Note: Descriptions are shown in the official language in which they were submitted.
CA 02357699 2001-09-25
TITLE OF THE INVENTION
REMOTE COPJTROL SYSTEM FOR AN OUTBOARD MOTOR
FIELD OF THE INVENTION
The invention relates to a remote control system for an outboard
motor, more particularly, an apparatus for the control of an outboard motor on
a
vessel.
BACKGROUND OF THE INVENTION
It is frequently desirable to control an outboard motor without the
need for the pilot to physically contact the motor. For example, when an
outboard
motor is used on a boavt, the pilot may wish to be in the bow of the boat,
while the
motor is secured to the stern.
The moss: common approach to remote control of outboard motors
has been to run cables from the motor to the bow of the boat, or another
location
where the pilot wishes to remain. The use of cables presents several
disadvantages. First, i:he adequate securing of cables frequently requires
that
holes be drilled in the hull of the boat, to permit the passage of cable, as
well as
the securing of appropriate anchors for the cable. This can be undesirable
both
aesthetically and in terrns of structural strength and water resistance.
Moreover,
the pilot is limited in his or her location when piloting the boat, to the
location from
which the cables are accessible. Additionally, cable systems generally require
anchoring of the cable system on the boat as well as to the motor. This may
impede the removal of i:he motor from the boat. Moreover, it may not be
possible
to conveniently use the cable-system to remotely control the motor on a second
boat.
United States Patent No. 3,651,779 of Norton ("Norton") discloses
a control system for electronically controlling a boat powered by a twin screw
inboard/outboard drive system. This system requires that a control box be
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connected to a plurality of reversible direct current ("DC") motors by means
of
continuous wire connections. Thus, Norton fails to fully overcome the
disadvantages of convenvtional cable-based remote control systems, in that
wires
must still be run from the motor to the control box. This may require that
anchors
and holes be inserted in the hull of the boat, and also limits the potential
pilot
location within the boat, and may impede the removal of the motor from the
boat.
United States Patent No. 5,050,519 of Senften ("Senften") discloses
a motor control system for a boat in which the propulsion motor is
automatically
responsive to a control sy:~tem for moving the boat. The motor control system
may
be responsive to one of several different types of control input, including
radio
frequency signals. The motor control of Senften is adapted to control a small
electric motor. This system is inappropriate for use with an internal
combustion
motor for several reasons. First, Senften fails to disclose a throttle
mechanism
suitable for use with conventional throttles on internal combustion outboard
motors. Moreover, the steering mechanism disclosed by Senften fails to change
the direction of thrust of the main propellor on the outboard motor. Rather,
it relies
on a secondary propellor, positioned at right angles to the primary thrust
propellor,
to provide a transverse thrust when turning is required. Such an approach may
add considerable weight .and expense to the outboard motor system. Moreover,
where a powerful internal combustion engine is used to drive the main thrust
propellor, it may be difficult to steer effectively using only a small
electric propellor.
United States Patent Application No. 4,614,900 of Young ("Young")
discloses a means for thc~ remote control of an electric trolling motor by a
hand
held or foot operated radiant energy transmitter co-acting with a receiver.
Young
discloses a steering means, wherein a specialized gear is mounted on the shaft
connected to the propellor portion of the electric motor, and this specialized
gear
interacts with a gear on a steering motor, to change the direction of thrust
by the
propellor. The requirement for a specialized gear located on the shaft of the
motor
may make the system of Young inappropriate for use with many existing outboard
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motors, and particularly for those owners who rely on warranty protection in
respect of their outboarcl motor. Moreover, the system of Young may not be
appropriate for use with internal combustion engines, where the driveshaft
specifications may be different than they are for electric motors.
United States Patent No. 4,715,836 of Schulte ("Schulte") discloses
a remote steering assembly kit for outboard trolling motors having an
elongated
cylindrical driveshaft housing with a trolling motor at the top of the
housing. The
steering system of Schulte relies on a special large diameter gear which is
operatively connected to the driveshaft of the propellor, permitting rotation
of the
thrust direction of the propellor by rotation of the large diameter gear. The
large
diameter gear is driven by a smaller gear controlled by a small DC electric
motor
mounted at the rear of the base plate of the mounting bracket for the outboard
motor. Thus, the steering assembly of Schulte suffers from substantially the
same
weakness as the steering mechanism of Young, namely that it requires the use
of
a specialized gear which may be inappropriate for use on many existing
outboard
motors, and also may be inappropriate for use on internal combustion outboard
motors.
United States Patent No. 4,810,216 of Kawamura ("Kawamura")
discloses a remote control device for an outboard motor including a remotely
positioned controller device which operates control devices connected to the
outboard motor through optical fiber transmitted signals. The remote control
device of Kawamura is dependent upon a continuous physical link between the
control device and the controlled motor, in this case in the form of optical
fibers.
Thus, the remote control system of Kawamura does not fully overcome
weaknesses of the traditional cable-based approach to remote control systems,
as
previously discussed.
It is therefore an object of the invention to provide a remote control
system for an outboard imotor which is suitable for use with existing,
internal
combustion outboard motors.
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SUMMARY OF THE INVENTION
In a first aspect of the invention, there is provided a remote control
apparatus for the control of an outboard motor on a vessel. The remote control
apparatus comprises: a command transmitter, at least one command receiver in
wireless communication with the command transmitter, a steering controller in
operative communication with the command receiver, a throttle controller in
operative communication with the command receiver, a gearing controller in
operative communication with the command receiver, and a shut-off controller
in
operative communication with the command receiver. In operation a user can
send a signal from the command transmitter which signal is received by the
command receiver and conveyed to a corresponding controller, for action to
carry
out the command.
In another aspect of the invention there is provided a remote throttle
controller for an internal combustion motor on a vessel, the motor having a
throttle
actuator rotatable about a longitudinal axis. The throttle controller
comprises:
means to receive operative communication from a remote transmitter for mover
operation, means to receive power for mover operation, a bi-directional
throttle
actuator mover, and an operative linkage between the mover and the throttle
actuator. In operation, a movement of the throttle actuator mover causes the
linkage to move, causing a corresponding rotation of the throttle actuator.
In another aspect of the invention there is provided a first gearing
controller adapted for use on an outboard motor wherein gearing control is
actuated by rotation of thE: throttle handle. The first gearing controller
comprises:
a bi-directional actuator mover, an operative linkage between the mover and
the
throttle actuator, means to receive operative communication from a remote
transmitter for mover operation, and means to receive power for mover
operation.
In operation, a movement of the throttle actuator mover causes the linkage to
move, causing a corresponding rotation of the throttle actuator and the
corresponding movement: of the gears.
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In another aspect of the invention there is provided a steering
controller adapted for use on an outboard motor on a vessel, wherein the motor
is
pivotable on a transom mounting bracket. The steering controller comprises: a
bi-
directional steering mover, an operative linkage between the mover and the
bracket, means to receive operative communication from a remote transmitter
for
mover operation, and means to receive power for mover operation. In operation,
movement of the steering mover causes the operative linkage to move, placing a
pulling force on the motor and the bracket, thereby causing rotation of the
motor
with respect to the bracket.
In another aspect of the invention there is provided a rotational
gearing controller adapted for use on an outboard motor having a gearshift
adapted to actuate gearchanges by rotation along a longitudinal axis. The
gearing
controller comprises: a shaft engager adapted to releasably engage the
gearshift,
a bi-directional gearing mover, an operative linkage between the mover and the
shaft engager, means to receive operative communication from a remote
transmitter for mover operation, and means to receive power for mover
operation.
In operation, activation of the mover causes rotation of the shaft engager
which
rotates the gearshift.
In another aspect of the invention there is provided a remotely
controllable shut-off controller for an internal combustion motor, the motor
having
a releasable clip mediated shut-off mechanism in which disengagement of the
clip
from a switch during motor operation causes motor shut-off. The shut-off
controller
comprises: a shut-off mover, an operative linkage between the shut-off mover
and
the clip, means to receive operative communication from a remote transmitter
for
mover operation, and means to receive power for mover operation. During normal
motor operation, the shut-off mover is in a first position permitting the clip
to
engage the switch, and activation of the shut-off mover causes the mover to
move
to a second position, causing the clip to disengage from the switch.
In another aspect of the invention there is provided a command
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transmitter adapted for use with a remote control apparatus including a
command
receiver for the control of an outboard motor on a vessel. The command
transmitter comprises: a water sensor and signaling means. I n operation,
contact
between the water sensor and water causes an operative signal to be
transmitted
by the signaling means to the command receiver.
BRIEF DESCRIPTION OF THE DRAWINGS
Without limiting the scope of the invention, preferred embodiments
of the invention are illustrated in the drawings in which:
FIGURE 1 is a perspective view of an embodiment of the remote
control apparatus of thE: present invention assembled on an outboard motor
which
is secured to a vessel.
FIGURE 2 is a side view of an embodiment of the remote throttle
controller of the present invention shown in association with a throttle
actuator and
a tiller arm of an engine.
FIGURE 3 is a side view of an embodiment of the steering controller
of the present invention, shown assembled on a portion of an outboard motor.
FIGURE 4 is a cross-sectional view of an embodiment of a portion
of the rotational gearing controller of the present invention, shown in
association
with a portion of an outboard motor, through line 4-4 of FIGURE 1.
FIGURE 5 is a side view of a portion of an embodiment of the
rotational gearing controller of the present invention, shown assembled on a
portion of an outboard motor.
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FIGURE Ec is a perspective view of an embodiment of the shut-off
controller of the present invention in an "on" position, shown in association
with a
portion of an internal coimbustion engine.
FIGURE T is a perspective view of an embodiment of the shut-off
controller of the present invention in an "'off' position, shown in
association with a
portion of an internal combustion engine.
FIGURE 8. is a schematic wiring diagram of an embodiment of the
command receiver of the present invention.
FIGURE 9 is a elevational view of the exterior of an embodiment of
a command transmitter for use with the command receiver depicted in Figure 8.
FIGURE 10 is a schematic diagram of an embodiment of a portion
of a switch for use with the control receiver shown in Figure 8.
While the invention will now be described in conjunction with the
illustrated embodiment, it will be understood that it is not intended to limit
the
invention to such embodiment. On the contrary, it is intended to cover all
alternatives, modifications and equivalents as may be included within the
spirit and
scope of the invention as defined by the appended claims.
DETAILED DESCRIPTION OF THE INVENTION
In Figure 1, there is depicted an embodiment of the remote control
apparatus 10 of the present invention, shown removably assembled on an
outboard motor 12, which is secured to a stern portion of a vessel 14. The
motor
12 is secured to the vessel 14 by a fixed bracket 16 having a backing plate 18
with
holes 64. A backing pl;~te is a feature used to support the motor in various
positions. The vessel 14 depicted is a boat, while that is the preferred
vessel, it will
be appreciated that the apparatus of the present invention may be used with
any
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suitable vessel employing an appropriate motor.
The apparatus 10 includes a command transmitter 20, a command
receiver22, a steering controller24, a throttle controller 26, a gearing
controller28,
and a shut-off controller 30.
Turning to F=figure 2, there is depicted embodiment of the throttle
controller 26 of the present invention secured to the tiller arm 32 of a motor
12, and
operatively connected to the throttle actuator 34 of the motor 12. The
throttle
controller 26 has a bi-direcaional throttle actuator mover 34a. The throttle
actuator
mover 34a has a shaft 42, a throttle linkage engager 44 and a throttle linkage
36,
said throttle linkage 36 having a first region 38 and a second region 40. The
throttle actuator mover 34a may be any suitable driver and is preferably a bi-
directional DC electric motor.
The throttle actuator 34 of the motor 12 is adapted to rotate about
a longitudinal axis A, with rotation possible in the directions indicted by
arrow R on
Figure 2. Rotation of the throttle actuator 34 about axis A causes the
throttle to
open or close, depending upon the direction of rotation. In operation,
throttle
controller 26 controls the direction of rotation of the throttle actuator 34
through
movement of the throttle linkage 36 by the throttle actuator mover 34a. In
particular, the throttle actuator mover 34a is secured by straps 132 to the
tiller arm
32, and has a shaft 42 extending towards the throttle actuator 34. At the end
of
the shaft 42 is the throttle linkage engager 44, which engages the second
region
40 of the throttle linkage ,'36. Preferably, the throttle linkage 36 and the
throttle
linkage engager 44 have Goggles, which operatively intermesh. The first region
38
of the throttle linkage 36 is operatively connected to the throttle actuator
34.
Preferably, the throttle linkage 36 and the throttle actuator 34 have Goggles,
which
operatively intermesh. Thus, rotation of the throttle actuator mover shaft 42
by the
throttle actuator mover 34a causes rotational movement of the throttle linkage
36,
rotating the throttle actuator 34 as indicted by arrow R. Throttle actuator
mover 34a
is adapted to cause rotational movement of shaft 42 in either direction,
permitting
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both opening and closing ~of the throttle through movement of the throttle
actuator
34. Action of the throttle actuator 34 is governed by the command receiver 22
through commands communicated from the command receiver 22 to the throttle
actuator mover 34a by vvay of a receiver line 46, operatively connecting the
command receiver 22 and the throttle actuator mover 34a. The throttle actuator
mover 34a may be mounted to the tiller arm 32 by an adjustable bracket. An
adjustable bracket would facilitate adjustment of the distance between the
throttle
actuator 34 and the throttle actuator mover shaft 42, in order to maintain
proper
tension on throttle linkage 36. The throttle actuator 34 may be fitted with a
locking
slip ring having Goggles that intermesh with throttle linkage 36, to further
facilitate
effective interaction of the throttle actuator 34 and the throttle linkage 36.
Turning to Figure 3, there is depicted an embodiment of the steering
controller 24 of the present invention, shown in association with a portion of
a
motor 12, including a backing plate 18. The steering controller 24 has a
steering
actuator 48 and a steering linkage 50 having ends 52 and a loop 54. The
steering
actuator48 has a steering actuator shaft 56, a steering linkage engager 58 and
steering linkage tensioners 60, (only one side shown).
In operation, the steering linkage ends 52 are secured to the backing
plate 18. Preferably, two height pins 62 are used, one on each side of the
backing
plate 18. In this embodirnent, the height pins 62 do not pass fully through
the
backing plate 18 and do not interfere with normal tilt adjustment of the motor
12.
Normal tilt adjustment is therefore possible using the remaining holes in the
backing plate 18, in the conventional manner. The steering linkage loop 54
frictionally engages the steering linkage engager 58 and the linkage is kept
taut by
the steering linkage tensioners 60 on either side of the motor 12. The
steering
mover 48 rotates the steering actuator shaft 56, causing the steering linkage
engager 58 to apply a pulling force to one end of the steering linkage 50. As
the
steering linkage ends 52 are secured to the backing plate 18, which is fixed,
the
application of force on the steering linkage 50 causes a rotation of the motor
12 in
a left or right direction, a,s indicated by arrow Q in Figure 3. Rotation of
the
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steering actuator shaft 56 in one direction will result in rotation of the
motor 12 in
the opposite direction. It will be appreciated that the linkage may,
alternatively, be
secured to another appropriate region of the transom mounting bracket, or to
an
appropriate region of thc~ transom itself. Nonetheless, it is preferable to
secure the
linkage to the backing plate to facilitate the adjustment of the angle of the
motor
relative to the transom when the steering controller is in place.
Figures 4 and 5 depict an embodiment of the rotational gearing
controller 28 of the present invention, assembled on a motor 12 having a gear
shaft 66 adapted to rotate about a longitudinal axis Y and to be rotatable
between
a forward position F and reverse position G (shown in ghost). As seen in
Figure
4, the rotational gearing controller 28 has a shaft engager 68, which is
adapted to
releasably engage the gear shaft 66, and to rotate upon the longitudinal axis
Y.
As seen in Figure 5, the rotational gearing controller 28 further includes a
bi-
directional gearing actuator 70 operatively connected to the shaft engager 68.
In
the embodiment depicted, the gearing actuator70 includes a worm shaft 72 and
a portion of a worm gear 74.
In operation, the gearing actuator 70 causes rotation of the worm
shaft 72, which engages the worm gear 74. The worm gear 74 is secured to the
shaft engager 68. Thus, rotation of the worm gear 74 causes a corresponding
rotation of the shaft engager 68. Due to the engagement of the shaft engager
68
with the gear shaft 66 this causes rotation of the gear shaft 66. Thus, it is
possible
to move the gear shaft X36 between its forward position F and its reverse
position
G. Generally, the neutral position is located between position F and position
G. As
shown in Figure 5, the gearing actuator 70 receives commands from the command
receiver 22 by means of a receiver line 46. The gearing actuator is preferably
a
bi-directional DC motor'. The rotational gearing controller 28 preferably
further
includes means, such as an audible light or alarm, to notify the user when the
gear
shaft is in forward neutral, or reverse gears.
In some motors, such as recent MERCURY (trade-mark) motors,
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gearing control is actuated by rotation of the throttle handle. Referring to
Figure
2, in some motors, rotation of the throttle actuator 34 in a first direction
about axis
A past a neutral position "A", results in movement of the gears to the forward
position "F", where as rotation in a second direction about axis A past the
neutral
position results in movemE:nt of the gears to the reverse position "G".
Thus, in motors where gearing is actuated by rotation of the throttle
handle, gearing and throttle may be controlled using a first gearing
controller
consisting substantially of the throttle control system of the present
invention
wherein the actuator 34 is rotatable in both the first and the second
direction from
the neutral position "N". Preferably, the first gearing controller further
includes
means to notify the user when the gear shaft is in forward, neutral, or
reverse gear.
Figures 6 and 7 depict an embodiment of the shut-off controller 30
of the present invention, secured to a portion of a motor 12. Figure 6 depicts
the
shut-off controller 30 in an "on" position, whereas Figure 7 depicts the shut-
off
controller 30 in an "off' position. The motor 12 has a switch 90 adapted to
engage
a retainer clip 92, wherein the removal of the retainer clip 92 from the
switch 90
causes the prompt shut-oft of the motor 12. The shut-off controller and the
switch
90 may be secured to any appropriate location such as the tiller arm or a side
of
the motor housing.
The shut-off controller 30 has a shut-off actuator 94, a lever 96, and
a fulcrum 98. The lever 9f~ is movable between a first position C and a second
position D. The lever 96 has a clip end 100, a actuator end 102, an inner side
104
and a point P on the inner side 104.
During normal operation of the motor 12 the lever 96 is in the first
position C wherein it operatively connects the shut-off actuator94 and the
switch
90. Activation of the shut-off actuator 94 causes the lever 96 to move to the
second position D, causing the point P on the inner side 104 of the lever 96
to
contact the fulcrum 98, causing the lever 96 to pivot about the point P. This
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causes a pulling force to be applied to the retainer clip 92 by the clip end
100 of
the lever 96. Upon tlhe application of this pulling force, the retainer clip
92
disengages from the switch 90, as depicted in Figure 7. Preferably, the
retainer
clip 92 may be manually reset on the switch 90. The shut-off actuator 94
receives
commands from the command receiver 22 by means of a receiver line 46. The
shut-off actuator is preferably a solenoid adapted to apply pushing and/or
pulling
force appropriate to the lever and fulcrum arrangement employed. However, a DC
motor or other device adapted to apply a pushing or pulling force may be
employed.
The comrnand transmitter 20 is adapted to send a signal to the
command receiver 22, which is adapted to receive the signal and cause
actuation
of a corresponding controller. The signal is preferably a radio frequency
("rf')
signal, but may be any other suitable signal, including an infra-red signal,
an
ultrasonic signal, voice command, or the like. The command transmitter
preferably
has an independent power source such as a battery pack releasably secured
thereto and adapted to provide power to the command transmitter.
Figure 8 depicts a schematic wiring diagram for an embodiment of
a portion of the command receiver 22 of the present invention. The command
receiver 22 preferably comprises a receptor 110, servos 112 and switches 114.
Power is supplied to the command receiver 22 by power lines 116 operatively
connected to a battery 119. Preferably, power is supplied to the switches 114
and
controllers via a second power line from a second battery 118. A battery
charger
120 is preferably operatively connected to the second battery 118. The battery
charger 120 may include a solar charger 121. Less preferably, a single battery
may be employed to supply power to the command receiver 22, the switches 114
and the controllers.
It is preferable that the command receiver 22 has its own source of
direct current power, in the form of a rechargeable battery. It is also
desirable to
provide means of charging the battery. This may be accomplished through the
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use of one or more a solar panels affixed to the command receiver 22, and
adapted to charge the batteries for the command receiver 22 in the presence of
light. Additionally, or alternatively, it may be desirable to provide an
auxiliary
power line permitting the command receiver 22 to .receive direct current power
from the main battery of the boat.
The switches 114 are operatively connected to the controllers by
receiver lines 46. For example, one switch 114 is connected to the shut-off
controller 30, another switch 114 is connected to the steering controller 24,
another
switch 114 is connected to the throttle controller 26. Figure 8 depicts only
the
connection of a switch 114 to the throttle controller 26. Although a
particular
embodiment is depicted, it will be appreciated that the command receiver 22
may
be assembled in a variety of suitable ways, will be apparent to those skilled
in the
art, in light of the disclosure contained herein.
Figure 9 depicts an embodiment of the exterior of a command
transmitter 20. The command transmitter preferably has an antenna a 22, a
housing 124, power switches 126, transmitter switches 128, and a battery
indicator
130, a hollow 108 and a water sensor 106.
Figure 10 is a schematic representation of an embodiment of a
switch 114 having a central pair of poles (P and N) conductively connected to
DC
power. P is preferably connected to a wire having a positive charge, relative
to the
wire connected to N.
A second pair of poles (A, B) is conductively connected to the bi-
directional mover responsible for controller movement. A first wire 135 is
connected to pole A, and a second wire 136 is conductively connected to pole
B.
Taken together, the wires comprise the receiver line 46 which communicates
with
the mover. A connects t:o a first pole on the mover and B connects to a second
pole on the mover.
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A first jumper 132 conductively joins pole A and pole D. A second
jumper 134 conductively connects pole B and pole C.
When the switch 114 is in a neutral position, no additional conductive
connections are present.
When the switch 114 is closed in a first position, conductive
connections are made between pole P and pole A and between pole N and pole
B (not shown). This re~;ults in a positive charge on pole A and a negative
charge
on pole B. Thus, the mover receives a DC current of a first polarity.
When thE: switch 114 is closed in a second position, conductive
connections are madebetween pole P and pole C, which is further conductively
connected to pole B by the second jumper 134. Additionally, when the switch
114
is closed in the second position, conductive connections are made between pole
N and pole D, which is further conductively connected to pole A by the first
jumper
132 (not shown). Thus, when the switch 114 is closed in the second position,
pole
A has a negative charge and pole B has a positive charge. Thus, the mover
receives a DC current of a second polarity.
The mover is adapted to move in a first direction when receiving DC
current of the first polarity and to move in a second direction when receiving
DC
current of the second polarity.
In operation, a user depresses a transmitter switch 128 on the
command transmitter 21J which causes a corresponding signal to be transmitted
to the command receivE:r 22. The signal is received by the receptor 110 and is
passed to the appropriate servo 112 which then activates the corresponding
switch
114 which results in the completion of a circuit having the correct polarity
for the
function requested. The switch 114 communicates with the corresponding
controller (for example, the throttle controller 26) via the receiver line 46,
causing
activation of the controller. While the invention is described with reference
to the
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use of a switch having fiwo positions plus a neutral position which is
mechanically
actuated by a servo, numerous variants are contemplated and be apparent to one
skilled in the art. In particular, it may be desirable to reduce the use of
mechanical
switches and servo and use appropriate integrated circuits mounted on a
printed
circuit board.
In a preferred embodiment, the command transmitter includes a
water sensor 106 operatively coupled to the command transmitter 20 and adapted
to cause the command transmitter 20 to send a signal causing actuation of the
shut-off controller 30 upon the detection of water by the water sensor 106.
Alternatively, though less preferably, in another embodiment, the
command transmitter 20 sends a signal to the command receiver 22 so long as
the
water sensor 106 does not detect water, which signal is terminated when the
water
sensor 106 detects watE:r. Upon termination of the signal, the command
receiver
causes actuation of the shut-off control. This alternate embodiment places a
greater demand on the batteries than the preferable embodiment where a signal
is sent when water is dE;tected.
The water' sensor 106 is preferably located in a partially screened
hollow 108 within the command transmitter 20 to reduce the likelihood of
normal
water spray or rain causing actuation of the shut-off controller 30, while
permitting
rapid entry of water and resultant actuation of the shut-off controller 30
upon
immersion of the shut-off controller 30 in water. The water sensor means for
actuating the shut-off controller 30 may co-exist with manual and water
sensing
means for actuating the shut-off controller 30 as well as other controllers.
However, it is also contemplated to use the shut-off controller 30 with
command
transmitter 20 adapted i:o transmit a signal only to the command receiver for
the
shut-off controller 30, causing actuation of the shut-off controller 30 upon
immersion of the comm<~nd transmitter 20 in water. This has potential for use
as
a safety control for single-user motor boats, JET/SKI (trade-mark)-type
devices,
and the like.
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In most cases, it will be preferable to use small bi-directional DC
motors as movers for the controllers of the present invention. The movers used
in the controllers of thf: present invention are preferably 12 volt direct
current
motors except for the shut-off controller which preferably employs a 6V mover
such
as a solenoid. Free-wheeling motors are desirable, so as to permit the easy
manual manipulation of controls which are also subject to control by the
controllers
of the present invention. In particular, it is desirable that the actuators of
the
motors may be manipulated manually without the need to overcome significant
mechanical resistance from the movers. However, other types of movers may be
employed. For example, push-pull type solenoids may be suitable in. some
applications, as will be apparent to those skilled in the art, in light of the
foregoing.
The switches 114 are preferably biased to a neutral position by the
servos 112, such that when the command receiver 22 ceases communication with
the controller, the servo 112 returns the switch 114 to a neutral position.
The
receiver lines 46 of the present invention are preferably secured to the
command
receiver 22 by way of screw-type connectors and are preferably fixedly secured
to
the controllers. This reduces the likelihood of the loss of a component which
comes loose from the motor 12 during operation, as the component could remain
secured to the apparatus 10 as a whole through the receiver lines 46.
Thus, it is apparent that there has been provided in accordance with
the invention a REMOTE. CONTROL SYSTEM FOR AN OUTBOARD MOTOR that
fully satisfies the objects, aims and advantages set forth above. While the
invention has been described in conjunction with specific embodiments thereof,
it
is evident that many alternatives, modifications and variations will be
apparent to
those skilled in the art in light of the foregoing description. Accordingly,
it is
intended to embrace all such alternatives, modifications and variations as
fall
within the spirit and broad scope of the invention.
