US20120077394A1

US20120077394A1 - Electronic ski control

Info

Publication number: US20120077394A1
Application number: US13/242,356
Authority: US
Inventors: David Banks; Emory Hodges; Kenneth A. Kaczmarz
Original assignee: CompX International Inc
Current assignee: CompX International Inc
Priority date: 2010-09-27
Filing date: 2011-09-23
Publication date: 2012-03-29
Also published as: CA2753076A1

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.

Description

PRIORITY CLAIM

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

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

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.
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.
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.
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.
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.”
The complete disclosures of the herein referenced patent related publications are fully incorporated herein for all purposes.
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

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.
In an exemplary configuration, watercraft control circuitry is provided to enable operation of the watercraft in both normal and override modes.
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's transmission.
In accordance with aspects of certain embodiments of the present subject matter, a failsafe configuration is provided that inhibits engagement of the watercraft's transmission upon failure of certain control circuit components.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
In further alternative arrangements of the foregoing, such manual override switch may comprise a normally open manually operated switch.
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.
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.
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.
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.
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.
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.
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.
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.
Alternatives of such methodology may relate to such selectively inhibiting functionality comprising manually operating a normally open switch.
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.
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.
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.
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

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:

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;

FIG. 2 illustrates a side view of the Electronic Ski Control Assembly taken along line A-A in FIG. 1;

FIG. 3 illustrates a rear section of the Electronic Ski Control Assembly in Neutral position taken along line B-B of FIG. 2;

FIG. 4 illustrates a rear section of the Electronic Ski Control Assembly in Forward Idle position taken along line B-B of FIG. 2;

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;

FIG. 6 illustrates a rear section of the Electronic Ski Control Assembly in Reverse Idle position taken along line B-B of FIG. 2;

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;

FIG. 8 illustrates an exploded side section of the Electronic Ski Control Assembly in Neutral position;

FIG. 9 illustrates an assembled side section of the Electronic Ski Control Assembly in Neutral position;

FIG. 10 illustrates an electrical schematic of the ski control circuit as employed in the Electronic Ski Control Assembly in accordance with present technology;

FIG. 11 illustrates a detailed view of an exemplary printed circuit board supporting various components of the ski control circuit

FIGS. 12A, 12B, 12C, and 12D are respective Front View, Right View, Back View, and Left View of a further embodiment of the Electronic Ski Control Assembly;

FIGS. 13A, 13B are respective Front View and sectional view along line A-A of Front View FIG. 13A;

FIGS. 14A, 14B are respective Right View and sectional view along line B-B of Front View FIG. 14A in Neutral position;

FIG. 15 is a partially exploded view of the final assembly of an Electronic Ski control in accordance with a further embodiment;

FIG. 16 is an exploded view of the Main Assembly of an Electronic Ski control in accordance with a further embodiment;

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

FIGS. 18A, 18B, 18C, and 18D 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

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.

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

As discussed in the Summary of the Invention section, the present subject matter is particularly concerned with electronic propulsion control systems for small watercraft.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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's engine control module (ECM). Such interaction is otherwise fully described herein.
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's operation nor is a specific requirement of the present technology.
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.
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.
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's control system will be described later.
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.
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.
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.
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.
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.
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.
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.
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.
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.
Forward Normal Mode
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.
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).
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'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.
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.
Further reverse movement of throttle handle assembly 50 will cause cam lobe 109 to contact switch 120, de-energizing relay contacts of relay 126.
Reverse Normal Mode
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.
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).
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'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.
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.
Forward/Reverse Electrical Interlock
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.
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 128C 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.
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's control system will not receive a reverse signal simultaneous to getting a forward signal.
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.
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).
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 127C 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.
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 127B 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's control system will not receive a forward signal simultaneous to getting a reverse signal.
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.
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).
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.
Neutral Operation
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'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.
Override Circuit
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.
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.
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.
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.
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 126C through forward biased diode 180.
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.
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.
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.
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.
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.
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.
Throttle Control Operation
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.
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).
Handle Switches
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.
Emergency Stop Switches
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.
Mechanical Shift Mechanism
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.
With reference to FIGS. 12A, 12B, 12C, and 12D, 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.
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.
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,
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.
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.
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.
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.
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.
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.

Claims

1. 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 said handle assembly, said cam including a central portion and at least one lobe extending from said central portion;

a plurality of switches positioned proximate said cam for operation thereby upon contact by said at least one lobe, said plurality of switches configured to provide respective forward, neutral, and reverse signals when contacted by said at least one lobe;

an actuator configured for rotation about an axis upon movement of said handle assembly;

a sensor positioned proximate said actuator for operation thereby, said sensor configured to provide an output corresponding to the rotational angle of said actuator; and

a manual override switch configured to inhibit said forward and reverse signals when said handle assembly is moved from said neutral position thereof.

2. A system as in claim 1, wherein said actuator comprises a permanent magnet.

3. A system as in claim 1, wherein said manual override switch comprises a normally open manually operated switch.

4. A system as in claim 1, wherein:

said sensor output is configured to comprise a continuous output; and

said system further comprises a self-sealing circuit configured to continue inhibiting said forward and reverse signals until said handle assembly is returned to said neutral position thereof.

5. A system as in claim 4, further comprising an indicator for providing a visual indication upon operation of said manual override switch.

6. A system as in claim 5 wherein said visual indicator comprises a light emitting diode.

7. A system as in claim 1, wherein:

said sensor output is configured to comprise a continuous output; and

said system further comprises an interlock circuit configured to inhibit said forward and reverse signals upon failure of at least one of said plurality of switches configured to provide said forward and reverse signals.

8. A system as in claim 1, wherein:

said sensor output is configured to comprise a continuous output; and

said system further comprises a handle locking mechanism configured to mechanically retain said handle assembly in said neutral position until manually released.

9. A system as in claim 8, further comprising a release cup positioned proximate a manually engageable end of said handle assembly.

10. A system as in claim 9, wherein said handle locking mechanism comprises a dead bolt releasable by operation of said release cup.

11. A system as in claim 1, further comprising at least one switch located in a handle portion of said handle assembly, said at least one switch configured for control of a watercraft associated mechanism.

12. A system as in claim 11 wherein such watercraft associated mechanism corresponds to one of trim tabs, wedge hydrofoils, surf tabs, and drives.

13. As system as in claim 11, further comprising an emergency stop switch configured to kill one or more engines of an associated watercraft.

14. A method for controlling watercraft propulsion, comprising:

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.

15. A method as in claim 14, wherein:

such sensor output is continuous; and

such selectively inhibiting comprises manually operating a normally open switch.

16. A method as in claim 15, further comprising continuously inhibiting such forward and reverse signals until the handle assembly is returned to its neutral position.

17. A method as in claim 15, further comprising activating a visual indicator concurrently with inhibiting the forward and reverse signals.

18. A method as in claim 17, wherein activating a visual indicator comprises activating a light emitting diode.

19. A method as in claim 15, further comprising inhibiting the forward and reverse signals upon failure of at least one of the selected switches configured to provide such forward and reverse signals.

20. A propulsion control system for watercraft, comprising:

a handle assembly movable among at least forward, neutral, and reverse positions thereof;

a plurality of switches positioned proximate said cam for operation thereby upon contact by said at least one lobe, said plurality of switches configured to provide respective forward, neutral, and reverse signals when operated by said at least one lobe; and

21. A system as in claim 20, wherein said manual override switch comprises a normally open manually operated switch.

22. A system as in claim 20, further comprising a self-sealing circuit configured to continue inhibiting said forward and reverse signals until said handle assembly is returned to said neutral position thereof.

23. A system as in claim 22, further comprising an indicator for providing a visual indication upon operation of said manual override switch.

24. A system as in claim 23, wherein said visual indicator comprises a light emitting diode.

25. A system as in claim 20, further comprising an interlock circuit configured to inhibit said forward and reverse signals upon failure of at least one of said plurality of switches configured to provide said forward and reverse signals.

26. A system as in claim 20, further comprising a handle locking mechanism configured to mechanically retain said handle assembly in said neutral position until manually released.

27. A system as in claim 26, further comprising a release cup positioned proximate a manually engageable end of said handle assembly.

28. A system as in claim 27, wherein said handle locking mechanism comprises a dead bolt releasable by operation of said release cup.

29. A method for controlling watercraft propulsion, comprising:

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

30. A method as in claim 29, wherein selectively inhibiting comprises manually operating a normally open switch.

31. A method as in claim 30, further comprising continuously inhibiting such forward and reverse signals until the handle assembly is returned to its neutral position.

32. A method as in claim 31, further comprising activating a visual indicator concurrently with inhibiting the forward and reverse signals.

33. A method as in claim 32 wherein activating a visual indicator comprises activating a light emitting diode.

34. A method as in claim 29, further comprising inhibiting the forward and reverse signals upon failure of at least one of said selected switches configured to provide such forward and reverse signals.

35. A method as in claim 29, further comprising locking the handle assembly in its neutral position until manually released.

36. A propulsion control system for watercraft, comprising:

a drive gear configured for rotation about an axis upon movement of said handle assembly, said drive gear including a central slotted portion receiving a drive pin;

a shift gear configured for rotation by said drive gear, said shift gear coupled to a lever for operation of a transmission control;

a manual override assembly configured to inhibit rotation of said shift gear.

37. A system as in claim 36, wherein said actuator comprises a permanent magnet.

38. A system as in claim 36, wherein said manual override assembly comprises a manually moveable spring biased shaft configured to normally retain said drive pin in engagement with said drive gear.

39. A system as in claim 36, wherein said sensor output is configured to comprise a continuous output.

40. A system as in claim 39, wherein said sensor comprises a potentiometer.

41. A method for controlling watercraft propulsion, comprising:

associating first and second actuators with such handle assembly for rotation about respective axes upon movement of such handle assembly;

coupling a first control mechanism to such first actuator for operation thereby;

enabling forward, neutral, and reverse operations upon actuation of said first actuator; and

selectively inhibiting the forward and reverse operations when the handle assembly is moved from its neutral position.

42. A method as in claim 41, wherein:

such sensor output is continuous; and

such selectively inhibiting comprises manually operating a normally engaged drive device for the first actuator.