WO2018112658A1

WO2018112658A1 - Intelligent boat engine kill switch systems and methods

Info

Publication number: WO2018112658A1
Application number: PCT/CA2017/051585
Authority: WO
Inventors: Justin TAYLOR
Original assignee: Flex Ltd.
Priority date: 2016-12-22
Filing date: 2017-12-22
Publication date: 2018-06-28
Also published as: WO2018112661A1; WO2018112659A1

Abstract

The present disclosure relates to intelligent boat engine kill switch systems and methods. In accordance with one aspect, a system for a marine vessel includes a processor, sensors configured to communicate with the processor, an engine kill switch configured to communicate with the processor, and a memory coupled to the processor and having instructions stored thereon. The sensors include an operator presence detector, a speedometer, an accelerometer, and an engine power sensor. The instructions, when executed by the processor, cause the system to receive signals from the operator presence detector, the speedometer, the accelerometer, and the engine power sensor, determine based on the signals that a possible man-over-board event has occurred, and trigger the engine kill switch in response to the determination.

Description

INTELLIGENT BOAT ENGINE KILL SWITCH SYSTEMS AND METHODS CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority to U.S. Provisional Application No. 62/438,261, filed December 22, 2016, U.S. Provisional Application No. 62/438,259, filed December 22, 2016, and U. S. Provisional Application No. 62/438,280, filed December 22, 2016. The entire contents of each and every priority application are hereby incorporated by reference herein.

TECHNICAL FIELD

[0002] The present disclosure relates to boat engine kill switches, and more particularly, to intelligent boat engine kill switch systems and methods.

BACKGROUND

[0003] A simple lanyard and wristband connected to a kill switch is a common safety feature on small or medium size boats. This is provided to kill the engine in the event the boat hits a wave or obstacle and the operator is ejected from the seat or boat. Most users defeat this system as it is uncomfortable on long trips and often impractical, as boat operators will often leave their seat or lean or extend an arm's reach during docking or getting underway to deploy or retrieve bumpers. Among other alternatives, killing the engine with even a slight breeze or current leaves the boat vulnerable to a collision or grounding in a constrained waterway. The present disclosure seeks to resolve these and other issues of the current systems.

SUMMARY

[0004] The present disclosure relates to intelligent boat engine kill switch systems and methods. One aspect of the present disclosure is directed to an intelligent boat engine kill switch system and method providing some freedom for the boat operator at low power, low speed, or at engine idle. [0005] In accordance with one aspect of the present disclosure, a system for a marine vessel includes a processor, sensors configured to communicate with the processor, an engine kill switch configured to communicate with the processor, and a memory coupled to the processor and having instructions stored thereon. The sensors include an operator presence detector, a speedometer, an accelerometer, and an engine power sensor. The instructions, when executed by the processor, cause the system to receive signals from the operator presence detector, the speedometer, the accelerometer, and the engine power sensor, determine based on the signals that a possible man-over-board event is occurring, and trigger the engine kill switch in response to the determination.

[0006] In accordance with another aspect, the instructions, when executed by the processor, cause the system, in determining that a possible man-over-board event is occurring, to determine that a possible man-over-board event is occurring based on at least one of: the operator presence detector does not detect that the operator is present, a vessel speed detected by the speedometer is above a high speed threshold, an engine power detected by the engine power sensor is above a high power setting, or a vessel deceleration detected by the accelerometer is more sudden than a deceleration threshold.

[0007] In accordance with another aspect, the system includes an audible alarm capable of being triggered and being reset, and the instructions, when executed by the processor, cause the system to trigger the audible alarm in response to the determination.

[0008] In accordance with another aspect, the system includes an Emergency Position Indicating Radio Beacon (EPIRB) capable of transmitting a "May Day" signal, and the instructions, when executed by the processor, cause the system to trigger the EPIRB to transmit the "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered. [0009] In accordance with another aspect, the system includes a very high frequency digital selective calling (VHF-DSC) radio capable of transmitting a "May Day" signal, and the instructions, when executed by the processor, cause the system to trigger the VHF-DSC radio to transmit the "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

[0010] In accordance with another aspect, the system includes a transmitter configured to access one or more of a telephone network, a cellular network, or a low-power wide-area network (LP WAN), and the instructions, when executed by the processor, cause the system to transmit a distress message using the transmitter if the audible alarm is not reset within a predetermined time period after it was triggered.

[0011] In accordance with another aspect, the instructions, when executed by the processor, cause the system to receive a signal from the operator presence detector indicating that an operator is not proximate to the operator presence detector, and determine that an engine kill event is not occurring based one or more of a signal from the speedometer indicating a marine vessel speed, a signal from the accelerometer indicating a marine vessel acceleration, or a signal from the engine power sensor indicating an engine power setting.

[0012] In accordance with another aspect, the instructions, when executed by the processor, cause the system, in determining that an engine kill event is not occurring, to determine that the marine vessel speed is below a low speed threshold.

[0013] In accordance with another aspect, the instructions, when executed by the processor, cause the system, in determining that an engine kill event is not occurring, to determine that the marine vessel acceleration is slower than a slow acceleration threshold.

[0014] In accordance with another aspect, the instructions, when executed by the processor, cause the system, in determining that an engine kill event is not occurring, to determine that the engine power setting is below a low power setting. [0015] In one aspect of the present disclosure, a method is disclosed for operating a marine vessel that has an engine kill switch and sensors including an operator presence detector, a speedometer, an accelerometer, and an engine power sensor. The method includes receiving signals from the operator presence detector, the speedometer, the accelerometer, and the engine power sensor, determining based on the signals that a possible man-overboard event has occurred, and triggering the engine kill switch in response to the determination.

[0016] In accordance with another aspect, determining that a possible man-over-board event is occurring includes determining that a possible man-over-board event is occurring based on one or more of: the operator presence detector does not detect that the operator is present, a vessel speed detected by the speedometer is above a high speed threshold, an engine power detected by the engine power sensor is above a high power setting, or a vessel deceleration detected by the accelerometer is more sudden than a deceleration threshold.

[0017] In accordance with another aspect, the method includes triggering an audible alarm in response to the determination, where the audible alarm is capable of being reset.

[0018] In accordance with another aspect, the method includes triggering an Emergency Position Indicating Radio Beacon (EPIRB) to transmit a "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

[0019] In accordance with another aspect, the method includes triggering a very high frequency digital selective calling (VHF-DSC) radio to transmit a "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

[0020] In accordance with another aspect, the method includes transmitting, by a transmitter configured to access one or more of a telephone network, a cellular network, or a low-power wide-area network (LP WAN), a distress message if the audible alarm is not reset within a predetermined time period after it was triggered. [0021] In accordance with another aspect, the method includes receiving a signal from the operator presence detector indicating that an operator is not proximate to the operator presence detector, and determining that an engine kill event is not occurring based on one or more of a signal from the speedometer indicating a marine vessel speed, a signal from the accelerometer indicating a marine vessel acceleration, or a signal from the engine power sensor indicating an engine power setting.

[0022] In accordance with another aspect, determining that an engine kill event is not occurring includes determining that the marine vessel speed is below a low speed threshold.

[0023] In accordance with another aspect, determining that an engine kill event is not occurring includes determining that the marine vessel acceleration is slower than a slow acceleration threshold.

[0024] In accordance with another aspect, determining that an engine kill event is not occurring includes determining that the engine power setting is below a low power setting.

[0025] Further details and aspects of exemplary embodiments of the present disclosure are described in more detail below with reference to the appended figures.

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 is a block diagram of an exemplary intelligent engine kill switch system using a NMEA-2000 protocol in accordance with aspects of the present disclosure;

[0027] FIG. 2 is a block diagram of an exemplary intelligent engine kill switch system using discrete interfaces in accordance with aspects of the present disclosure;

[0028] FIG. 3 is a block diagram of an exemplary intelligent engine kill switch system using man-over-board detection in accordance with aspects of the present disclosure;

[0029] FIG. 4 is a block diagram of another exemplary intelligent engine kill switch system using man-over-board detection in accordance with aspects of the present disclosure; [0030] FIG. 5 is a block diagram of an exemplary intelligent engine kill switch system using a EPIRB in accordance with aspects of the present disclosure; and

[0031] FIG. 6 is a block diagram of an exemplary intelligent engine kill switch system using a marine VHF-DSC radio in accordance with aspects of the present disclosure.

DETAILED DESCRIPTION

[0032] The present disclosure relates to intelligent boat engine kill switch systems and methods. One aspect of the present disclosure is directed to an intelligent boat engine kill switch system and method providing some freedom for the boat operator at low power, low speed, or at engine idle.

[0033] Referring to FIG. 1, there is shown a block diagram of an embodiment of the intelligent boat engine kill switch system 100, which includes an intelligent engine kill switch 102. The engine kill switch 102 is a communication and processing device. In various embodiments, the engine kill switch 102 includes a processor and a memory storing instructions to be executed by the processor. In various embodiments, the processor can be a central processing unit (CPU), a digital signal processor (DSP), a microcontroller, or another type of processor. In various embodiments, the memory can include volatile memory such as random access memory (RAM), non-volatile memory such as flash memory, and/or storage memory such as a hard disk drive. In various embodiments, the engine kill switch 102 can include application specific integrated circuits (ASIC) and/or other circuitry such as field programmable gate arrays (FPGA).

[0034] The engine kill switch 102 is in communication with an engine controller 104 and a throttle controller 106. The engine controller 104 communicates engine RPM to the engine kill switch 102, and the throttle controller 106 communicates the position of the throttle 108 to the engine kill switch 102. In various embodiments, the engine controller 104 and the throttle controller 106 can communicate other information to the engine kill switch 102. In the illustrated embodiment, the engine controller 104 communications with the engine kill switch 102 using the National Marine Electronics Association's NMEA-2000 protocol, which persons skilled in the art will recognize. In various embodiments, other protocols can be used by the disclosed system, including protocols for implementing machine-to -machine or Internet of Things (IoT) architectures and systems, such as the MQTT protocol.

[0035] The intelligent engine kill switch system 100 includes various sensors in communication with the engine kill switch 102, including a seat presence detector 110, steering wheel presence detector 112, an accelerometer 114, a GPS device 116, and a water speed sensor 1 18. The seat presence sensor 110 and the steering wheel sensor 112 detect whether the boat operator is present at the operator seat and the steering wheel, respectively. The accelerometer 1 14 detects the acceleration of the vessel. The GPS device 116 and the water speed sensor 1 18 detect the speed of the vessel. Implementations of such sensors 110- 118 will be understood by persons skilled in the art.

[0036] The sensors 110-118 communicate signals to the intelligent engine kill switch 102, which processes the signals. In various embodiments, the engine kill switch 102 can process the sensor signals and the communications from the engine controller 104 and the throttle controller 106 to recognize circumstances when an engine kill event is occurring and to recognize circumstances when an engine kill event is not occurring.

[0037] As previously mentioned, one aspect of the present disclosure is directed to the intelligent boat engine kill switch system and method providing some freedom for the boat operator at low power, low speed, or at engine idle. In various embodiments, the intelligent engine kill switch 102 may receive signals indicating that the boat operator is not present at the operator seat or at the steering wheel, but may recognize that an engine kill event is not occurring based on indications received from other sensors. [0038] In various embodiments, the engine kill switch 102 may recognize that an engine kill event is not occurring if, for example, the accelerometer 114 indicates that the vessel acceleration is slower than a slow acceleration threshold, the throttle position 108 is lower than a low power setting, and/or the vessel speed is lower than a low speed threshold. In various embodiments, the values for the slow acceleration threshold, the low power setting, and the low speed threshold can be tailored to a particular marine vessel or type of marine vessel. In various embodiments, these values can be adjustable within a certain range of thresholds. In various embodiments, various rules can be applied to sensor signal values and other communicated information can indicate that an engine kill event is not occurring.

[0039] Referring now to FIG. 2, there is shown another embodiment of an intelligent engine kill switch system. In comparison to the system of FIG. 1, the system of FIG. 2 may be better suited for marine vessels that use legacy communication protocols and/or discrete communications connections, such as the NMEA-0183 protocol. Otherwise, the components of the illustrated system of FIG. 2 may perform the same functionality described in connection with FIG. 1.

[0040] In the illustrated embodiments in FIG. 1 and FIG. 2, the intelligent engine kill switch 102 is illustrated as a standalone component. In various embodiments, the intelligent engine kill switch 102 can be integrated into the throttle controller 106 or integrated into a boat digital hub, which will be described in connection with FIG. 4.

[0041] Referring now to FIG. 3, there is shown a block diagram of an intelligent engine kill switch system 300 that includes man-over-board detection. For clarity of illustration, various sensor components from FIG. 1 and FIG. 2 are not shown in FIG. 3 but are intended to be part of the system of FIG. 3, such as the operator presence detectors 110, 112, the accelerometer 114, and the water speed sensor 118. Additionally, the engine kill switch 302 can be a standalone device or can be integrated into a throttle controller. [0042] In FIG. 3, the intelligent engine kill switch 302 can determine if a possible man- over-board event is occurring based on sensor signals. In various embodiments, the engine kill switch 302 determines that a possible man-over-board event is occurring when the operator presence detector(s) 110, 112 do not detect the operator's presence, and the vessel speed is above a high speed threshold, the throttle position 108 is above a high power setting, and/or the vessel acceleration/deceleration is more sudden than an acceleration/deceleration threshold (e.g. , airborne followed by a high impact or violent turn). In various embodiments, the values for the acceleration/deceleration threshold, the high power setting, and the high speed threshold can be tailored to a particular marine vessel or type of marine vessel. In various embodiments, these values can be adjustable within a certain range of thresholds. In various embodiments, various rules can be applied to sensor signal values and other communicated information can indicate that a man-over-board event is occurring.

[0043] In various embodiments, the operator presence detector(s) can be the seat detector 110 and/or steering wheel detector 112 shown in FIG. 1 or FIG. 2. In various embodiments, the operator presence detector(s) can be or can include a detector for a signal of a short range radio beacon on a person or a life jacket 304. When the operator presence detector is a detector for a short range radio beacon 304, the absence of a detected short range radio beacon, or a lost connection to the short range radio beacon, or a detection that the short range radio beacon is submerged, can indicate a man-over-board event.

[0044] The system of FIG. 3 includes an audible and/or visual man-over-board alarm 306 that provides an alert of a man-over-board event, an interface for resetting the man-overboard alarm 308, such as a manual reset button, and a chart plotter 310 that can indicate a man-over-board (MOB) position. When the engine kill switch 302 determines that a man- over-board event is occurring, the engine kill switch 302 can trigger the alarm 306 to provide an alert, communicate the engine kill signal to the engine controller 312 to shut down the engine, obtain the vessel position using the GPS receiver 314, and provide the vessel position to the chart plotter 310 as the MOB position.

[0045] Referring now to FIG. 4, another embodiment of an intelligent engine kill system is shown that includes a digital boat hub 402. In various embodiments, the digital boat hub 402 provides communication capability and can provide access to a telephone network, a cellular network, and/or a low power wide area network (LPWAN). Using the digital boat hub 402, the intelligent engine kill switch 302 can direct a distress message to be transmitted, such as an emergency telephone message or a cellular text message. In various embodiments, the intelligent engine kill switch 302 can direct the digital hub 402 to transmit a distress message if the man- over-board alarm reset 308 is not triggered within a predetermine time period after the alarm 306 is triggered. In various embodiments, the intelligent engine kill switch 302 can be a standalone device or can be integrated into the digital boat hub 402.

[0046] FIG. 5 shows another embodiment of an intelligent engine kill system that includes an emergency position indicating radio beacon (EPIRB) 502, which can be a 406MHz EPIRB that is capable of transmitting a "May Day" signal. In various embodiments, the intelligent engine kill switch 302 can direct the EPIRB to transmit a "May Day" signal if the man-over-board alarm reset 308 is not triggered within a predetermine time period after the alarm 306 is triggered. In various embodiments, the intelligent engine kill system can include a personal location beacon (not shown) in place of or in addition to the EPIRB. The personal location beacon and EPIRB can contact search and rescue services via the COSPAS/SARSAT satellite network.

[0047] FIG. 6 shows another embodiment of an intelligent engine kill system that includes a marine very high frequency digital select calling (VHF DSC) radio 602, which can include a legacy emergency button 604 and can be capable of transmitting a "May Day" signal. In various embodiments, when the emergency button 604 is activated, the VHF DSC radio 602 can transmit the "May Day" signal. In various embodiments, the intelligent engine kill switch 302 can direct the VHF DSC radio 602 to transmit a "May Day" signal if the man- over-board alarm reset 308 is not triggered within a predetermine time period after the alarm 306 is triggered. In various embodiments, the intelligent engine kill system can include automatic identification system (AIS) technology (not shown) in place of or in addition to the VHF DSC radio 602. The AIS technology can contact the Coast Guard and/or other VHF DSC radios nearby.

[0048] The embodiments disclosed herein are examples of the disclosure and may be embodied in various forms. For instance, although certain embodiments herein are described as separate embodiments, each of the embodiments herein may be combined with one or more of the other embodiments herein. Specific structural and functional details disclosed herein are not to be interpreted as limiting, but as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present disclosure in virtually any appropriately detailed structure. Like reference numerals may refer to similar or identical elements throughout the description of the figures.

[0049] The phrases "in an embodiment," "in embodiments," "in various embodiments," "in some embodiments," or "in other embodiments" may each refer to one or more of the same or different embodiments in accordance with the present disclosure. A phrase in the form "A or B" means "(A), (B), or (A and B)." A phrase in the form "at least one of A, B, or C" means "(A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and Q."

[0050] Any of the herein described methods, programs, algorithms or codes may be converted to, or expressed in, a programming language or computer program. The terms "programming language" and "computer program," as used herein, each include any language used to specify instructions to a computer, and include (but is not limited to) the following languages and their derivatives: Assembler, Basic, Batch files, BCPL, C, C+, C++, Delphi, Fortran, Java, JavaScript, machine code, operating system command languages, Pascal, Perl, PL1, scripting languages, Visual Basic, metalanguages which themselves specify programs, and all first, second, third, fourth, fifth, or further generation computer languages. Also included are database and other data schemas, and any other meta-languages. No distinction is made between languages which are interpreted, compiled, or use both compiled and interpreted approaches. No distinction is made between compiled and source versions of a program. Thus, reference to a program, where the programming language could exist in more than one state (such as source, compiled, object, or linked) is a reference to any and all such states. Reference to a program may encompass the actual instructions and/or the intent of those instructions.

[0051] It should be understood that the foregoing description is only illustrative of the present disclosure. Various alternatives and modifications can be devised by those skilled in the art without departing from the disclosure. Accordingly, the present disclosure is intended to embrace all such alternatives, modifications and variances. The embodiments described with reference to the attached drawing figures are presented only to demonstrate certain examples of the disclosure. Other elements, steps, methods, and techniques that are insubstantially different from those described above and/or in the appended claims are also intended to be within the scope of the disclosure.

[0052] The systems described herein may also utilize one or more controllers to receive various information and transform the received information to generate an output. The controller may include any type of computing device, computational circuit, or any type of processor or processing circuit capable of executing a series of instructions that are stored in a memory. The controller may include multiple processors and/or multicore central processing units (CPUs) and may include any type of processor, such as a microprocessor, digital signal processor, microcontroller, programmable logic device (PLD), field programmable gate array (FPGA), or the like. The controller may also include a memory to store data and/or instructions that, when executed by the one or more processors, causes the one or more processors to perform one or more methods and/or algorithms.

[0053] Any of the herein described methods, programs, algorithms or codes may be converted to, or expressed in, a programming language or computer program. The terms "programming language" and "computer program," as used herein, each include any language used to specify instructions to a computer, and include (but is not limited to) the following languages and their derivatives: Assembler, Basic, Batch files, BCPL, C, C+, C++, Delphi, Fortran, Java, JavaScript, machine code, operating system command languages, Pascal, Perl, PL1, scripting languages, Visual Basic, metalanguages which themselves specify programs, and all first, second, third, fourth, fifth, or further generation computer languages. Also included are database and other data schemas, and any other meta-languages. No distinction is made between languages which are interpreted, compiled, or use both compiled and interpreted approaches. No distinction is made between compiled and source versions of a program. Thus, reference to a program, where the programming language could exist in more than one state (such as source, compiled, object, or linked) is a reference to any and all such states. Reference to a program may encompass the actual instructions and/or the intent of those instructions.

[0054] It should be understood that the foregoing description is only illustrative of the present disclosure. Various alternatives and modifications can be devised by those skilled in the art without departing from the disclosure. Accordingly, the present disclosure is intended to embrace all such alternatives, modifications and variances. The embodiments described with reference to the attached drawing figures are presented only to demonstrate certain examples of the disclosure. Other elements, steps, methods, and techniques that are insubstantially different from those described above and/or in the appended claims intended to be within the scope of the disclosure.

Claims

What is Claimed;

1. A system for a marine vessel, the system comprising:

a processor;

a plurality of sensors configured to communicate with the processor, the plurality of sensors including an operator presence detector, a speedometer, an accelerometer, and an engine power sensor;

an engine kill switch configured to communicate with the processor; and

a memory coupled to the processor and having instructions stored thereon which, when executed by the processor, cause the system to:

receive signals from the operator presence detector, the speedometer, the accelerometer, and the engine power sensor,

determine based on the signals that a possible man-over-board event is occurring, and

trigger the engine kill switch in response to the determination.

2. The system of claim 1, wherein the instructions, when executed by the processor, further cause the system, in determining that a possible man-over-board event is occurring, to determine that a possible man-over-board event is occurring based on at least one of: the operator presence detector does not detect that the operator is present, a vessel speed detected by the speedometer is above a high speed threshold, an engine power detected by the engine power sensor is above a high power setting, or a vessel deceleration detected by the accelerometer is more sudden than a deceleration threshold.

3. The system of claim 1, further comprising an audible alarm capable of being triggered and being reset, wherein the instructions, when executed by the processor, further cause the system to trigger the audible alarm in response to the determination.

4. The system of claim 3, further comprising an Emergency Position Indicating Radio Beacon (EPIRB) capable of transmitting a "May Day" signal, wherein the instructions, when executed by the processor, further cause the system to trigger the EPIRB to transmit the "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

5. The system of claim 3, further comprising a very high frequency digital selective calling (VHF-DSC) radio capable of transmitting a "May Day" signal, wherein the instructions, when executed by the processor, further cause the system to trigger the VHF- DSC radio to transmit the "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

6. The system of claim 3, further comprising a transmitter configured to access at least one of: a telephone network, a cellular network, or a low-power wide-area network (LPWAN), wherein the instructions, when executed by the processor, further cause the system to transmit a distress message using the transmitter if the audible alarm is not reset within a predetermined time period after it was triggered.

7. The system of claim 1, wherein the instructions, when executed by the processor, further cause the system to: receive a signal from the operator presence detector indicating that an operator is not proximate to the operator presence detector; and

determine that an engine kill event is not occurring based on at least one of: a signal from the speedometer indicating a marine vessel speed, a signal from the accelerometer indicating a marine vessel acceleration, or a signal from the engine power sensor indicating an engine power setting.

8. The system of claim 7, wherein the instructions, when executed by the processor, further cause the system, in determining that an engine kill event is not occurring, to determine that the marine vessel speed is below a low speed threshold.

9. The system of claim 7, wherein the instructions, when executed by the processor, further cause the system, in determining that an engine kill event is not occurring, to determine that the marine vessel acceleration is slower than a slow acceleration threshold.

10. The system of claim 7, wherein the instructions, when executed by the processor, further cause the system, in determining that an engine kill event is not occurring, to determine that the engine power setting is below a low power setting.

11. A method of operating a marine vessel having an engine kill switch and a plurality of sensors including an operator presence detector, a speedometer, an accelerometer, and an engine power sensor, the method comprising:

receiving signals from the operator presence detector, the speedometer, the accelerometer, and the engine power sensor; determining based on the signals that a possible man-over-board event is occurring; and

triggering the engine kill switch in response to the determination.

12. The method of claim 11, wherein determining that a possible man-over-board event is occurring includes determining that a possible man-over-board event is occurring based on at least one of: the operator presence detector does not detect that the operator is present, a vessel speed detected by the speedometer is above a high speed threshold, an engine power detected by the engine power sensor is above a high power setting, or a vessel deceleration detected by the accelerometer is more sudden than a deceleration threshold.

13. The method of claim 11, further comprising triggering an audible alarm in response to the determination, the audible alarm capable of being reset.

14. The method of claim 13, further comprising triggering an Emergency Position Indicating Radio Beacon (EPIRB) to transmit a "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

15. The method of claim 13, further comprising triggering a very high frequency digital selective calling (VHF-DSC) radio to transmit a "May Day" signal if the audible alarm is not reset within a predetermined time period after it was triggered.

16. The method of claim 13, further comprising transmitting, by a transmitter configured to access at least one of: a telephone network, a cellular network, or a low-power wide-area