Patent Abstract:
The present subject matter is directed to electronic circuitry and associated hardware configured to electronically control directional signals, i.e., neutral, forward and reverse signals, to the transmission of a watercraft. The circuitry provides for electronic control of the throttle position of the watercraft engine and electronic override of the transmission shifting circuitry to allow throttling up (i.e., revving) of the engine without placing the transmission into gear. In an alternative embodiment, directional control is effected by operation of a lever mechanism and override functionality is effected by manual disengagement of a drive mechanism for the directional control while maintaining operation of the electronic throttle control.

Full Description:
PRIORITY CLAIM 
       [0001]    This application claims the benefit of previously filed U.S. Provisional Patent Application entitled “ELECTRONIC SKI CONTROL,” assigned U.S. Ser. No. 61/386,627, filed Sep. 27, 2010, and U.S. Provisional Patent Application entitled “ELECTRONIC SKI CONTROL,” assigned U.S. Ser. No. 61/425,352, filed Dec. 21, 2010, both of which are incorporated herein by reference for all purposes. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present subject matter relates to propulsion control systems. More particularly, the present subject matter relates to electronic propulsion control systems for small watercraft. 
       BACKGROUND OF THE INVENTION 
       [0003]    Propulsion control systems are extensively used to provide a means to control neutral, forward and reverse signals to the transmission and to control the throttle position of the engine of all types of watercraft. Typical propulsion control systems use mechanical cables to shift the transmissions into and out of neutral, forward and reverse and also make use of mechanical cables to increase engine RPM. Some propulsion control systems make use of electronic switches to shift the transmission into and out of neutral, forward and reverse with a mechanical cable to increase engine RPM while others may use mechanical cables to shift the transmissions into and out of neutral, forward and reverse and use electronic position sensors to increase engine RPM while still others may use any combination of mechanical cable and electronic means. 
         [0004]    Some propulsion control systems utilize an individual handle to control the shifting of the transmission and a separate handle for throttling the engine while other propulsion control systems such as systems on recreational ski watercraft utilize a single handle to control shifting and throttling. Propulsion control systems that utilize a single handle to control shifting and throttling require a means to throttle and rev the engine independently of the shifting the transmission into and out of neutral, forward and reverse. Such systems utilize a mechanical means to disengage the shift mechanism from the handle. For single handle propulsion control systems that utilize mechanical cables for shifting and throttling and a mechanical means to disengage the shift mechanism from the handle require an increase in the number of components needed for the assembly and are extremely susceptible to mechanical failure, wearing out of parts, tolerance issues between mating parts at the manufacturing and assembly levels, etc. 
         [0005]    Single handle propulsion control systems also require a mechanical means to lock the handle in the neutral shift position to prevent accidental shifting of the transmission into gear and acceleration of the watercraft. 
         [0006]    In light of such deficiencies recognized herewith in the known propulsion control systems, it would be desirable to provide a propulsion control systems that significantly improves operational reliability and at the same time provides significant simplification of required components. 
         [0007]    Prior watercraft control systems have been disclosed in the following U.S. Pat. Nos.: 6,414,607 to Gonring, et al. entitled “Throttle position sensor with improved redundancy and high resolution,” 6,485,340 to Kolb et al., entitled “Electrically controlled shift and throttle system,” 6,704,643 to Suhre, et al. entitled “Adaptive calibration strategy for a manually controlled throttle system,” and 6,587,765, 6,751,533, and 6,965,817 all to Graham, et al. and all entitled “Electronic control system for marine vessels.” 
         [0008]    The complete disclosures of the herein referenced patent related publications are fully incorporated herein for all purposes. 
         [0009]    While various configurations of propulsion control systems have been developed, no design has emerged that generally encompasses all of the desired characteristics as hereafter presented in accordance with the subject technology. 
       SUMMARY OF THE INVENTION 
       [0010]    In view of the recognized features encountered in the prior art and addressed by the present subject matter, an improved electronic propulsion control system for small watercraft has been developed. It should be understood that the present subject matter equally encompasses both methodologies and corresponding apparatuses. 
         [0011]    In an exemplary configuration, watercraft control circuitry is provided to enable operation of the watercraft in both normal and override modes. 
         [0012]    In one form, the present subject matter provides an interlock circuit that permits an operator to operate the throttle of a watercraft in an override mode without engaging the watercraft&#39;s transmission. 
         [0013]    In accordance with aspects of certain embodiments of the present subject matter, a failsafe configuration is provided that inhibits engagement of the watercraft&#39;s transmission upon failure of certain control circuit components. 
         [0014]    In accordance with certain aspects of other embodiments of the present subject matter, methodologies have been developed to positively indicate to an operator when the circuitry is operating in an override mode. 
         [0015]    In accordance with aspects of still further embodiments of the present subject matter, override mode operation is automatically terminated when an operator selects a neutral throttle position. 
         [0016]    One present exemplary embodiment relates to a propulsion control system for watercraft, comprising a handle assembly movable among at least respective forward, neutral, and reverse positions thereof; a cam configured for rotation about an axis upon movement of such handle assembly, such cam including a central portion and at least one lobe extending from such central portion; a plurality of switches positioned proximate such cam for operation thereby upon contact by such at least one lobe, such plurality of switches configured to provide respective forward, neutral, and reverse signals when contacted by such at least one lobe; an actuator configured for rotation about an axis upon movement of such handle assembly; a sensor positioned proximate such actuator for operation thereby, such sensor configured to provide an output corresponding to the rotational angle of such actuator; and a manual override switch configured to inhibit such forward and reverse signals when such handle assembly is moved from such neutral position thereof. 
         [0017]    In one variation of the foregoing, such actuator may comprise a permanent magnet. In another present variation, such manual override switch may comprise a normally open manually operated switch. 
         [0018]    In still further variations, such sensor output may be configured to comprise a continuous output; and such system may further comprise a self-sealing circuit configured to continue inhibiting such forward and reverse signals until such handle assembly is returned to such neutral position thereof. In some of such variations, a given such system may further comprise an indicator for providing a visual indication upon operation of such manual override switch. In some, such visual indicator may comprise a light emitting diode. 
         [0019]    In still further present system variations, such sensor output may be configured to comprise a continuous output; and such system may further comprise an interlock circuit configured to inhibit such forward and reverse signals upon failure of at least one of such plurality of switches configured to provide such forward and reverse signals. 
         [0020]    In other present variations, such sensor output may be configured to comprise a continuous output; and such system may further comprise a handle locking mechanism configured to mechanically retain such handle assembly in such neutral position until manually released. In alternatives of such, a release cup may be positioned proximate a manually engageable end of such handle assembly. In some of such alternatives, such handle locking mechanism may comprise a dead bolt releasable by operation of such release cup. 
         [0021]    In yet other present alternatives, present systems may further comprise at least one switch located in a handle portion of such handle assembly, such at least one switch configured for control of a watercraft associated mechanism. In certain such systems, such watercraft associated mechanism may correspond to one of trim tabs, wedge hydrofoils, surf tabs, and drives. 
         [0022]    In other present alternatives, some of the foregoing systems may further comprise an emergency stop switch configured to kill one or more engines of an associated watercraft. 
         [0023]    Yet another present exemplary embodiment in accordance with the present subject matter may relate to a propulsion control system for watercraft, comprising a handle assembly, a cam, a plurality of switches, and a manual override switch. Preferably such handle assembly is movable among at least forward, neutral, and reverse positions thereof, such cam is preferably configured for rotation about an axis upon movement of such handle assembly, and with such cam including a central portion and at least one lobe extending from such central portion. 
         [0024]    Further, such plurality of switches are preferably positioned proximate such cam for operation thereby upon contact by such at least one lobe, with such plurality of switches configured to provide respective forward, neutral, and reverse signals when operated by such at least one lobe. Still further, such manual override switch is preferably configured to inhibit such forward and reverse signals when such handle assembly is moved from such neutral position thereof. 
         [0025]    In further alternative arrangements of the foregoing, such manual override switch may comprise a normally open manually operated switch. 
         [0026]    In other present alternatives, such a system may further comprise a self-sealing circuit configured to continue inhibiting such forward and reverse signals until such handle assembly is returned to such neutral position thereof. In variations thereof, such system may further comprise an indicator for providing a visual indication upon operation of such manual override switch. In some embodiments, such visual indicator may comprise a light emitting diode. 
         [0027]    In other present alternatives, a present exemplary system as the foregoing may in some instances further comprise an interlock circuit configured to inhibit such forward and reverse signals upon failure of at least one of such plurality of switches configured to provide such forward and reverse signals. 
         [0028]    In other variations, such system may further comprise a handle locking mechanism configured to mechanically retain such handle assembly in such neutral position until manually released. In some, such an exemplary present system may further comprise a release cup positioned proximate a manually engageable end of such handle assembly. In still others, such handle locking mechanism may comprise a dead bolt releasable by operation of such release cup. 
         [0029]    It is to be understood by those of ordinary skill in the art from the complete disclosure herewith that the present subject matter equally relates to system subject matter, as well as corresponding and/or associated methodology. For example, one present exemplary method for controlling watercraft propulsion may comprise configuring a handle assembly for movement among at least respective forward, neutral, and reverse positions thereof; associating first and second actuators with such handle assembly for rotation about an axis upon movement of such handle assembly; positioning a plurality of switches proximate such first actuator for operation thereby; positioning a sensor proximate the second actuator and configured to provide an output corresponding to the rotational angle of such second actuator; generating respective forward, neutral, and reverse signals upon actuation of selected of the plurality of switches; and selectively inhibiting the forward and reverse signals when the handle assembly is moved from its neutral position. 
         [0030]    In alternatives of the foregoing exemplary method, such sensor output may be continuous; and such selectively inhibiting may comprise manually operating a normally open switch. In some present variations, the present method may yet further comprise continuously inhibiting such forward and reverse signals until the handle assembly is returned to its neutral position. 
         [0031]    In others, present methodology may alternatively further comprise activating a visual indicator concurrently with inhibiting the forward and reverse signals. In some, such activating of a visual indicator may comprise activating a light emitting diode. 
         [0032]    In yet other present variations, present methodology may alternatively in some instances further comprise inhibiting the forward and reverse signals upon failure of at least one of the selected switches configured to provide such forward and reverse signals. 
         [0033]    Yet another present exemplary methodology embodiment relates to a method for controlling watercraft propulsion, comprising configuring a handle assembly for movement among at least respective forward, neutral, and reverse positions thereof; associating an actuator with the handle assembly for rotation about an axis upon movement of such handle assembly; positioning a plurality of switches proximate the actuator for operation thereby; generating respective forward, neutral, and reverse signals upon actuation of selected of such plurality of switches; and selectively inhibiting the forward and reverse signals when the handle assembly is moved from its neutral position. 
         [0034]    Alternatives of such methodology may relate to such selectively inhibiting functionality comprising manually operating a normally open switch. 
         [0035]    In others, present methodology may further comprise continuously inhibiting such forward and reverse signals until the handle assembly is returned to its neutral position. In others, present methodology may further comprise activating a visual indicator concurrently with inhibiting the forward and reverse signals. In some, such activating of a visual indicator may comprise activating a light emitting diode. 
         [0036]    Other alternative present methodologies may further comprise inhibiting the forward and reverse signals upon failure of at least one of such selected switches configured to provide such forward and reverse signals. In yet others, present methodology may further comprise locking the handle assembly in its neutral position until manually released. 
         [0037]    Additional objects and advantages of the present subject matter are set forth in, or will be apparent to, those of ordinary skill in the art from the detailed description herein. Also, it should be further appreciated that modifications and variations to the specifically illustrated, referred and discussed features, elements, and steps hereof may be practiced in various embodiments and uses of the present subject matter without departing from the spirit and scope of the present subject matter. Variations may include, but are not limited to, substitution of equivalent means, features, or steps for those illustrated, referenced, or discussed, and the functional, operational, or positional reversal of various parts, features, steps, or the like. 
         [0038]    Still further, it is to be understood that different embodiments, as well as different presently preferred embodiments, of the present subject matter may include various combinations or configurations of presently disclosed features, steps, or elements, or their equivalents (including combinations of features, parts, or steps or configurations thereof not expressly shown in the figures or stated in the detailed description of such figures). Additional embodiments of the present subject matter, not necessarily expressed in the summarized section, may include and incorporate various combinations of aspects of features, components, or steps referenced in the summarized objects above, and/or other features, components, or steps as otherwise discussed in this application. Those of ordinary skill in the art will better appreciate the features and aspects of such embodiments, and others, upon review of the remainder of the specification. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0039]    A full and enabling disclosure of the present subject matter, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which: 
           [0040]      FIG. 1  illustrates a front view of the Electronic Ski Control Assembly in accordance with present technology and shows the full range of motion of the assembly; 
           [0041]      FIG. 2  illustrates a side view of the Electronic Ski Control Assembly taken along line A-A in  FIG. 1 ; 
           [0042]      FIG. 3  illustrates a rear section of the Electronic Ski Control Assembly in Neutral position taken along line B-B of  FIG. 2 ; 
           [0043]      FIG. 4  illustrates a rear section of the Electronic Ski Control Assembly in Forward Idle position taken along line B-B of  FIG. 2 ; 
           [0044]      FIG. 5  illustrates a rear section of the Electronic Ski Control Assembly in Forward wide open throttle (WOT) position taken along line B-B of  FIG. 2 ; 
           [0045]      FIG. 6  illustrates a rear section of the Electronic Ski Control Assembly in Reverse Idle position taken along line B-B of  FIG. 2 ; 
           [0046]      FIG. 7  illustrates a rear section of the Electronic Ski Control Assembly in Reverse wide open throttle (WOT) position taken along line B-B of  FIG. 2 ; 
           [0047]      FIG. 8  illustrates an exploded side section of the Electronic Ski Control Assembly in Neutral position; 
           [0048]      FIG. 9  illustrates an assembled side section of the Electronic Ski Control Assembly in Neutral position; 
           [0049]      FIG. 10  illustrates an electrical schematic of the ski control circuit as employed in the Electronic Ski Control Assembly in accordance with present technology; 
           [0050]      FIG. 11  illustrates a detailed view of an exemplary printed circuit board supporting various components of the ski control circuit 
           [0051]      FIGS. 12A ,  12 B,  12 C, and  12 D are respective Front View, Right View, Back View, and Left View of a further embodiment of the Electronic Ski Control Assembly; 
           [0052]      FIGS. 13A ,  13 B are respective Front View and sectional view along line A-A of Front View  FIG. 13A ; 
           [0053]      FIGS. 14A ,  14 B are respective Right View and sectional view along line B-B of Front View  FIG. 14A  in Neutral position; 
           [0054]      FIG. 15  is a partially exploded view of the final assembly of an Electronic Ski control in accordance with a further embodiment; 
           [0055]      FIG. 16  is an exploded view of the Main Assembly of an Electronic Ski control in accordance with a further embodiment; 
           [0056]      FIG. 17  illustrates a front view of the Electronic Ski Control Assembly in accordance with a further embodiment of the present technology and shows the full range of motion of the assembly 
           [0057]      FIGS. 18A ,  18 B,  18 C, and  18 D respectively illustrate a rear section of the Electronic Ski Control Assembly along line B-B of  FIG. 14A  showing Forward Idle, Forward wide open throttle (WOT), Reverse Idle, and Reverse wide open throttle (WOT) positions; and 
           [0058]      FIG. 19  illustrates a back view of the Electronic Ski Control Assembly in accordance with a further embodiment of the present technology and shows the full range of motion of the assembly. 
       
    
    
       [0059]    Repeat use of reference characters throughout the present specification and appended drawings is intended to represent same or analogous features, elements, or steps of the present subject matter. It should be appreciated that the various illustrations are not drawing to the same scale but are variously sized to better comprehend selected aspects of components illustrated. 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0060]    As discussed in the Summary of the Invention section, the present subject matter is particularly concerned with electronic propulsion control systems for small watercraft. 
         [0061]    Selected combinations of aspects of the disclosed technology correspond to a plurality of different embodiments of the present subject matter. It should be noted that each of the exemplary embodiments presented and discussed herein should not insinuate limitations of the present subject matter. Features or steps illustrated or described as part of one embodiment may be used in combination with aspects of another embodiment to yield yet further embodiments. Additionally, certain features may be interchanged with similar devices or features not expressly mentioned which perform the same or similar function. 
         [0062]    Reference will now be made in detail to the presently preferred embodiments of the subject electronic ski control. With reference to  FIG. 1 , the present technology provides an electronic ski control that allows for two different modes of operation, hereafter called normal mode and override mode. The normal mode of operation is defined as a mode of watercraft operation where the operator moves the throttle handle assembly  50  forward with the intent of engaging the forward gears on the watercraft transmission, causing the watercraft to propel in the forward direction. Similarly, the operator moves the throttle handle assembly  50  in reverse with the intent of engaging the reverse gears on the transmission, causing the watercraft to propel in the reverse direction. The override mode of operation is defined as a mode of watercraft operation where the operator moves the throttle handle assembly  50  forward or reverse with the intent of revving the engine without placing the transmission into forward or reverse gear. The override mode is typically used to provide a higher level of fuel into the engine for purposes of starting or warming up the engine without actually moving the watercraft. 
         [0063]    When the operator wishes to enter the override mode, he or she will press override switch  129  in the neutral throttle position. After entering override mode, the operator can move the throttle handle forward or in reverse, that is, out of neutral, and the transmission will not receive signals to engage the transmission gears. Such operation is otherwise fully described herein. 
         [0064]    With further reference to  FIG. 1 , it will be seen that there is illustrated a frontal illustration of the throttle assembly  10  in the neutral position and also illustrating in phantom lines the Forward Idle, Forward wide open throttle (WOT), Reverse Idle, and Reverse WOT positions. With reference also to  FIG. 8 , the throttle mechanism is typically engaged by the watercraft operator by grasping throttle handle assembly  50 , pulling up the release cup  66  to disengage the mechanical interlock and moving the throttle handle assembly  50  out of neutral and into either forward or reverse directions. Forward Idle and Reverse Idle handle positions are provided with mechanical detents. 
         [0065]    The operation of the mechanical interlock mechanism will now be explained with reference to  FIGS. 8 and 9 . Throttle handle assembly  50  is provided with a release cup  66  that is attached to wire  65  that, in turn, is attached to lock bar  63 . Lock bar  63  has a compression spring  64  pushing it in a downward or locked position. A dead bolt  62  engages spherical pocket  71  and is deadheaded against lock bar  63 . In the locked position, if one tries to rotate the handle assembly  50 , the lock bar  63  prevents the dead bolt  62  from camming out of the spherical pocket  71 . 
         [0066]    When the release cup  66  is lifted, this in turn pulls wire  65  attached to lock bar  63  in an upward direction allowing dead bolt  62  to slide in an axial direction and cam out of pocket  71 . At such point, the release cup  66  may be released from grasp and the handle assembly  50  may be rotated in either forward or reverse directions. The force of the compression spring  64  places a constant force on lock bar  63  in turn forcing dead bolt  62  in a constant locking position. In such manner, as the handle is rotated back to the neutral position, dead bolt  62  is forced back into spherical pocket  71 , thus locking handle assembly  50  in the neutral position. 
         [0067]    To move the watercraft in the forward direction, handle assembly  50  must be rotated in the forward idle direction as shown in  FIG. 1 . At such position, the transmission has been switched to forward gearing and the engine is at idle. Moving the handle assembly  50  out of idle to the forward WOT position propels the watercraft to maximum forward speed. 
         [0068]    To move the watercraft in the reverse direction, the handle assembly  50  must be rotated in the reverse idle direction as shown in  FIG. 1 . At such position, the transmission has been switched to reverse gearing and the engine is at idle. Moving the handle assembly  50  out of idle to the reverse WOT position propels the watercraft to maximum reverse speed. 
         [0069]    With continued reference to  FIG. 8 , it is noted that handle assembly  50  is assembled to base assembly  200  by fitting slot  68  over shaft  106 . The handle assembly may be held in place by screw  51 , force fit, or other mechanical assembly means. A logo nameplate  52  may then be applied to handle  60  after screw  51  is tightened. 
         [0070]    With reference to  FIGS. 8 and 11 , shaft  106  is provided with slot  150  that engages cam  105  with cam keyway  107 . The interaction of keyway  107  and slot  150  locks cam  105  to shaft  106  and therefore handle assembly  50 . By such interaction, movement of handle assembly  50  causes cam  105  to move rotationally in unison. Cam  105  is provided with two lobes,  108  and  109 . Such lobes are used to engage switches  120 ,  122  and  124  by means of their respective actuators  121 ,  123 , and  125 . Switches  120 , 122 ,  124  are used to send neutral, forward and reverse signals, respectively, to the watercraft&#39;s engine control module (ECM). Such interaction is otherwise fully described herein. 
         [0071]    Switches  120 ,  122 , and  124  are mounted to printed circuit board  100  that in turn is mounted to shift/throttle assembly  200  with screws  101 ,  102 ,  103 , and  104 . Printed circuit board  100  is also provided with control relays  126 ,  127 ,  128 , fuse  133  and connectors  131  and  132 . Such components may be mounted to printed circuit board  100  by means of through hole and/or surface mount technology. It should be appreciated that those of ordinary skill in the art can easily assemble the control system described herein with discrete switches, relays, fuses, wiring, etc. Assembling such components onto a printed circuit board significantly reduces assembly time and significantly increases reliability, but is neither required to perform the control circuit&#39;s operation nor is a specific requirement of the present technology. 
         [0072]    With reference to the schematic diagram of  FIG. 10  and for purposes of the present discussion, normally open switch contacts  120   a ,  122   a ,  124   a  are electrical contacts that are electrically open when switches  120 ,  122 ,  124  are not mechanically contacted or closed. Normally closed switch contacts  120   b ,  122   b ,  124   b  are electrical contacts that are electrically closed when switches  120 ,  122 ,  124  are mechanically contacted or closed. Mechanical contact with actuators  121 ,  123 ,  125  on switches  120 ,  122 ,  124 , respectively, will cause the respective normally open contacts  120   a ,  122   a ,  124   a  to electrically close and the normally closed contacts  120   b ,  122   b ,  124   b  to electrically open. 
         [0073]    Similarly, normally open relay contacts  126   a ,  127   a ,  128   a  on relays  126 ,  127 ,  128 , respectively, are electrical contacts which are electrically open when the respective relay coils  126   c ,  127   c ,  128   c  are not energized. Normally closed relay contacts  126   b ,  127   b ,  128   b  on relays  126 ,  127 ,  128 , respectively, are electrical contacts which are electrically closed when the respective relay coils  126   c ,  127   c ,  128   c  are not energized. Energizing coils  126   c ,  127   c ,  128   c  on relays  126 ,  127 ,  128  will cause the respective normally open contacts  126   a ,  127   a ,  128   a  to close and the normally closed contacts  126   b ,  127   b ,  128   b  to open. 
         [0074]    For purposes of this discussion, the mechanical interaction of handle assembly  50  and therefore cam  105  and its lobes  108  and  109  and switches  120 , 122  and  124  will be described first. The electrical interaction of switches  120 ,  122 , and  124 , relays  126 ,  127 ,  128  and the watercraft&#39;s control system will be described later. 
         [0075]    Returning now to the operation of the throttle,  FIGS. 3 and 11  illustrate throttle handle assembly  50  and cam  105  in the neutral position. In such position, cam lobe  109  is contacting switch actuator  121  causing normally open contact  120   a  and normally closed contact  120   b  in switch  120  to change state to closed and open, respectively. In the previously described normal mode, the operator can move the throttle handle assembly  50  forward (clockwise) as illustrated in  FIG. 4 . Before entering the forward position, cam lobe  109  releases contact with switch actuator  121  causing normally open contact  102   a  and normally closed contact  120   b  in switch  120  to change back to the normal state, open and closed, respectively. 
         [0076]    Upon further clockwise movement of handle assembly  50 , cam lobe  108  contacts switch actuator  123  causing normally open contact  122   a  and normally closed contact  122   b  in switch  122  to change state to closed and open, respectively. Further clockwise movement of the throttle is possible as illustrated in  FIG. 5 . 
         [0077]    Returning the throttle handle assembly  50  to the neutral state (moving it in reverse or counter clockwise) will reset switch  122  and its respective contacts  122   a ,  122   b  when cam lobe  108  releases switch actuator  123  and therefore switch  122 . After switch  122  is reset to the normal state, cam lobe  109  engages switch actuator  121  and therefore switch  120  causes its contacts  120   a ,  120   b  to change state. 
         [0078]    In the normal state, the operator can also move the throttle handle assembly  50  backward (counter clockwise) as illustrated in  FIG. 6 . Before entering the reverse position, cam lobe  109  releases contact with switch actuator  121  causing normally open contact  120   a  and normally closed contact  120   b  in switch  120  to change back to the normal state, open and closed, respectively. 
         [0079]    Upon further counter clockwise movement of handle assembly  50 , cam lobe  108  contacts switch actuator  125  causing normally open contact  124   a  and normally closed contact  124   b  in switch  124  to change state to closed and open, respectively. Further counter clockwise movement of the throttle is possible as illustrated in  FIG. 7 . 
         [0080]    Returning the throttle handle assembly  50  to the neutral state (moving it forwards or clockwise) will reset switch  124  and its respective contacts  124   a ,  124   b  when cam lobe  108  releases switch actuator  125  and therefore switch  124 . After switch  124  is reset to the normal state cam lobe  109  engages switch  120  and causes its contacts  120   a ,  120   b  to change state. 
         [0081]    Returning to  FIG. 3  (neutral state) and the electrical schematic  FIG. 10 , we can see that the interaction of cam  105  and its lobes  108  and  109  with switches  120 ,  122 , and  124  cause various interactions with relays  126 ,  127 , and  128  which, in turn, will energize and de-energize forward, reverse, and neutral outputs of connector  132  at pins  1 ,  2 ,  3 . 
         [0082]    For purposes of this discussion, the electrical operation of the “normal” mode of watercraft operation will be described first, followed by a description of the “override” mode of watercraft operation. 
         [0083]    Turning to the mechanical illustration of  FIG. 3  together with the electrical schematic of  FIG. 10  the throttle assembly is in the neutral position. Cam lobe  109  is engaging switch  120  which closes normally open contact  120   a . Switch  120  is connected to 12V+ at pin  1 . The closure of normally open contact  120   a  energizes pin  3  of switch  120 , which in turn, energizes pin  1  of connector  131 . Pin  1  of connector  131  is used in the override mode of operation, to be described later. 
         [0084]    Forward Normal Mode 
         [0085]    When the handle assembly  50  is moved forward as shown in  FIGS. 4 and 5 , the first event is for switch  120  to be released, which opens normally open contact  120   a , thereby de-energizing pin  3  of switch  120 , and then closes normally closed contact  120   b , thereby energizing pin  2  of switch  120 . Pin  2  of switch  120  is electrically connected to the movable contact of relay  126 , which is the common electrical contact in normally open relay contact  126   a  and normally closed relay contact  126   b . In the normal mode of operation, relay coil  126   c  is de-energized, and therefore normally open contact  126   a  is open and normally closed contact  126   b  is closed. Since the normally closed contact  126   b  is closed, and the movable contact of relay  126  is energized, pin  4  of relay  126  is energized. 
         [0086]    Pin  4  of relay  126  is electrically connected to common contact (pin  1 ) of switch  122 . As the handle assembly  50  continues to move forward, cam lobe  108  contacts switch  122  causing it to change state. Such state change of switch  122  causes the normally open contact  122   a  of switch  122  to close. Such in turn energizes the normally closed contact  127   b  of relay  127 . Since normally closed contact  127   b  is closed, the movable contact of relay  127  is therefore energized. Forward interlock relay  127  is used as an interlock with the reverse circuit and will be described later. The movable contact of relay  127  is connected to pin  2  which is electrically connected to (and therefore energizes) pin  1  of connector  132  (denoted as the forward output). 
         [0087]    In summary, when in the normal mode of operation, moving forward, 12V+ follows the following path: pin  2  of switch  120 : pin  2  of relay  126 : pin  4  of relay  126 : pin  1  of switch  122 : pin  3  of switch  122 : pin  4  of relay  127 : pin  2  of relay  127 : pin  1  of connector  132 . Pin  1  of electrical connector  132  is connected to the watercraft&#39;s control circuit and signals the watercraft that the operator intends the watercraft to move forward by engaging the transmission in the normal mode of operation. 
         [0088]    When the handle assembly  50  is moved in reverse, cam lobe  108  will release switch  122 ; the opening of switch  122  will de-energize pin  3  of switch  122 , which, in turn de-energizes pin  4  of relay  127  and therefore pin  1  of connector  132 . 
         [0089]    Further reverse movement of throttle handle assembly  50  will cause cam lobe  109  to contact switch  120 , de-energizing relay contacts of relay  126 . 
         [0090]    Reverse Normal Mode 
         [0091]    When the handle assembly  50  is moved in reverse as shown in  FIGS. 6 and 7 , the first event is for switch  120  to be released, which opens normally open contact  120   a , thereby de-energizing pin  3  of switch  120 , and then closes normally closed contact  120   b  which energizes pin  2  of switch  120 . Pin  2  of switch  120  is electrically connected to the movable contact of relay  126 , which is the common electrical contact in normally open relay contact  126   a  and normally closed relay contact  126   b . In the normal mode of operation, relay coil  126   c  is de-energized, and therefore normally open contact  126   a  is open and normally closed contact  126   b  is closed. Since the normally closed contact  126   b  is closed, and the movable contact of relay  126  is energized, pin  4  of relay  126  is energized. Pin  4  of relay  126  is electrically connected to common contact (pin  1 ) of switch  124 . 
         [0092]    As the handle assembly  50  continues to move in reverse, cam lobe  108  contacts switch  124  causing it to change state. Such state change of switch  124  causes the normally open contact  124   a  of switch  124  to close. Such in turn energizes the normally closed contact  128   b  of relay  128 ; since normally closed contact  128   b  is closed, the movable contact of relay  128  is therefore energized. Reverse interlock relay  128  is used as an interlock with the forward circuit and will be described later. The movable contact of relay  128  is connected to pin  2  which is electrically connected to (and therefore energizes) pin  2  of connector  132  (the reverse output). 
         [0093]    In summary, when in the normal mode of operation, moving in reverse, 12V+ follows the following path: pin  2  of switch  120 : pin  2  of relay  126 : pin  4  of relay  126 : pin  1  of switch  124 : pin  3  of switch  124 : pin  4  of relay  128 : pin  2  of relay  128 : pin  2  of connector  132 . Pin  2  of electrical connector  132  is connected to the watercraft&#39;s control circuit and signals the watercraft that the operator intends the watercraft to move in reverse by engaging the transmission in the normal mode of operation. 
         [0094]    When the handle assembly  50  is moved forwards, cam lobe  108  will release switch  124 . The opening of switch  124  will de-energize pin  3  of switch  124 , which, in turn de-energizes pin  4  of relay  128  and therefore pin  2  of connector  132 . Further forward movement of throttle handle assembly  50  will cause cam lobe  109  to contact switch  120 , de-energizing relay contacts of relay  126 . 
         [0095]    Forward/Reverse Electrical Interlock 
         [0096]    While moving forward or reverse, the forward of reverse interlock relays  127 ,  128  are employed to ensure that both forward output (pin  1  connector  132 ) and reverse output (pin  2  connector  132 ) are not energized simultaneously. 
         [0097]    In FORWARD operation: when the handle assembly  50  is moved forward (clockwise), cam  108  actuates switch  122 . Such operation energizes pin  3  of switch  122  that in turn energizes the normally closed contact  127   b  of relay  127 . In addition to being electrically connected to pin  4  of relay  127 , pin  3  of switch  122  is also electrically connected to relay coil  128 C of reverse interlock relay  128  at pin  5 . When relay coil  128   c  is energized, it causes normally open relay contact  128   a  and normally closed relay contact  128   b  to change state to closed and open, respectively. 
         [0098]    If there was a failure of cam  105  or its related mounting mechanism or a failure of switch  124  or its actuator  125  which would cause switch  124  to change state simultaneously to switch  122 , i.e., forward switch  122  and reverse switch  124  are simultaneously actuated, normally open contact  124   a  would close, energizing pin  3  of switch  124  and therefore normally closed relay contact  1288  at pin  4 , relay  128 . As previously stated, when going forward, normally closed relay contact  128   b  is open. When normally closed relay contact  128   b  is open, electrical current cannot flow to the movable contact of relay  128  and therefore output pin  2  of connector  132  will not be energized. The fact that pin  2  of connector  132  cannot be energized results in the fact that the watercraft&#39;s control system will not receive a reverse signal simultaneous to getting a forward signal. 
         [0099]    In addition to the reverse output being locked out when switch  124  becomes actuated simultaneous to switch  122  being actuated due to the aforementioned failure modes, the interaction of the reverse switch  124  and relay  127  will also turn off forward output pin  1  on connector  132  through the following relay interaction. 
         [0100]    When switch  124  (reverse) is actuated, normally open contact  124   a  also energizes relay coil  127   c . When relay coil  127   c  becomes energized, normally closed contact  127   b  opens. The opening of  127   b  will de-energize the movable contact of relay  127 , and therefore will de-energize the forward output, pin  1  of connector  132 . The net effect of the aforementioned failure modes causing both forward switch  122  and reverse switch  124  to be simultaneously actuated is that there will be no electrical output at either pin  1  connector  132  (forward) or pin  2  connector  132  (reverse). 
         [0101]    In REVERSE operation: when the handle assembly  50  is moved in reverse (counter clockwise), cam  108  actuates switch  124 . Such operation energizes pin  3  of switch  124  that in turn energizes the normally closed contact  128   b  of relay  128 . In addition to being electrically connected to pin  4  of relay  128 , pin  3  of switch  124  is also electrically connected to relay coil  127 C of forward interlock relay  127  at pin  5 . When relay coil  127   c  is energized, it causes normally open relay contact  127   a  and normally closed relay contact  127   b  to change state to closed and open, respectively. 
         [0102]    If there was a failure of cam  105  or its related mounting mechanism, or a failure of switch  122  or its actuator  123  which would cause switch  122  to change state simultaneously to switch  124 , i.e., reverse switch  124  and forward switch  122  are simultaneously actuated, normally open contact  122   a  would close, energizing pin  3  of switch  122  and therefore normally closed relay contact  127 B at pin  4 , relay  127 . As previously stated, when going in reverse (reverse), normally closed relay contact  127   b  is open. When normally closed relay contact  127   b  is open, electrical current cannot flow to the movable contact of relay  127  (and therefore output pin  1  of connector  132 ) will not be energized. The fact that pin  1  of connector  132  cannot be energized results in the fact that the watercraft&#39;s control system will not receive a forward signal simultaneous to getting a reverse signal. 
         [0103]    In addition to the forward output being locked out when switch  122  becomes actuated simultaneous with switch  124  being actuated due to the aforementioned failure modes, the interaction of the forward switch  122  and relay  128  will also turn off reverse output pin  2  on connector  132  through the following relay interaction. 
         [0104]    When switch  122  (forward) is actuated, normally open contact  122   a  also energizes relay coil  128   c . When relay coil  128   c  becomes energized, normally closed contact  128   b  opens. The opening of  128   b  will de-energize the movable contact of relay  128  and therefore will de-energize the reverse output, pin  2  of connector  132 . The net effect of the aforementioned failure modes causing both reverse switch  124  and forward switch  122  to be simultaneously actuated is that there will be no electrical output at either pin  2  connector  132  (reverse) or pin  1  connector  132  (forward). 
         [0105]    In summary and simply stated, any time forward switch  122  and reverse switch  124  are simultaneously actuated, neither forward output (pin  1 , connector  132 ) or reverse output (pin  2 , connector  132 ) will be energized. 
         [0106]    Neutral Operation 
         [0107]    Returning now to the neutral state ( FIG. 3 ) and the electrical schematic ( FIG. 10 ), it can be seen that in the neutral position, cam lobe  109  actuates switch  120  causing it to change state. Such causes normally open contact  120   b  to close, energizing pin  3  of switch  120 . Pin  3  of switch  120  is electrically connected to pin  3 , connector  132  through series resistance. This series resistance is used to limit current exiting the neutral output, as typical watercraft control systems have a high impedance load on the neutral input. Pin  3  connector  132  is connected to the watercraft&#39;s control system and is used to signal the watercraft that the throttle is in the neutral position. Upon leaving the neutral position, cam lobe  109  releases switch  120  and therefore pin  3  of electrical connector (neutral output) is de-energized. Generally, in operation, neutral switch  120  will disengage prior to forward switch  122  or reverse switch  128  engagement. Similarly, forward switch  122  and reverse switch  128  will disengage prior to neutral switch  120  engagement. If neutral switch  120  is disengaged, operation of override switch  129  will have no effect. In an exemplary configuration, the operating voltage of the circuit may range from about 9-14 VDC and the maximum current supplied to the engine control module (ECM) may be about 10 mA. 
         [0108]    Override Circuit 
         [0109]    Periodically, it becomes necessary to move the throttle forward or in reverse with the intent of not engaging the transmission gears in either direction. Such mode is typically used to provide a higher level of fuel into the engine for purposes of starting or warming up the engine without actually moving the watercraft. Typically, such mode is used when the watercraft is docked and it is critical, from a safety point of view, that the transmission not be engaged while in such mode. Such mode is called the override mode, and is entered by the operator pressing switch  129  while in the neutral position and then pushing the throttle forward or reverse. 
         [0110]    When the throttle is in the neutral position, (as shown in  FIG. 3 ), pin  3  of switch  120  is energized. Such pin (in addition to being resistively connected to pin  3 , connector  132 ) is connected to pin  1  of electrical connector  131 . Electrical connector  131  is used to connect to override switch  129  (at pin  1 ,  2 ) and override LED indicator  130  (at pin  3 ,  4 ). When override switch  129  is closed, pin  2  of connector  131  becomes energized, and in turn relay coil  126   c  becomes energized, causing relay  126  to change state. 
         [0111]    As previously stated, in the normal, i.e., non-override mode, normally closed contact  126   b  is used to electrically connect normally closed contact  120   b  (neutral switch) to forward and reverse switches  122  and  124 , respectively. If normally closed contact  126   b  opens, electrical current cannot go from pin  2  of switch  120  to forward and reverse switches  122  and  124 , which, in turn, cannot feed the forward and reverse outputs at pin  1  and  2  connector  132 . 
         [0112]    When relay  126  changes state due to actuation of override switch  129  while in the neutral position, normally open contact  126   a  of relay  126  closes. As previously stated, the movable contact of relay  126  is electrically connected to normally closed switch contact  120   b  at pin  2 . When the throttle handle assembly  50  is in the neutral state illustrated in  FIG. 3 , switch  120 , pin  2  is open, that is, it is not electrically connected to anything. 
         [0113]    Normally open contact  126   a  is connected to pin  3  of relay  126 , which is electrically connected relay coil  126   c  at pin  5  through forward biased diode  180 . When the throttle handle assembly  50  is moved out of the neutral position as illustrated in  FIGS. 4 and 5  or  6  and  7 , normally closed contact  120   b  closes. Such energizes pin  2  of switch  120  that, in turn, energizes pin  2  of relay  126  which (through the now closed relay contact  126   a ) will energize relay coil  126 C through forward biased diode  180 . 
         [0114]    In summary, while in neutral, the action of pressing override switch  129  energizes relay coil  126   c . Such causes relay contacts  126   a  and  126   b  to change state, which results in relay coil  126   c  being electrically connected to pin  2  of switch  120  through the now closed contact  126   a . Upon moving the throttle handle  50  out of the neutral position, switch contacts  120   b  now energize relay coil  126   c  through relay contacts  126   a . The operator can now release the override switch  129  and the relay coil  126   c  will remain energized, through its own contact  126   a  and neutral switch  120   b . Such self-sealed mode will remain until the operator moves the throttle handle assembly  50  back into the neutral position. 
         [0115]    As previously noted, normally open contact  126   a  of relay  126  is electrically connected to relay coil  126   c  through forward biased diode  180 . In addition, normally open contact  126   a  of relay  126  is resistively connected to pin  3  of electrical connector  131 . Also connected to pin  3  of electrical connector  131  is an LED  130  override indicator. Such LED  130  indicates to the operator that the watercraft is operating in the override mode. Typically, LED  130  override indicator may be blue in color, but, of course, other colors may be selected without limitation. LED  130  is wired with anode connected to pin  3  of electrical connector  131  and cathode to pin  4  of electrical connector  131 . Pin  4  of electrical connector is connected to ground. 
         [0116]    When the throttle is in the neutral position, and the override button  129  is pressed, relay coil  126   c  becomes energized. Such also energizes the cathode of diode  180 , to reverse bias it. Diode  180  serves to block electrical current from flowing to pin  3  of electrical connector  130 , which therefore prohibits turning on override indicator LED  130 . It is not desirable to illuminate override indicator LED  130  when the throttle  50  is in the neutral position and the override button  129  pressed, because this can be confusing to the operator. The override mode is not truly (i.e., fully) entered until the throttle moves to the forward or reverse positions, and the forward and reverse outputs at pins  1  and  2  of electrical connector  132  are not energized due to relay coil  126   c  being energized. 
         [0117]    Once the throttle is moved from the neutral position (forward or reverse) in override mode, electrical current flows from pin  2  of switch  120  through the now closed relay contact  126   a , through forward biased diode  180 , to override indicator LED  130  connected to pins  3 ,  4  of electrical connector  131  and illuminating LED  130 . 
         [0118]    Once in override mode, relay coil  126   c  remains energized and override indictor LED  130  will remain illuminated until the throttle returns to the neutral position. When relay coil  126   c  is energized, electrical current cannot flow to either of forward or reverse switches  122  and  124 , respectively, and therefore forward and reverse outputs at pins  1 ,  2  of electrical connector  132  will not energize. In summary, once in override mode, the operator can move the throttle in the forward or reverse direction to increase the RPM of the engine without worrying about the transmission engaging in forward or reverse. 
         [0119]    When the operator moves the handle assembly  50  out of override mode (forward or reverse) and back into neutral, the system is reset to the normal mode of operation through the following process. The action of moving the throttle into neutral will cause switch  120  to change state. Such will de-energize pin  2  of switch  120  which in turn will de-energize the movable contact of relay  126  (currently connected to contact  126   a  and therefore pin  3 ) which will de-energize relay coil  126   c  (through now non-biased diode  180 ). When relay coil  126   c  de-energizes, contacts  126   a  and  126   b  change state, which, in turn will turn off led override indicator so that the watercraft is now in the normal mode of operation, in neutral, as shown in  FIG. 3 . 
         [0120]    Throttle Control Operation 
         [0121]    Throttle control is further explained herein with reference to  FIGS. 8 and 9 . A magnet actuator  72  may be relatively rigidly attached to the end of the shaft  106  such as by means of a screw or similar  74 . The magnet actuator  72  is preferably keyed to the shaft  106  in the same manner as cam  105 ; thus, the present magnet actuator and shaft rotate as one unit. A position sensor  73  is preferably rigidly attached to the enclosure  76  such as by means of two push nuts  75 . Such position sensor may preferably be a non-contacting magnetic type sensor that is designed for continuous output corresponding to the rotation angle of the magnetic actuator. 
         [0122]    Such arrangement provides dual (that is, redundant) output signals to the engine at idle to WOT handle assembly  50  positions in forward and reverse. In accordance with the present subject matter, the position sensor  73  may be programmed (calibrated) during assembly of the Electronic Ski Control to allow more precise settings than standard preprogrammed position sensors and to eliminate mechanical manufacturing variations. Outputs may also be varied based on customer criteria or specialized needs (for example, such as half scale redundancy, inverse redundancy, or similar). 
         [0123]    Handle Switches 
         [0124]    The Electronic Ski Control may optionally in accordance with the present subject matter also be equipped with one or more switches in the knob  67  of handle assembly  50  (see  FIGS. 8 and 9 ) used to control water craft mechanisms such as trim tabs, wedge hydrofoils, surf tabs, drives, etc. Wire leads from the switches may be integrated into the assembly wiring harness that exits from the assembly. 
         [0125]    Emergency Stop Switches 
         [0126]    The Electronic Ski Control may also be equipped with single or dual engine emergency stop switches (kill switches) mounted on the face  201  of the base plate of base assembly  200  (see  FIG. 1 ). Such switches provide for an engine stop, such as in case of emergency. Wire leads from the switches may be integrated into the assembly wiring harness that exits from the assembly. 
         [0127]    Mechanical Shift Mechanism 
         [0128]    A further embodiment provides for push/pull shift cable functionality described in the Background of the Invention above, with a mechanical shift override which replaces the electronic shift control and electronic override modes while retaining other existing features. 
         [0129]    With reference to  FIGS. 12A ,  12 B,  12 C, and  12 D, there are respectively illustrated Front View, Right View, Back View, and Left View of a further embodiment of the Electronic Ski Control Assembly showing an overview of the mechanical embodiments of the transmission shift and override features. Generally the operational features of this further embodiment remain the same as those previously described except that the function provided by the three switches illustrated in  FIGS. 3-7  and their corresponding circuitry illustrated in  FIG. 10  has been provided by mechanical elements. 
         [0130]    More specifically, with reference to  FIG. 12C , assembly generally  1200  is provided with a fixed arm  1202  including a clamp assembly  1204  configured to retain the outer shell of a cable (not separately illustrated) that may be mechanically coupled for push and/or pull operation of a transmission control of a watercraft. The cable includes an inner core that slides within the shell. The inner core may be attached to lever  1206  by way of cable pivot  1208 . 
         [0131]    With brief reference to  FIG. 15 , such various components may be seen with corresponding reference numbers in the  1500  series. For example, fixed arm  1502  together with clamp assembly  1504  may be employed to retain the outer shell of a control cable (not separately illustrated) while an inner core of the cable may be secured by way of cable pivot  1508  to a transmission controlling lever arm not visible in  FIG. 15 , 
         [0132]    With reference now to  FIG. 16 , there is illustrated an exploded view of the Main Assembly generally  1600  of an Electronic Ski control in accordance with a further embodiment of the present technology. As may be seen, arm  1602  corresponds to an extension of a cover plate for the assembly and cooperates with the previously mentioned clamp assembly (not illustrated in  FIG. 16 ) to retain a transmission control cable outer shell. Also seen is lever  1606 , the end portion of which is coupled to an inner core of the control cable via a cable pivot (item  1508  in of  FIG. 15 ). Lever  1606  is operated via cooperative engagement of a shift gear  1620  and drive gear  1630 . 
         [0133]    Shift gear  1620  has coupled thereto a shaft  1622 , the flattened end  1622  of which is configured to fit into a rectangular slot  1618  in one end of lever  1606 . Drive gear  1630  may be rotated by operation of a handle sub-assembly ( FIG. 15 ) by way of shaft  1640 . 
         [0134]    In normal operation, an inner shaft  1612  is inserted in an axial opening of shaft  1640  and has attached to one end thereof a drive pin  1616  which is normally biased by override spring  1652  so as to maintain drive pin  1616  in position within slots  1632  of drive gear  1630 . As more clearly seen in  FIG. 18A , operational movement of handle sub-assembly  1802  produces rotation of drive gear  1830  as a result of rotation of shaft  1840  so long as drive pin  1816  is retained within slots  1832  formed in drive gear  1830 . 
         [0135]    In override mode, an operator would push button  1510  which is retained on the end of shaft  1512  by means of, for example, screw  1514  ( FIG. 15 ) in the same manner that an operator would activate override switch  129  ( FIG. 1 ) of the first embodiment of the present technology. By operation of button  1510 , drive pin  1816  disengages from slots  1832  in drive gear  1830 , thereby preventing movement of lever  1606  and, consequently, inhibiting movement of any connected transmission controlling cable. 
         [0136]    With further reference to  FIG. 16 , it will be seen that cut magnet  1660  is configured with a central opening  1662  that receives flattened end portion  1624  of shaft  1640 . In this manner, operation of the handle sub-assembly also produces rotation of cut magnet  1660  and, consequently, operation of magnetically operated potentiometer  1664  whose output is coupled to the electronic throttle control in a manner similar to that of position sensor  73  ( FIG. 8 ) to control engine speed. It should be appreciated that rotation of cut magnet  1660  and, consequently, operation of potentiometer  1664 , is not affected by operation of the override mechanism wherein drive pin  1616  is disengaged from drive gear  1630 . In such manner, full throttle control is maintained while transmission control is overridden to permit, for example, starting operation of the engine or other engine “revving” operations. 
         [0137]    While the present subject matter has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art.

Technology Classification (CPC): 1