation anti-spray module 135, a tiller module 140, a throttle module 145 and a display module 150. Referring to FIGS. 2A, 2B and 2C, perspective views 200, 210, 220 depict additional components of the eOBM in accordance with the present embodiments. The view 200 depicts a battery 250 for providing power, and the view 210 depicts a male electrical connector 260 and a female electrical connector 265 for providing a watertight electrical connection between the battery 250 and the drive module of the eOBM 110. The view 220 depicts a remote throttle module 270 for enabling remote operation of the eOBM 110 as will be described hereinafter.

Referring to FIGS. 3A, 3B and 3C, left planar views 300, 370, 380 depict the propulsion module 120 of the eOBM 110 in accordance with the present embodiments, wherein a left planar view 300 depicts the propulsion module 120 and a left planar cutaway view 370 and a magnified left planar cutaway view 380 depict inside the propulsion module 120. The propulsion module 120 comprises a motor 305, an electronic speed control (ESC) 310, a gearbox 320, a motor shaft 325, a propeller shaft 330, bearings 340, shaft seals 345, a motor casing 350, an ESC endcap 355, a gearbox end cap 360, and an anti-grounding fin 365.

The motor 305 is a custom designed brushless DC (BLDC) motor coupled with a planetary gearbox 320 built to provide the necessary speed and torque required to turn the propeller and generate thrust to propel the boat. The motor stator is fitted on the inside of the motor casing 350, which allows for direct water cooling on the external surface of the motor casing 350. The motor 305 is capable of field-weakening at high speed to achieve increased torque, which is necessary to propel the boat faster.

The motor 305 is controlled by a multi-layered ESC 310 that advantageously enables the entire ESC 310 to be fitted on the forward end of the motor 305 without increasing the diameter of the motor casing 350. The ESC 310 is able to handle the large currents and voltage required to turn the motor 305, which can generate significant heat that needs to be quickly dissipated to allow for continuous operation at high currents. This is advantageously accomplished by thermally connecting the base of the ESC 310 with the inside of the ESC endcap 355 for dissipation of the heat in the ambient water in which the propulsion module is submerged. The ESC endcap 355 is designed to fit over the forward end of the motor casing 350 to form a watertight seal with double O rings while allowing access for installation and assembly. The method of fixing the ESC endcap 355 to the motor casing 350 is unique in that it eliminates axial screws and employs smaller radial screws.

The motor casing 350 is designed for simple and quick assembly of the motor 305 inside as well as the connection of the motor casing 350 to the stem 130. The combination of extruded and cast parts allows for a quick and secure connection of the motor casing 350 and the stem 130 to ensure safe and effective transfer of forces from the propeller to the boat.

The planetary gearbox 320 at the aft end of the motor is an independent gearbox that is mounted onto the motor 305 with the motor shaft 325 entering at the front and the propeller shaft 330 exiting at the aft. The gearbox 320 is silent and self-lubricating, not requiring any maintenance. The compact design of the gearbox 320 allows the gearbox 320 to fit within the gearbox endcap 360 to form a watertight seal with double O rings. The method of fixing the gearbox endcap 360 to the motor casing 350 uniquely eliminates axial screws and employs smaller radial screws without compromising the structural strength of the structure that transmits the thrust from the propeller to the motor casing 350.

The double bearing 340 and double seal 345 arrangement on the propeller shaft 330 ensures another watertight seal with a rigid support for the propeller shaft, advantageously enabling effective damping of the strong axial and radial forces and vibrations the propellor shaft is subjected to during operation. The seals 345 are custom designed to withstand high temperatures and be resistant to seawater.

The replaceable anti-grounding skeg or fin 365 allows a user to replace it if it is damaged while driving the boat in shallow waters. The anti-galvanic corrosion zinc anodes 315 are also secured to the skeg 365 base, allowing for easy periodic replacement, as the anodes will be consumed, especially in sea water.

FIGS. 4A and 4B depict a rear planar view 400 and a side planar view, respectively, of the propellor module 125 in accordance with the present embodiments. The propeller 410 is customized to match the motor 305 characteristics to achieve the desired performance. A spline 420 and a rubber bush 425 reduce vibrations and improve propeller performance. A zinc anode 430 at the end of the propeller 420 helps to protect the propeller 420 and propellor shaft 330 from galvanic corrosion.

Referring to FIGS. 5A and 5B, left front top perspective views 500, 550 depict the stem module 130 wherein the view 550 depicts a cutaway view of the stem module 130. The stem module 130 comprises the stem 510 with a fairing 515, a pivot shaft 520, a mounting dovetail 525 and a steering friction clamp 530. The stem 510 has an extrusion profile designed to be hydrodynamically efficient and structurally strong. The stem 510 connects the propulsion module 120 to the transom mount 115 for the effective transfer of the thrust from the propeller 410, and also connects the propulsion module 120 to the tiller module 140 and the throttle module 145 for effective robust control by the user of boat steering and boat speed. The stem comprises sturdy metal such as aluminum or titanium that is computer numerical control (CNC) cut to fit the pivot shaft 520 which supports the steering friction clamp 530 and dovetail 525 designed to precisely connect the stem 510 to the mount 115.

The steering friction clamp 530 enables fine adjustment of the force required to turn the eOBM 110 to steer the boat. If the steering friction clamp 530 is too light, the boat will not be able to hold a steady course, while if the steering friction clamp 530 is too tight, the user will find it difficult to steer the boat quickly. The dovetail 525 is designed for single action installation of the eOBM 110 onto the mount 115 to provide firm engagement with the mount 115 for complete transfer of thrust from the propeller 410 to the boat without any play, particularly when changing directions between forward and astern. And the fairing 515 is designed in parts for assembly without exposed screws and to be durable under strong UV and resistant to seawater.

FIG. 6 depicts a front left top view 600 of the anti-ventilation anti-spray module 135 of the eOBM 110 in accordance with the present embodiments. The anti-ventilation anti-spray module 135 is a combination of the lower anti-ventilation plate (AVP) 610, also known as an anti-cavitation plate, and an upper anti-spray plate (ASP) 620. The AVP 610 is designed to prevent ventilation and cavitation of the propeller under various operating conditions. It is shaped to maximize the high-pressure area around the propeller 410 by the downturn 630 at the aft corners of the plate. The hydrofoil profile of the AVP 610 also increases lift generated by the AVP 610, which helps to increase the time taken for the boat to plane. The centerline end 640 of the AVP 610 is also tapered downwards to provide a positive handhold for handling the eOBM 110 when installing it and/or removing it.

The ASP 620 is designed to suppress any spray due to the upward flow of water around the stem 510. The ASP 620 is fabricated together with the AVP 610 and can be shifted vertically together with the AVP 610 to optimize setup for different boats and different propellers 410.

Referring to FIGS. 7A, 7B and 7C, left front top perspective views 700,750,770 depict a tiller-throttle module 710 of the eOBM110 in accordance with the present embodiments. The tiller-throttle module 710 includes the tiller module 140 and the throttle module 145 (FIG. 1), wherein the tiller module 140 includes the aft tiller 720 and the mid tiller 725 and the throttle module 145 includes the throttle 730 and the kill switch 740. The perspective view 700 depicts the tiller-throttle module 710 in the tiller unfolded position, the perspective view 750 depicts the tiller-throttle module 710 in the tiller folded position, and the perspective view 770 depicts the tiller-throttle module 710 in the tiller partially folded position.

The aft tiller 720 is mounted on the top end of the stem 510 and is used to support the fairing 515 and the display module 150, as well as connect the stem 510 to the mid tiller 725. The mid tiller 725 is designed to rotate at both joints 727, 729 to advantageously provide flexibility in operation, transport and storage. During operation, the forward joint 729 between the mid tiller 725 and the throttle 730 can be folded upwards and locked at ninety degrees for more ergonomic low speed maneuvering or to act as a lever arm to trim the motor to an optimum trim or to raise the motor when in shallow water. When the boat is at anchor or when not in use, the mid tiller 725 can be rotated at both joints as shown in the perspective view 750 to fold the throttle over the top of the eOBM 110, freeing up space at the aft of the boat for movement or other activities. When carrying the eOBM 110 by hand or transporting by vehicle, the folded tiller as shown in the perspective view 750 gives a compact volume which also minimizes required storage space. The ability to fold the tiller means that there is no need to dismantle the tiller from the eOBM 110, which advantageously eliminates the need to constantly connect and disconnect the data cable and also ensures that no loose parts are lost.

The throttle 730 contains an encoder with an integrated power converter that allows the throttle 730 to accurately detect changes in throttle level and transmit them to the ESC 310. The throttle mechanism is designed to rotate freely in the forward direction up to forty-five degrees. In order to increase the boat speed further, a safety button 735 at the end of the throttle 730 needs to be depressed while turning the throttle further from forty-five degrees to ninety degrees. This prevents accidental acceleration of the boat. The safety button 735 must also be depressed when rotating the throttle 730 in the reverse direction to help the user to ensure that any reverse action is deliberate and not accidental, as conventional internal combustion engine outboard motors typically allow throttle rotation in one direction only and a gear lever needs to be pulled to change into reverse gear.

The throttle 730 is spring-returned so any release of the throttle 730 will return it to neutral. However, should the user desire, a throttle friction twist ring 737 can be tightened to achieve the required throttle feedback, particularly in situations where the user wants a more constant throttle level.

Referring to FIG. 8, a left front top perspective view 800 depicts the display module 150 in accordance with the present embodiments. The display module 150 is mounted on the aft tiller 720 and the fairing 515 to provide the user with necessary information. When the eOBM 110 is used with a remote throttle 270, a display module is incorporated into the remote throttle 270 to provide the same information. The display module 150 comprises a screen 810, a faceplate 815, a trip computer, a button 820 and a watertight display case 830. The screen 810 is a high-daylight visibility transmissive type, with a waterproof bonded face plate 815, in order to achieve a clear digital display of the boat speed and range, the power level, the battery level and various alarms.

The trip computer is a custom designed processor which has multiple functions. The functions include logging data from the ESC 310 (such as rotations per minute (rpm), throttle, motor and ESC temperatures and alarms), data from the battery management system (BMS) (e.g., voltage, current, remaining capacity, battery cell and BMS temperatures and alarms) and data from the GPS (e.g., speed and time). The functions of the trip computer may also include processing data to be displayed on the screen such as boat speed and range, power level, battery level and alarms, and providing a Bluetooth link to a mobile app for diagnostic and remote troubleshooting. Further, the functions of the trip computer may include implementing twin safety features to ensure that the eOBM 110 will cut power when the kill switch 740 is released, as well as to ensure that the battery is not live unless the battery is connected to the eOBM 110 and the kill switch 740 is on. The trip computer includes a processor, memory, GPS component, and other electronic components, which are connected to the ESC 310, the battery management system, and the local throttle 730 and the remote throttle 270 via a controller area network bus system (i.e., a CANBUS system). The waterproof button 820 allows a user to change settings on the display 810.

FIGS. 9A, 9B, 9C and 9D depict perspective views 900, 950, 970, 990 of the transom mount module 115 in accordance with the present embodiments. The transom mount module 115 includes an outer mount body 905, an inner mount carriage 910, a mounting dovetail 915, mount clamps 920, and a remote steering interface 925.

The outer mount body 905 provides a frame for the inner mount carriage 910 to transmit the thrust from the stem 510 to the transom mount module 115 while being able to rotate to adjust the trim angle or for beaching. A single action trim adjustment lever 930 allows for fuss-free rotation of the eOBM 110 without a need to release other latches or levers. The mounting dovetail 915 allows for quick engagement of the eOBM 110 and has a latch 940 that prevents accidental release of the eOBM 110 from the transom mount module 115. The dovetail 915 can be rotated to sixty-five degrees for easy installation and removal of the eOBM 110 by one person.

The mount clamps 920 secure the transom mount module 115 to the transom board of the boat. The bolt holes 945 on the transom mount module 115 allow more permanent securing of the transom mount module 115 to the transom of the boat, with additional holes 945 and slots 947 for adjustment of the mount height.

The interface 925 for a remote steering hydraulic cylinder is designed to integrate a third-party steering system, to allow for remote steering and throttle control from a helm station.

FIGS. 10A, 10B and 10C depict left rear top perspective views 1000, 1030,1060 of different positions of the transom mount 115 during operation in accordance with the present embodiments. The view 1000 depicts the transom mount module 115 in its initial operational position. The view 1030 depicts the transom mount module 115 in its maximum trim position. And the view 1060 depicts the transom mount module 115 in its beaching position.

FIGS. 11A and 11B depict front left top perspective views 1100, 1150 of the battery module 250 in accordance with the present embodiments, where the view 1150 depicts a cutaway view of the battery along 11-11′. The battery module 250 includes a battery pack and battery management system (BMS) 1105, a state of charge (SOC) indicator 1110, a power on/off switch 1115, connectors 1120, and a watertight battery case with a battery case top 1125, a battery case bottom 1127 and a carry handle 1130.

The battery pack consists of the cells which have been built into a pack that fits the overall battery requirements of performance, capacity, weight and size. The BMS controls the battery cells and interfaces with the ESC 310 to ensure that the battery cells and BMS 1105 are operating within design limits. The BMS also provides a low voltage power supply to the eOBM to power the trip computer, while not giving full power to the ESC 310 until the kill switch 740 is in place. When the kill switch 740 is in place, the trip computer is triggered to send a signal to the BMS to provide full power and another signal to the ESC 310 to allow operation. The BMS is also designed to allow multiple batteries to be connected in a “daisy chain” to extend the range and endurance of the boat, thereby advantageously eliminating the need for an external power management system to coordinate and regulate the power supply from multiple batteries in parallel.

The battery SOC indicator 1110 with the on/off switch 1115 indicates the remaining capacity of the battery and alarms from the BMS. The on/off switch 1115 is used to give power to the trip computer, which in turn sends a signal to the BMS to provide full power when the kill switch 740 is in place.

One of the two power-data connectors 1120 is used to connect the battery to the eOBM 110, while the other is used to “daisy chain” multiple batteries. These power-data connectors 1120 are custom designed to meet the requirements of a single connector for both power and data and to assure watertightness when connected.

The moulded plastic watertight case ensures that the battery pack is always dry and remains cooler under the sun, as compared to metal cases. The top carry handle 1130 and a recessed side handhold 1135 make carrying the battery more ergonomic and also ensures safer handling, particularly when putting the battery in small spaces such as fuel lockers or storage compartments.

A 20 A DC charger is provided which is designed to charge the battery using a domestic or an on-board AC power supply. The charger has built-in safety features to prevent over and under voltage charging. Chargers of other power rating are also available, depending on the available power supply.

Referring to FIGS. 12A to 12D, front perspective views 1200, 1250 depict the male electrical connectors 260 and front perspective views 1230, 1280 depict the female electrical connectors 265 in accordance with the present embodiments. The connectors include IP67 male and female power-data connectors, an ergonomic handgrip 1210, a composite power-data wire harness 1215 and a separate optional data wire (not shown) for the remote throttle 270.

The male and female power connectors 1220 have specially designed pins and sockets that double the typical surface area of similar sized pins and sockets, thereby advantageously increasing the maximum current that the pins and sockets can conduct. In addition, the pins and sockets are designed to be anti-spark. The smaller six CANBUS pins and sockets 1225 are also integrated into the same connectors 260, 265, so that there is no need for a separate data cable with typically smaller pins and sockets which are more prone to corrosion.

The composite power-data wire harness 1215 combines the two power cables with the 6-core data wire into a single flat harness, which protects the wires from physical damage and also exposure to direct sunlight and seawater.

Referring to FIG. 13, a front left top view 1300 depicts the remote throttle 270 in accordance with the present embodiments. The remote throttle module 270 consists of the remote throttle case 1310, a display 1320, a kill switch 1330, and single/twin levers 1340.

The remote throttle case 1310 is designed to include the display 1320, kill switch 1330 and a user control button 1350 which is the same as the display module 150 and kill switch 740 used in the local display 150 and mid tiller 725. The case 1310 is watertight to protect the internal components. The remote throttle 270 can be used with a single lever 1340 with a single encoder for single or synchronized twin eOBM operation or with split levers 1340 for independent twin eOBM operation. The lever(s) 1340 can be pushed forward for forward thrust or pulled backwards for reverse thrust.

FIG. 14 depicts a flowchart 1400 of a method for powering on the eOBM 110 in accordance with the present embodiments. As an initial step, a user connects 1402 a power cable between the battery 250 and the eOBM 110. Next, the user presses 1404 the on/off button 1115 on the battery 250 causing 1406 the SOC LED 1110 to turn ON and the low voltage line to turn ON while the main power line remains OFF.

Next, the trip controller of the display module 150 turns ON 1408 and receives battery information such as the State Of Charge and BMS information; the ESC 310 is not yet powered ON. When the kill switch 740 is activated 1410, a hall sensor is triggered and sends a signal for the trip computer to activate the battery 250 and the ESC 310. The power line is now active 1412 so the ESC310 receives power and receives an activation signal via the CANBUS from the trip computer and sends ESC 310 data to the trip computer. The eOBM is now ready for operation 1414.

Referring to FIG. 15, a flowchart 1500 depicts a method for powering off the eOBM in accordance with the present embodiments. Once the kill switch 740 is removed 1502 (i.e., the kill switch 740 is no longer depressed), the ESC 310 stops receiving its activation signal and commands zero rpm 1504 and the hall sensor is deactivated, deactivating the BMS of the battery 250. The ESC 310 then stops receiving power 1506 and the eOBM 110 stops. The trip controller, however, is still powered.

Thus, it can be seen that the present embodiments provide an eOBM which is portable yet capable of high-power quiet and efficient watercraft operation. The eOBM 110 in accordance with the present embodiments is fully emissions-free and advantageously produces low noise and vibration, which is important when operating in many natural water habitats. In addition, the eOBM 110 in accordance with the present embodiments can advantageously be adapted to be mounted under a boat as a drive pod or integrated with a lifting foil as a foil-drive, providing a wide variety of optional uses.

The eOBM 110 in accordance with the present embodiments has options for higher and lower power models which, with slight modifications to the system architecture of the current design to accommodate the smaller or larger motors. The battery pack 1105 capacity is also adjustable to match the motor power. Smaller capacity battery packs will be suitable for lower powered motors for ease of handling without compromising the duration of use, and may not be required to be “daisy chained”. A larger power motor will require more power to operate with reasonable range, so multiple larger batteries that are “daisy chained” can be utilized.

Different propeller 410 designs for each motor 305 facilitate different use scenarios such as high speed, low speed high thrust, or low speed trolling. Also, the remote throttle 270 will have other variants for installation on different boats. For example, a side mounted remote throttle lever(s) with a separate display unit may be mounted on the boat's console.

While exemplary embodiments have been presented in the foregoing detailed description of the invention, it should be appreciated that a vast number of variations exist. It should further be appreciated that the exemplary embodiments are only examples, and are not intended to limit the scope, applicability, operation, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the invention, it being understood that various changes may be made in the function and arrangement of steps and method of operation described in the exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.

ELECTRIC OUTBOARD MOTOR FOR WATERCRAFT

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