Abstract:
The present application includes a multi-function throttle shaft that combines the motor speed-control and the motor direction-control in one tiller handle. Co-functionally, the throttle shaft is rotated clockwise/counterclockwise to control motor speed while intuitively allowing the user to push the throttle in for reverse direction and pull the throttle out for forward direction or vise-versa, based on whether the trolling motor is mounted on the transom or bow of a boat. In either case, the handle is always moved in the same direction that the operator wants the boat to travel.

Description:
FIELD 
     The present application is directed to the field of trolling motors. More specifically, the present application is directed to the field of direction control design in trolling motors. 
     BACKGROUND 
     Presently, there are currently three known ways to reverse direction with a tiller-steer trolling motor. First, the operator can rotate the tiller handle 180°. This procedure places the tiller handle out of the boat and over the water, requiring the operator to leave their seat and assume an awkward and risky position for fishing, back-trolling, docking, etc. Second, some trolling motors provide a switch for electrically reversing the trolling motor direction. These switches are located separate from the tiller handle and require attention to locate, and the use of a second hand to operate or move the tiller steering hand from the tiller handle to the toggle switch and back and forth. Third, most variable speed trolling motors have forward and reverse from a center “Off” position. Clockwise rotation of the throttle handle is normally for forward motion and counterclockwise rotation of the throttle handle is for the reverse direction. With opposite rotational directions for travel direction, it is impossible to change direction instantly and the relationship of motion to rotation is not intuitive but is common. 
     SUMMARY 
     The present application includes a multi-function throttle shaft that combines the motor speed-control and the motor direction-control in one tiller handle. Co-functionally, the throttle shaft is rotated clockwise/counterclockwise to control motor speed while intuitively allowing the user to push the throttle in for reverse direction and pull the throttle out for forward direction or vise-versa, based on whether the trolling motor is mounted on the transom or bow of a boat. In either case, the handle is always moved in the same direction that the operator wants the boat to travel. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an elevation view illustrating a controller head assembly with top cover removed according to an embodiment of the present application. 
         FIG. 2  is a top view of the controller head of  FIG. 1 . 
         FIGS. 3 and 4  are partial cross-sectional side views of the throttle handle according to an embodiment of the present application. 
         FIGS. 5 and 6  are partial elevation views illustrating a controller head assembly with top cover removed according to an embodiment of the present application. 
         FIGS. 7-9  are partial top elevation views of a controller head assembly with top cover removed according to an embodiment of the present application. 
         FIG. 10  is a schematic diagram illustrating a power control circuit according to an embodiment of the present application. 
         FIG. 11  is a schematic diagram illustrating an over-temperature, and surge protection and direction control circuit according to an embodiment of the present application. 
     
    
    
     DETAILED DESCRIPTION 
     The assembly and throttle handle of the present application includes a multi-function throttle handle for a tiller type trolling motor which includes a throttle-off position, variable throttle control, direction control, and a direction-gate that prevents reversing direction above speeds too fast for safety. To support very rapid direction change for boat maneuverability, the controller electronics manages motor surge currents that would otherwise damage the power reversing relays or otherwise require them to be very large and expensive by timing the switching such that zero motor current is flowing in the relay contacts at the instant of reversal. Providing a throttle handle axial movement that corresponds to the desired boat direction and a co-functional rotational movement for speed creates an intuitive control system for unique and maximum boat maneuverability. 
       FIG. 1  is an overview of the controller head assembly  100  with the top cover removed. The throttle handle  110  rotates the speed transducer  140  on the controller board  190  through a slip joint  130  and flexible coupling  135 . The slip joint  130  allows the throttle handle  110  to be pushed in and pulled out of the assembly  100  the distance necessary for operating a direction sensor  120 ,  125  while continuing to engage the flexible coupling  135  that connects the handle  110  to the speed transducer  140 . The rotational position of the speed transducer  140  is not altered by the axial in and out movement of the throttle handle  110 . The slip joint  130 , as shown in more detail in  FIGS. 5 and 6 , engages the flexible coupling  135  without rotational slippage at any axial position of the throttle shaft during in and out movements. 
       FIG. 2  is a top view of the controller head assembly  100 , again with the top cover removed. The throttle handle  110  runs along an x/y-axis and is coupled with the flexible coupling  135  with a slip joint  130 . The specific operation of the slip joint  130  will be discussed further in the descriptions of  FIGS. 5 and 6 . However it should be noted that the slip joint  130  allows the throttle handle  110  to be moved between two positions in the x/y-axis without moving the flexible coupling  135  and the speed transducer  140  in the x/y-axis. The throttle handle  110  is also configured to be rotated around the x/y-axis in a z-radius. During this operation, the slip joint  130  engages the flexible coupling  135 , thus adjusting the throttle by adjusting a potentiometer in the speed transducer  140 . Rotating the throttle handle  110  in a clockwise direction about the z-radius causes the speed of the motor to increase, and rotating the throttle handle in a counter clockwise fashion about the z-radius reduces the speed of the motor. 
     Still referring to  FIG. 2 , the controller head assembly  100  also includes a ring tab  105  configured to provide the user with haptic feedback when changing the direction of the motor by selecting one of two positions in the direction of the x/y-axis. This will be discussed further with respect to  FIGS. 3 and 4 . A throttle stop  145  is molded from the inside surface of the controller head assembly  100 , and provides a physical barrier to the throttle tab  115  such that when a user rotates the throttle handle  110  in a counter clockwise direction about the z-radius, the throttle handle  110  will physically stop rotating when the throttle tab  115  comes in contact with the throttle stop  145 . This position of the throttle handle  110  corresponds with an electrically off position of the motor. Lastly, the ring magnet  120  moves in an x-direction when the throttle handle  110  is moved between a first and second position. The proximity switch  125  detects the movement of the ring magnet  120 , thus controlling the direction of the motor through the circuit, which will be discussed in further detail below. 
     A positive throttle-off position is created with haptic feedback to a user when a throttle off tab  165  shown in  FIGS. 8-9 , passes over the detent button  155  shown in  FIGS. 3 and 4  with rotational movement. The configuration of the throttle off tab  165  on either side of the ring tab  105  makes this haptic feedback possible in both the first and second directional position of the throttle handle  110  and ring tab  105 , as will be discussed further below. The “off” position occurs during the last few degrees of counterclockwise rotation of the throttle shaft  110 . The control electronics ( FIGS. 10 and 11 ) use a voltage comparator means to sense this few degrees of CCW rotation in the speed transducer  140  in  FIGS. 1 and 2  to create a motor inhibit logic and turn off the trolling motor. 
     A positive throttle handle  110  direction change is created with haptic feedback to the user when the ring tab  105  in  FIGS. 1-4  passes over the detent button  155  shown in  FIGS. 3 and 4  with axial movement (either in the x or y direction). The throttle handle  110  continues for a small amount of movement on either side of the detent button  155  to provide a positive engagement for either the forward or the reverse position and to fully activate the proximity switch  125  shown in  FIGS. 1 ,  2 ,  5  and  6 , which can be a magnetic reed switch but not limited to such detection. Over-travel helps to ensure that the detection engagement is not critical and will be robust against vibration and shock that is typical with a trolling motor mounted on a boat and used in water systems subject to rough weather conditions. The detent button  155  is bias against the ring tab  105  by a detent spring  150  configured between the ring tab  155  and the wall of the controller head assembly  100  as shown in  FIGS. 3 and 4 . 
       FIG. 5  illustrates the throttle handle  110  in a pushed in position, and  FIG. 6  illustrates the throttle handle  110  in a pulled out position. It should be stressed that, either position represents forward or reverse boat direction depending on whether the trolling motor is mounted on the transom or the bow of the boat. The over temp, surge protection and direction control circuit  300  includes a bow/transom switch, S 2  in  FIG. 11 , to change the logic of the reversing relays CR 2  and CR 3  and motor direction based on the in or out position of the throttle handle  110  to correspond to the bow or transom mounting position. For example, and referring to  FIG. 5 , if S 2  is in the position designated for a bow mount, then pushing the throttle handle  110  in an x-direction will cause the boat to move in a forward direction. In this position, the ring magnet  120  and slip joint  130  also move in the x-direction, thus activating the proximity switch  125  with the ring magnet  120 , and the slip joint  130  sliding over the flexible coupling  135 . Once again, the slip joint  130  does not engage the flexible coupling when it moves in the axial direction x. Still referring to  FIG. 5 , one last example note should include that in a transom mount situation, moving the throttle handle  110  in an x-direction will cause the motor to operate in a reverse mode. 
       FIG. 6  exemplifies the controller head assembly  100  when the throttle handle  110  is moved axially in the y-direction. Here, the ring magnet  120  and slip joint  130  move with the throttle handle in the y-direction, and the slip joint again does not engage the flexible coupling  135  but instead moves freely without pulling the flexible coupling  135  with it. Here, as the slip joint  130  is moved in the y-direction, the d-piece  132  of the slip joint  130  is exposed. The d-piece  132  is the portion of the slip joint  130  that engages the flexible coupling  135  when the throttle handle  110  is moved in a radial direction when adjusting the amplitude of the throttle. This d-piece  132  incorporated within the slip joint  130  allows the throttle handle to only engage the flexible coupling  135 , and thus the speed transducer  140 , when the throttle handle is moved in a radial direction only. Again, when the switch S 2  is configured for a bow mount, the trolling motor operates in a reverse direction when the throttle handle  110  is pulled in the y-direction. In a transom mount, the motor operates in a forward manner when the throttle handle  110  is pulled in the y-direction. 
     Direction reversal for a trolling motor provides for high maneuverability, but at high motor speed, this activity would be unsafe for the trolling motor operator, passengers and possibly the equipment. To protect against unintended and dangerous direction reversal at high motor speeds, the present invention provides a direction gate  160  shown in  FIGS. 7-9  through which the throttle tab  115  shown in  FIGS. 7-9  must pass to change direction. The throttle direction gate  160  as shown allows direction change preferable in the lower 60% of the throttle range, but blocks direction change preferably in the upper 40% of the throttle range. The throttle tab  115  shown on the x-direction side of the direction gate  160  in  FIG. 7  is near the throttle stop  145  end of travel, and in  FIG. 8  is approximately half way through the range where direction change is allowed approximately 50% of 60%, or 30%. In  FIG. 9 , the throttle tab  115  has passed the gate  160  area for direction change and is committed to the x-direction for the upper range of throttle speed. The same gating to allow direction change during the lower half of throttle speed and blocking direction change during the upper half of throttle speed applies to either the forward or reverse positions. The gate changeover point from shifting to blocking is determined by the ratio of gate open area to gate wall area and is not limited to any particular percentage of throttle travel. 
     Reversing a trolling motor prop rapidly and repeatedly for the purpose of changing the direction of a boat normally puts excessive and expensive demands on the electronic switching devices because the inductive motor currents surge to much higher values than the normal operating currents and the current decay is slow which stress relay contacts with current and solid state devices with avalanche voltages that must be included in the sizing and costing of the design. The present invention uses “zero voltage, zero current” switching techniques that are used in switched-mode power supplies to greatly reduce component cost that would otherwise be required to handle the switching. 
     Relays CR 2  and CR 3  in  FIG. 10  are controlled by the logic of ICs U 2  in  FIGS. 11  and U 3  in  FIG. 10  such that the relays never change a present state until the motor current through the relays CR 2 , CR 3  has diminished to zero over a time determined by the inductance of the motor after the motor current PWM has been terminated through the power MOSFET device Q 1  in  FIG. 10  connecting the relays to the motor in either the forward or the reverse configurations. 
     Referring to  FIGS. 10 and 11  simultaneously, the magnet in  FIG. 11  corresponds to the ring magnet  120  in  FIGS. 1 ,  2 ,  5  and  6 . As the magnet is moved between the two positions axially of the throttle handle  110 , the proximity switch  125 , here depicted in  FIG. 11  as switch S 1 , detects the movement of the magnet and controls whether the reverse relay CR 3 , or forward relay CR 2  is being driven. 
     The present invention has been described in terms of specific embodiments incorporating details to facilitate the understanding of the principals of construction and operation of the invention. Such reference herein to specific embodiments and details thereof is not intended to limit the scope of the claims appended hereto. It will be apparent to those skilled in the art that modifications may be made in the embodiment chosen for illustration without departing from the spirit and scope of the invention.