U.S. patent number RE39,032 [Application Number 10/819,079] was granted by the patent office on 2006-03-21 for multipurpose control mechanism for a marine vessel.
This patent grant is currently assigned to Brunswick Corporation. Invention is credited to Phillip K. Gaynor, Steven J. Gonring, Kurt D. Willows.
United States Patent |
RE39,032 |
Gonring , et al. |
March 21, 2006 |
Multipurpose control mechanism for a marine vessel
Abstract
A multipurpose control mechanism allows the operator of a marine
vessel to use the mechanism as both a standard throttle and gear
selection device and, alternatively, as a multi-axes joystick
command device. The control mechanism comprises a base portion and
a lever that is movable relative to the base portion along with a
distal member that is attached to the lever for rotation about a
central axis of the lever. A primary control signal is provided by
the multipurpose control mechanism when the marine vessel is
operated in a first mode in which the control signal provides
information relating to engine speed and gear selection. The
mechanism can also operate in a second or docking mode and provide
first, second, and third secondary control signals relating to
desired maneuvers of the marine vessel.
Inventors: |
Gonring; Steven J. (Slinger,
WI), Gaynor; Phillip K. (Fond du Lac, WI), Willows; Kurt
D. (West Bend, WI) |
Assignee: |
Brunswick Corporation (Lake
Forest, IL)
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Family
ID: |
25361706 |
Appl.
No.: |
10/819,079 |
Filed: |
April 6, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
Reissue of: |
09873474 |
Jun 4, 2001 |
06511354 |
Jan 28, 2003 |
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Current U.S.
Class: |
440/87 |
Current CPC
Class: |
B63H
21/213 (20130101); B63H 25/02 (20130101); B63H
2025/026 (20130101); Y10T 74/20612 (20150115) |
Current International
Class: |
B63H
21/21 (20060101) |
Field of
Search: |
;440/87,86 ;74/523 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Sotelo; Jesus D.
Attorney, Agent or Firm: Lanyi; William D. Andrus, Sceales,
Starke & Sawall, LLP
Claims
We claim:
1. A multipurpose control mechanism for a marine vessel,
comprising: a base portion; a lever movably attached to said base
portion, movement of said lever along a first path relative to said
base portion providing a primary control signal for a primary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a first mode; and a distal
member attached to said lever for rotation about a central axis of
said lever, rotation of said distal member about said central axis
providing a secondary control signal for a secondary marine
propulsion function of said marine vessel when said multipurpose
control mechanism is in a second mode.
2. The multipurpose control mechanism of claim 1, wherein: movement
of said lever along said first path relative to said base portion
provides a second secondary control signal for said secondary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in said second mode.
3. The multipurpose control mechanism of claim 1, wherein: movement
of said lever along a second path relative to said base portion
provides a third secondary control signal for said secondary marine
propulsion function of said marine vessel when said multipurpose
control mechanism is in said second mode.
4. The multipurpose control mechanism of claim 1, wherein: said
lever is rotatably movable relative to said base portion about a
generally horizontal axis.
5. The multipurpose control mechanism of claim 1, wherein: said
first path is aligned in a forward-aft direction.
6. The multipurpose control mechanism of claim 3, wherein: said
second path is aligned in a port-starboard direction.
7. The multipurpose control mechanism of claim 1, wherein: said
primary marine propulsion function comprises operation of a marine
propulsion engine at speeds greater than a preselected
threshold.
8. The multipurpose control mechanism of claim 7, wherein: said
secondary marine propulsion function comprises operation of said
marine propulsion engine at speeds less than said preselected
threshold.
9. The multipurpose control mechanism of claim 1, wherein: said
secondary marine propulsion function of said marine vessel is a
docking function.
10. The multipurpose control mechanism of claim 1, wherein: said
distal member controls the relative speeds of two outboard
motors.
11. A multipurpose control mechanism for a marine vessel,
comprising: a base portion; a lever movably attached to said base
portion, movement of said lever along a first path relative to said
base portion providing a primary control signal for a primary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a first mode, said lever being
rotatably movable relative to said base portion about a generally
horizontal axis; and a distal member attached to said lever for
rotation about a central axis of said lever, rotation of said
distal member about said central axis providing a secondary control
signal for a secondary marine propulsion function of said marine
vessel when said multipurpose control mechanism is in a second
mode.
12. The multipurpose control mechanism of claim 11, wherein:
movement of said lever along said first path relative to said base
portion provides a second secondary control signal for said
secondary marine propulsion function of said marine vessel when
said multipurpose control mechanism is in said second mode.
13. The multipurpose control mechanism of claim 12, wherein:
movement of said lever along a second path relative to said base
portion provides a third secondary control signal for said
secondary marine propulsion function of said marine vessel when
said multipurpose control mechanism is in said second mode.
14. The multipurpose control mechanism of claim 13, wherein: said
first path is aligned in a forward-aft direction.
15. The multipurpose control mechanism of claim 14, wherein: said
second path is aligned in a port-starboard direction.
16. The multipurpose control mechanism of claim 15, wherein: said
primary marine propulsion function comprises operation of a marine
propulsion engine at speeds greater than a preselected
threshold.
17. The multipurpose control mechanism of claim 16, wherein: said
secondary marine propulsion function comprises operation of said
marine propulsion engine at speeds less than said preselected
threshold.
18. The multipurpose control mechanism of claim 17, wherein: said
distal member controls the relative speeds of two outboard
motors.
19. A multipurpose control mechanism for a marine vessel,
comprising: a base portion; a lever movably attached to said base
portion, movement of said lever along a first path relative to said
base portion providing a primary control signal for a primary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a first mode; and a distal
member attached to said lever for rotation about a central axis of
said lever, rotation of said distal member about said central axis
providing a secondary control signal for a secondary marine
propulsion function of said marine vessel when said multipurpose
control mechanism is in a second mode, said secondary control
signal for a secondary marine propulsion function of said marine
vessel being disabled when an associated engine of said marine
vessel is operating at speeds above a predetermined threshold
magnitude.
20. The multipurpose control mechanism of claim 19, wherein:
movement of said lever along said first path relative to said base
portion provides a second secondary control signal for said
secondary marine propulsion function of said marine vessel when
said multipurpose control mechanism is in said second mode,
movement of said lever along a second path relative to said base
portion providing a third secondary control signal for said
secondary marine propulsion function of said marine vessel when
said multipurpose control mechanism is in said second mode, said
lever being rotatably movable relative to said base portion about a
generally horizontal axis, said first path being aligned in a
forward-aft direction, said second path is aligned in a
port-starboard direction, said primary marine propulsion function
comprising operation of a marine propulsion engine at speeds
greater than a preselected threshold, said secondary marine
propulsion function comprising operation of said marine propulsion
engine at speeds less than said preselected threshold.
.Iadd.21. A multipurpose control mechanism for a marine vessel,
comprising: a base portion; a lever movably attached to said base
portion, movement of said lever along a first path relative to said
base portion providing a primary control signal for a primary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a first mode; and a distal
member attached to said lever for movement of at least one of said
distal member and said lever along a second path relative to said
base portion providing a secondary control signal for a secondary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a second mode..Iaddend.
.Iadd.22. The multipurpose control mechanism of claim 21 wherein
said first path is aligned in a forward-aft direction..Iaddend.
.Iadd.23. The multipurpose control mechanism of claim 21 wherein
said second path is aligned in a port-starboard
direction..Iaddend.
.Iadd.24. The multipurpose control mechanism of claim 23 wherein
said second path is an arc about a horizontal axis..Iaddend.
.Iadd.25. The multipurpose control mechanism of claim 24 wherein
said horizontal axis extends in a forward-aft
direction..Iaddend.
.Iadd.26. The multipurpose control mechanism of claim 21 wherein in
combination: said first path is aligned in a forward-aft direction
and is an arc about a first horizontal axis which extends in a
port-starboard direction; said second path is aligned in a
port-starboard direction and is an arc about a second horizontal
axis which extends in a forward-aft direction; said primary marine
propulsion function comprises operation of a marine propulsion
engine at speeds greater than a preselected threshold; said
secondary marine propulsion function comprises operation of said
marine propulsion engine at speeds less than said preselected
threshold, and wherein said secondary marine propulsion function of
said marine vessel is a docking function..Iaddend.
.Iadd.27. The multipurpose control mechanism of claim 21 wherein
said secondary control signal for said secondary marine propulsion
function of said marine vessel is disabled when an associated
engine of said marine vessel is operating at speeds above a
predetermined threshold magnitude, and wherein movement of said
lever along said first path relative to said base portion provides
a second secondary control signal for said secondary marine
propulsion function of said marine vessel when said multipurpose
control mechanism is in said second mode, said primary marine
propulsion function comprising operation of a marine propulsion
engine at speeds greater than a preselected threshold, said
secondary marine propulsion function comprising operation of said
marine propulsion engine at speeds less than said preselected
threshold..Iaddend.
.Iadd.28. The multipurpose control mechanism of claim 27 wherein
said distal member is a separate member distinct from said
lever..Iaddend.
.Iadd.29. The multipurpose control mechanism of claim 28 wherein
said distal member is movable relative to said lever..Iaddend.
.Iadd.30. A multipurpose control mechanism for a marine vessel,
comprising a base portion, a lever moveably attached to said base
portion, movement of said lever along a first path relative to said
base portion providing a primary control signal for a primary
marine propulsion function of said marine vessel when said
multipurpose control mechanism is in a first mode, movement of said
lever along a second path relative to said base portion providing a
secondary control signal for a secondary marine propulsion function
of said marine vessel when said multipurpose control mechanism is
in a second mode..Iaddend.
.Iadd.31. The multipurpose control mechanism of claim 30 wherein
said first path is aligned a forward-aft direction..Iaddend.
.Iadd.32. The multipurpose control mechanism of claim 30 wherein
said second path is aligned in a port-starboard
direction..Iaddend.
.Iadd.33. The multipurpose control mechanism of claim 32 wherein
said second path is an arc about a horizontal axis..Iaddend.
.Iadd.34. The multipurpose control mechanism of claim 33 wherein
said horizontal axis extends in a forward-aft
direction..Iaddend.
.Iadd.35. The multipurpose control mechanism of claim 30 wherein in
combination: said first path is aligned in a forward-aft direction
and is an arc about a first horizontal axis which extends in a
port-starboard direction; said second path is aligned in a
port-starboard direction and is an arc about a second horizontal
axis which extends in a forward-aft direction; said primary marine
propulsion function comprises operation of a marine propulsion
engine at speeds greater than a preselected threshold; said
secondary marine propulsion function comprises operation of said
marine propulsion engine at speeds less than said preselected
threshold, and wherein said secondary marine propulsion function of
said marine vessel is a docking function..Iaddend.
.Iadd.36. The multipurpose control mechanism of claim 30 wherein
said secondary control signal for said secondary marine propulsion
function of said marine vessel is disabled when an associated
engine of said marine vessel is operating at speeds above a
predetermined threshold magnitude, and wherein movement of said
lever along said first path relative to said base portion provides
a second secondary control signal for said secondary marine
propulsion function of said marine vessel when said multipurpose
control mechanism is in said second mode, said primary marine
propulsion function comprising operation of a marine propulsion
engine at speeds greater than a preselected threshold, said
secondary marine propulsion function comprising operation of said
marine propulsion engine at speeds less than said preselected
threshold..Iaddend.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention is generally related to a control mechanism
for a marine vessel and, more particularly, to a multipurpose
control mechanism that allows an operator of a marine vessel to
control the throttle and gear shift of the marine vessel in a first
mode of operation and, alternatively, in a second mode of
operation. The first and second modes of operation can be
determined by the speed of the marine vessel, which essentially
defines the first and second modes, respectively, as a normal
cruising mode and a docking mode. However, the first and second
modes can also be defined as one mode to control thrust to both
engines (e.g. when used as a dual engine control) when thrust
demands to both marine propulsion devices are equal and another
mode when differential thrust commands are provided to the two
marine propulsion devices.
2. Description of the Prior Art
Many different types of throttle handle control mechanisms are well
known to those skilled in the art. In addition, several types of
marine vessel maneuvering systems, used during docking procedures,
are known to those skilled in the art.
U.S. Pat. No. 4,213,353, which issued to Floeter on Jul. 22, 1980,
discloses a control unit for marine engines employing throttle only
control. The control unit is of the type that requires shifting
control between forward, neutral, and reverse gears and throttle
control for engine speeds between idle and high speed. It includes
a housing having a control handle rotatably supported by the
housing. Shift and throttle linkage means within the housing are
connected to the engine and are responsive to rotation of the
handle for separate control of the shift and throttle of the engine
during respective portions of the arc of rotation of the handle. A
throttle only shaft extends from the housing and is connected to
the handle. A latch means is connected to the throttle only shaft
to engage and disengage the shift linkage while permitting
operation of only the throttle function responsive to rotation of
the handle.
U.S. Pat. No. 6,047,609, which issued to Brower et al on Apr. 11,
2000, discloses a remote control mechanism. The mechanism is
provided with a cam mechanism that allows an operator of a marine
vessel or other type of apparatus to move a handle along a
generally linear path to simultaneously select the gear selection
and throttle selection of the marine vessel. Cam mechanisms within
a support structure translate the linear motion of the handle into
preselected motions that cause first and second actuators to affect
first and second parameters of the propulsion system. Cam followers
attached to a control member are moved as in coordination with the
handle movement to cause first and second cam tracks to rotate
about pivot points relative to the support structure. This rotation
of the first and second cam tracks causes first and second
actuators to be moved. The actuators, which can be cables, are also
connected to selectors of both gear position and throttle
position.
U.S. Pat. No. 5,492,493, which issued to Ohkita on Feb. 20, 1996,
describes a remote control device for a marine propulsion unit. A
remote control operator for a marine propulsion transmission and
throttle control that is operated by a single control lever is
described. The single control lever's position is sensed and a
single servomotor is operated which operates both the transmission
control and throttle control through a cam and follower mechanism.
A warmup control is also incorporated that permits partial opening
of the throttle for warmup operation.
U.S. Pat. No. 5,062,516, which issued to Prince on Nov. 5, 1991,
describes a single lever control which, in turn, comprises a
housing, a control lever pivotally mounted on the housing and
adapted to be operably connected to an engine throttle and to a
clutch, a warning horn connected to the housing and adapted to be
operably connected to an engine for providing a warning signal when
an engine condition exceeds a predetermined value, a cover
connected to the housing and adapted to be mounted on a generally
flat mounting surface, the cover partially enclosing the housing
and enclosing the warning horn, and an ignition switch mounted on
the cover and adapted to be operably connected to an engine
ignition system.
U.S. Pat. No. 3,824,879, which issued to Hansgen et al on Jul. 23,
1973, describes an actuator for multiple action remote control of a
ships drive system. The actuator for speed and directional control
of the ships drive and gearing system is described wherein a single
handle-lever turns a control shaft with a control disk coupled to a
follower disk and when in one axial position only, for the
directional control of the gear, while in either axial position the
control disk is coupled to the speed control but only after a
limited turning range which has been traversed by the handle, which
turning range is the one within which the direction control is
carried out. The control disk and the follower control disk area
coupled for limited range engagement by a single cam pin on the
control disk means and a pair of teeth engaging that pin until
rotation causes the latter to escape.
U.S. Pat. No. 6,142,841, which issued to Alexander et al on Nov. 7,
2000, discloses a waterjet docking control system for a marine
vessel. The control system is provided which utilizes a pressurized
liquid at three or more positions of a marine vessel in order to
selectively create thrust that moves the marine vessel into desired
locations and according to chosen movements. A source of
pressurized liquid, such as a pump or a jet pump propulsion system,
is connected to a plurality of distribution conduits which, in
turn, are connected to a plurality of outlet conduits. The outlet
conduits are mounted to the hull of the vessel and direct streams
of liquid away from the vessel for purposes of creating thrust
which move the vessel as desired. A liquid distribution controller
is provided which enables a vessel operator to use a joy stick to
selectively compress and dilate the distribution conduits to
orchestrate the streams of water in a manner which will maneuver
the marine vessel as desired. Electrical embodiments of the present
invention can utilize one or more pairs of impellers to cause fluid
to flow through outlet conduits in order to provide thrust on the
marine vessel. In one embodiment of the present invention, a cross
thrust conduit is associated with a marine vessel to direct fluid
flow in a direction perpendicular to a centerline of the marine
vessel and a pair of outlet conduits are associated with the marine
vessel to direct flows of fluids in directions which are neither
parallel nor perpendicular to a centerline of the marine vessel. In
this embodiment, reversible motors are used to rotate associated
impellers in either forward or reverse directions. In any of the
embodiments of the invention, a joy stick control can be used to
select to deselect each of the outlet conduits and, in certain
embodiments, to select the direction of operation of an associated
reversible motor.
U.S. Pat. No. 5,090,929, which issued to Rieben on Feb. 25, 1992,
describes a paired motor system for small boat propulsion and
steerage.
Paired spaced electrically driven motors provide a steerable
propelling system for small boats. Each motor drives a propeller
carried in an elongate channel, communicating from each lateral
side of a boat beneath the water line to one boat end, to move
water through such channels for boat propulsion. The electrical
motors are of variable speed, reversible, and separately controlled
by a joystick type control device to provide differential control
of motor speed to allow steerage.
The propelling system provides a low speed, maneuverable propulsion
system for fishing use, as an auxiliary power system for boats
having a separate principal powering system, and to aid
maneuverability alone or in conjunction with the principal powering
system.
U.S. Pat. No. 4,747,359, which issued to Ueno on May 31, 1988,
describes an apparatus for controlling the turn of a ship. When the
right turn or left turn is set by operating one joystick lever, the
bow thruster arranged on the bow side generates the drift thrust in
the rightward or leftward direction in accordance with the turning
angular velocity on the basis of the operation of the joystick
lever. At the same, propellers provided on the stern side are
controlled so as to generate the backward thrust proportional to
the absolute value of the turning angular velocity of the ship. The
forward thrust of the ship which is caused due to the generation of
the drift thrust by the bow thruster is suppressed. Thus, the ship
is turned to the right or left around the stern as a rotational
center at a predetermined speed with the position of the hull
held.
U.S. Pat. No. 4,056,073, which issued to Dashew et al on Nov. 1,
1977, describes a boat thruster which includes a diverter valve and
an inlet connected to a water pump, a pair of outlets extending to
either side of the boat, a valve mechanism for accurately
controlling the amount of thrust obtained from both outlets, and a
deflector positioned at each outlet. Each deflector is movable
between a first position wherein it allows sideward water discharge
to thrust the bow to the side, and a second position wherein it
directs water rearwardly to move the boat in a forward direction,
or if required, to a third position to move the boat
rearwardly.
U.S. Pat. No. 6,234,853 which issued to Lanyi et al on May 22,
2001, discloses a simplified docking method and apparatus for a
multiple engine marine vessel. The docking system is provided which
utilizes the marine propulsion unit of a marine vessel, under the
control of an engine control unit that receives command signals
from a joystick or push button device, to respond to a maneuver
command from the marine operation. The docking system does not
require additional propulsion devices other than those normally
used to operate the marine vessel under normal conditions. The
docking or maneuvering system of the present invention uses two
marine propulsion units to respond to an operator's command signal
and allows the operator to select forward or reverse commands in
combination with clockwise or counterclockwise rotational commands
either in combination with each other or alone.
The patents and patent application described above are hereby
expressly incorporated by reference in the description of the
present invention.
The prior art illustrates many different types of throttle control
mechanisms which allow an operator to manually move a lever in
order to control the operation of a marine propulsion system. The
prior art also shows many different types of marine vessel
maneuvering, or docking, systems which allow a marine vessel
operator to maneuver the marine vessel at relatively slow speeds in
order to perform docking procedures. Typically, the maneuvering or
docking of a marine vessel utilizes a joystick or other type of
control mechanism that is separate and independent from the control
mechanism that the marine vessel uses during normal operation of
the marine vessel at higher engine speeds.
It would therefore be significantly beneficial if a control
mechanism could be devised which allows a marine vessel operator to
use a single control mechanism to control the marine vessel during
both high speed and low speed operation. In other words, it would
be beneficial if a control mechanism could allow the marine vessel
operator to use the same mechanism for both controlling the speed
and gear selection of the marine vessel at relatively high speeds
and, also, control the individual maneuvering devices of the marine
vessel during low speed docking procedures.
SUMMARY OF THE INVENTION
A multipurpose control mechanism for a marine vessel made in
accordance with the present invention comprises a base portion and
a lever that is movably attached to the base portion. Movement of
the lever along a first path relative to the base portion provides
a primary control signal for a primary marine propulsion function
of the marine vessel when the multipurpose control mechanism is in
a first mode. In the description of the present invention, the
first mode can represent the operation of the marine vessel at
relatively high engine speeds which are above a preselected
threshold speed or, as in dual engine applications, the first mode
can represent a situation when both marine propulsion devices are
provided with identical thrust demands from the operator of the
marine vessel. Conversely, a second mode of operation of the marine
vessel, in the description of the present invention, is used to
describe a mode during which the engine of the marine vessel is
operated at a relatively low speed which is less than a preselected
threshold speed and, in most cases, when the marine vessel
operation is maneuvering the marine vessel for docking purposes. In
certain dual engine applications, the second mode can represent a
mode in which a differential thrust command can be provided to
either one or both of the marine propulsion devices to alter the
relative thrusts of those devices.
A distal member is attached to the lever for rotation about a
central axis of the lever. Rotation of the distal member about the
central axis provides a secondary control signal for a secondary
marine propulsion function of the marine vessel when the
multipurpose control mechanism is in the second mode. Movement of
the lever along the first path relative to the base portion
provides a second secondary control signal for the secondary marine
propulsion function of the marine vessel when the multipurpose
control mechanism is in the second mode. Movement of the lever
along a second path relative to the base portion provides a third
secondary control signal for the secondary marine propulsion
function of the marine vessel when the multipurpose control
mechanism is in the second mode.
In a preferred embodiment of the present invention, the lever is
rotatably movable relative to the base portion about a generally
horizontal axis. The first path is aligned in a forward-aft
direction and the second path is aligned in a port-starboard
direction. The secondary marine propulsion function comprises
operation of a marine propulsion engine at speeds less than a
preselected threshold, whereas the primary marine propulsion
function comprises operation of the marine propulsion engine at
speeds greater than the preselected threshold. In a typical
application of the present invention, the secondary marine
propulsion function of the marine vessel is a docking function. The
distal member can control the relative speeds of two outboard
motors to accomplish docking maneuvers or, alternatively, it can
control the relative thrust provided by two or more thrusters
attached to the marine vessel for these same docking purposes. In
addition, the device of the present invention allows the operator
of a marine vessel to select differential changes to the relative
thrusts provided by dual engine propulsion devices.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be more fully and clearly understood
from a reading of the description of the preferred embodiment of
the present invention, in conjunction with the drawings, in
which:
FIG. 1 is an exploded isometric view of the present invention;
FIG. 2 is an highly simplified and schematic representation of the
present invention;
FIG. 3 is an assembled view of the device shown in FIG. 1;
FIG. 4 shows the present invention utilized in conjunction with one
type of docking system;
FIG. 5 shows a distal member of the present invention; and
FIG. 6 shows the present invention used in conjunction with a
second type of marine docking system.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Throughout the description of the preferred embodiment of the
present invention, like components will be identified by like
reference numerals.
FIG. 1 is an exploded isometric view of a portion of the
multipurpose control mechanism of the present invention. A lever 10
is attached to a base portion, which will be described below in
conjunction with FIG. 2 for rotation about a generally horizontal
axis 12. A distal member 16, or hand grip portion, is attached to
the lever 10 for rotation about a central axis 20 of the lever 10.
A shaft 24, which is attached to the distal member 16, is inserted
into the lever 10 and through a bushing 30. At the bottom of the
shaft 24, two tapped holes, 32 and 34, are shaped to receive two
screws, 42 and 44, respectively. This allows an actuator bar 50 to
be attached to the end of the shaft 24 and rotate about axis 20
with the distal member 16. Two switches, 52 and 54, are mounted
within the cavity 60 of the lever 10 and positioned to be actuated
by the ends of the actuator bar 50 when it moves in response to
rotation of the distal member 16 about axis 20. The two switches,
52 and 54, provide signals to an engine control unit (ECU) which
represent the rotation of the distal member 16 and shaft 24 about
axis 20 in response to manipulation of the distal member 16 by the
operator of a marine vessel. As will be described in greater detail
below in conjunction with FIGS. 4, 5, and 6, rotation of the distal
member 16 about the central axis 20 of the lever 10 allows the
operator of the marine vessel to provide control signals to an
engine control unit (ECU) which are used during docking procedures.
The switches, 52 and 54, can be momentary push button switches with
a spring return feature.
FIG. 2 is a highly simplified and schematic isometric
representation of a multipurpose control mechanism for a marine
vessel made in accordance with the present invention. A base
portion 70 is attachable to a convenient portion of a marine vessel
near an operator station at the helm. The lever 10 is movably
attached to the base portion 70 and, in a particularly preferred
embodiment of the present invention, is rotatably attached to the
base portion 70 for rotation about a generally horizontal axis 12,
as represented by arrow 72. When the lever is moved along a first
path, represented by arrows 72, it provides a primary control
signal for a primary marine propulsion function of the marine
function when the multipurpose control mechanism is in a first mode
(e.g. operating at high speed). The primary control signal
typically includes a forward or reverse speed control signal and a
forward, neutral, or reverse gear selection signal. This use of a
lever of a throttle mechanism is known to those skilled in the
art.
The distal member 16 is attached to the lever 10 for rotation about
a central axis 20 of the lever 10. Rotation of the distal member 16
about the central axis 20 provides a secondary control signal for a
secondary marine propulsion function of the marine vessel when the
multipurpose control mechanism is in a second mode. Typically, the
distal member provides the secondary control signal when the
operator is maneuvering the marine vessel for purposes of docking.
This operation will be described in greater detail below in
conjunction with FIG. 5. In a typical application of the present
invention, the first mode of operation exists when the engine is
operating at an engine speed greater than a preselected threshold,
such as an idle speed magnitude. The second mode typically exists
when the engine is operating at an engine speed less than the
preselected engine speed threshold. A manually operated switch can
also be used to allow the operator to select the second mode if the
engine speed is less than the threshold magnitude. In other words,
the control mechanism is in the second mode at low docking speeds
and in the first mode at high speeds. When a marine operator is
piloting a marine vessel at relative high engine speeds, movement
of the lever 10 about axis 12, as represented by arrows 72, allows
the marine vessel to determine the speed of the boat. When in the
second mode, movement of any feature of the multipurpose control
mechanism allows the marine vessel operator to precisely maneuver
the marine vessel for docking purposes. When in the second mode,
movement of the lever 10 along the first path 72 relative to the
base portion, provides a second secondary control signal for the
secondary marine propulsion function of the marine vessel when the
multipurpose control mechanism is in the docking or maneuvering
mode.
Certain embodiments of the present invention also allow movement of
the lever 10 along a second path about axis 78, as represented by
arrow 80. It should be understood that the physical movement along
the second path 80 in a preferred embodiment of the present
invention can be very slight. This movement provides a third
secondary control signal used for docking purposes when the control
mechanism is in the second mode. A platform 90 is provided with
sensors 91-94, that detect movement of the base portion 70 relative
to the platform 90. The sensors 91-94 can be force sensors or any
other suitable type of sensor or switch that detects a force by the
lever 10 on the base 70 that creates a resulting movement, however
slight, along the third secondary control signal path 80. It should
be understood that two sensors, 91 and 92, can be used in certain
embodiments without the need of the other two sensors, 93 and 94.
However, alternative embodiments of the present invention may elect
physically to lock the lever 10 in position relative to the base 70
under certain conditions and sense the movement of the base 70
relative to the platform 90 when the multipurpose control mechanism
is in the second mode and the marine vessel operator is docking the
vessel with maneuvering commands.
FIG. 3 shows an assembled view of the mechanism described above in
conjunction with FIG. 1. The actuator bar 50 is attached to the end
of shaft 24 and placed in a position that actuates switches 52 and
54 in response to movement of the distal member 16 and shaft 24
about axis 20, as represented by arrows 96. The lever 10 is
attachable to a base, such as base 70 described above in
conjunction with FIG. 2 for rotation about axis 12.
As described above, many different types of docking and maneuvering
systems are known to those skilled in the art for use in docking a
marine vessel. These systems typically provide a joystick or
control pad for an operator or manipulate during the maneuvering
procedures. Some docking systems, such as the one described above
in U.S. Pat. No. 6,142,841, provide a separate docking propulsion
system in addition to a primary propulsion system that is used when
operating the vessel at high speeds. Other maneuvering and docking
systems utilize the same propulsion components for both maneuvering
at low speeds and propelling the marine vessel at higher speeds. A
system of this combined type is described in U.S. patent
application Ser. No. 09/502,816 which is described above. The
present invention operates in a traditional manner when the marine
vessel is operated at speeds above a threshold engine speed (e.g.
idle speed) in order to perform the functions typically performed
by a joystick when the marine vessel is operated at lower speeds
and when the marine vessel operator is maneuvering the marine
vessel for purposes of docking. In other words, the present
invention performs dual functions so that a separate joystick
controller is not needed in addition to the standard throttle
mechanism controller that is typically provided on all marine
vessels.
FIG. 4 is a simplified representation of the multipurpose control
mechanism 100 of the present invention as described above, used in
conjunction with a marine vessel 110 that comprises two outboard
motors, 111 and 112. In the marine vessel 110 shown in FIG. 4, the
propulsion system is also provided with a bow thruster 116 which
provides a force represented by arrow 120 to assist the maneuvering
of the marine vessel 110. It should be understood that bow
thrusters 116 are not required in conjunction with all embodiments
of the present invention.
Control signals are provided by the multipurpose control mechanism
100, on line 122, to an engine control unit (ECU) 124. The engine
control unit, in turn, provides signals to the two outboard motors,
111 and 112, which control the thrusts provided by each of the
outboard motors and the rotational position of each of the outboard
motors about their respective steering axes, 131 and 132. This type
of control is described in detail in U.S. patent application Ser.
No. 09/502,816 which was filed on Feb. 11, 2000. The engine control
unit 124 can provide individual signals, on lines 141 and 142, to
the two outboard motors, 111 and 112.
These signals would control the rotational position of each
outboard motor and the thrust provided by each of the two outboard
motors. The engine control unit can also provide a signal 150 to
the bow thruster 116.
During normal operation of the marine vessel 110, at relatively
high engine speeds, the multipurpose control mechanism 100 only
provides gear selection signals and engine speed or thrust signals
on line 122 to the engine control unit 124. These signals are only
provided in response to rotation of the lever 10 about axis 12 as
described above in conjunction with FIGS. 1-3. Rotation of the
distal member 16 about axis 20 does not provide a signal that is
received and accepted by the engine control unit 124 unless the
engine speed is below the preselected threshold. Similarly, signals
received by the engine control unit 124 from the sensor 91-94 are
ignored if the engine speed is above the preselected threshold.
This is done for purposes of safety since high speed operation of
the marine vessel 124 is not amendable to the sudden maneuvers that
would otherwise occur if the signals relating to the movement of
the distal member 16 along path 96 or movement of the base portion
70 relative to axis 78 along path 80 were followed when the engine
speed was operating at greater than the threshold engine speed.
Some embodiments may also require the operator to manually select
the second mode by actuating a switch.
FIG. 5 is a top view looking down on the distal member 16. For
purposes of reference, path 72 is represented by an arrow in FIG. 5
which is associated with movement of the lever 10 about axis 12.
Forward movement of the lever 10 and the distal member 16 increases
forward thrust on both outboard motors, 111 and 112 and reverse
movement of lever 10 decreases the forward thrust of both engines.
It should be understood that certain embodiments of the present
invention, as described above, can be used in conjunction with
outboard motors 111 and 112 which can provide not only forward and
reverse thrust but, in certain embodiments, can be associated with
controllable pitch propellers for these purposes. If the distal
member 16 is rotated in a clockwise direction about axis 20,
forward thrust on the port engine 11 is increased an forward thrust
on the starboard engine 112 is decreased. If the distal member 16
in rotated in a counterclockwise direction about axis 20, forward
thrust on the starboard engine 112 is increased while forward
thrust on the port engine 111 is decreased. When used in
conjunction with a system such as that described and claimed in
U.S. patent application Ser. No. 09/502,816, described above, the
manipulation of the distal member 16 about its rotational axis 20
allows the marine vessel operator to maneuver the marine vessel 110
for purposes of docking. Additionally, signals provided by the
sensors 91-94 and provided as a result of movement of the lever 10
about axis 12 along path 72 can be interpreted by the engine
control unit 124 in combination with each other, to result in
complex maneuvers of the marine vessel 110 as described above in
conjunction with maneuvering and docking systems known to those
skilled in the art.
FIG. 6 shows an alternative embodiment of the present invention
used in conjunction with a docking system such as that described in
U.S. Pat. No. 6,142,841. The engine control unit 124 receives
signals from the multipurpose control mechanism 100 of the present
invention and determines appropriate signals to the various primary
and secondary propulsion systems. For example, if the marine vessel
110 is operating in a first mode with the main propulsion engine
200 operating at an engine speed greater than a preselected
threshold, the engine control unit 124 would provide signals to the
engine 200 on line 210 relating to engine speed. Although the
propeller system (e.g. outboard motor, sterndrive, or inboard
system) is not illustrated in FIG. 6, it should be understood that
the engine control unit 124 would also provide signals relating to
the gear selection of the marine propulsion system. The engine
control unit 124 also receives signals from the engine 200, on line
214, relating to engine speed and other related variables. The
engine speed is monitored by the engine control unit 124 to
determine whether or not it is safe to place the multipurpose
control mechanism 100 in the second mode which allows the engine
control unit 124 to receive and respond to signals caused by
movement of the distal member 16 about its axis 20 and movement of
the lever 10 about axis 78, as described above in conjunction with
FIG. 2. Furthermore, it allows the engine control unit 124 to
determine whether or not signals caused by movement of the lever 10
about axis 12 should be interpreted as control signals relating to
mode 1 or mode 2. If the system is in mode 2 and the marine vessel
operator is docking the marine vessel 110, the engine control unit
124 can also provide control signals, on lines 221 and 222, to the
two rear thrusters, 231 and 232, for maneuvering the marine vessel
110 according to the system described in detail in U.S. Pat. No.
6,142,841.
It can be seen that the present invention provides a multipurpose
control mechanism that serves both as a normal throttle lever and,
also, as multi-axis joystick control system. When in a first mode
under normal usage, the lever 10 allows the operator to control the
engine speed and gear selection in a manner that is well known to
those skilled in the art and currently provided on most marine
vessels. When in a second mode, or docking mode, the multipurpose
control mechanism of the present invention allows the operator to
use the device as a joystick and provide signals to an engine
control unit 124 by moving the mechanism about axes 12 and 78 and
by also moving the distal member 16 about axis 20. As a result, the
multipurpose control mechanism allows the operator to use the
device as a joystick without the requirement of providing a
separate joystick mechanism. The engine control unit monitors
engine speed and disables the joystick commands when the marine
vessel is operated at engine speeds greater than a preselected
threshold. It should be understood that the present invention has
been described as having first or second modes which are dependent
on the engine speed but, in a broader sense, it should be
understood that the first and second modes could alternatively be
selected as a function of boat speed relative to the water in which
the boat is operated. In some embodiments, a manual switch can be
required to place the system in the second mode if the speed is
appropriate. Also, it should be understood that certain embodiments
of the present invention could lock the position of the lever 10
relative to the base 70 when in maneuvering mode and use the
sensors 91-94 to determine the intent of the marine vessel operator
relative to movement of the lever 10 about axes 12 or 78.
It should be clearly understood that the present invention can be
applied in at least two different ways. One way, as described
above, allows the marine vessel operator to operate the vessel in a
first, or planing, mode and in a second, or docking, mode. The
other way that the present invention can be operated is where the
operator uses the device in a first mode to control two propulsion
devices identically and a second mode which treats them
individually.
In the first mode, both propulsion devices are given simultaneous
and identical thrust commands as the operator moves the lever 10
about axis 12. Movement of the lever either increases or decreases
the thrust commands to the engines, but those commands are
identical for both engines. In the second mode, the marine vessel
operator rotates the distal member 16 about axis 20 to provide a
differential command that changes the relative thrusts provided by
the two propulsion devices.
The engine control unit 124 receives momentary signals from either
of the switches, 52 and 54, which represent a request by the
operator to change the relative thrust commands to the two
propulsion devices. Potentiometers may also be used for this
purpose. Although many algorithms can be applied to accomplish
this, the engine control unit can increment the thrust command for
the associated engine for every increment of time that the switch
52 or 54, is activated. A differential value can then be stored
which represents a difference between the two engines' thrusts for
all future movements of the lever 10 about axis 12 until the
operator again elects to use the distal member 16 to change this
relative offset in thrusts between the two propulsion devices.
As an example, if the vessel operator detects that the port engine
is providing slightly greater thrust than the starboard engine,
causing a tendency of the vessel to drift toward starboard, the
operator can rotate the distal member 16 about axis 20 to activate
switch 52 momentarily. As long as switch 52 is activated, the
engine control unit increments a differential thrust variable of
the starboard engine, decreases a differential thrust variable of
the port engine, or both. The net result is that the relative
thrust of the starboard engine, relative to the port engine, is
increased. Future movements of the lever 10 about axis 12 will
increase or decrease both engine thrusts equally, while maintaining
the differential offset requested by the operator.
The operation of the present invention can involve secondary
propulsion devices (e.g. bow thrusters, and supplemental docking
thrusters) when operating in the second mode or, alternatively, the
operation of the present invention can affect only the primary
marine propulsion devices (e.g. outboard motors) when in the second
mode. Under both methods of operation, a primary marine propulsion
function (e.g. high speed operation, simultaneous thrust commands
to both engines) is performed while in the first mode and a
secondary marine propulsion function (e.g. docking, differential
thrust commands to the engines) is performed while in the second
mode.
Although the present invention has been described in particular
detail and illustrated to show several embodiments, it should be
understood that alternative embodiments are also within its
scope.
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