Integrated Electronic Shift and Throttle Knob-Style Controller for Marine Applications
The integrated electronic shift and throttle control system with a rotatable knob and locking mechanism addresses ergonomic and mounting limitations of mechanical and electronic lever controls, offering enhanced durability and cost-effectiveness for marine vessels.
Patent Information
- Authority / Receiving Office
- US · United States
- Patent Type
- Applications(United States)
- Current Assignee / Owner
- COMPX INTERNATIONAL INC
- Filing Date
- 2026-01-15
- Publication Date
- 2026-07-23
Smart Images
Figure US20260208843A1-D00000_ABST
Abstract
Description
PRIORITY CLAIM
[0001] The present application claims the benefit of priority of U.S. Provisional Ser. No. 63 / 748,650 , titled Integrated Electric Shift and Throttle Knob-Style Controller for Marine Applications, filed Jan. 23, 2025, and which is fully incorporated herein by reference for all purposes.BACKGROUND OF THE PRESENTLY DISCLOSED SUBJECT MATTER
[0002] The present disclosure relates to shift and throttle controls of marine vessels, such as deck boats, jet boats, jet skis, pontoon boats, ski boats, center console boats, and the like. It can also be assumed that this type of control would be used in UTV (Utility Terrain Vehicle) type applications.
[0003] For many years, mechanical side mount controls have utilized a long lever style design to push / pull a cable to actuate an engine's throttle and shift functionality. In many instances, this was to obtain a mechanical advantage to actuate the cable(s) and overcome the various resistance in the system.
[0004] In recent years, the development of electronic throttle and shift functionality has removed the need for a lever style actuator to obtain a mechanical advantage. This allows an opportunity to provide alternative designs to actuate throttle and shift that are more ergonomic. That is one of the broader purposes of this present disclosure.
[0005] Various throttle and / or control arrangements have been disclosed in various US patent documents, including for example U.S. Pat. Nos. 11,696,633; 11,628,919; 10,317,926; 10,000,268; 9,690,295; 9,446,832; 8,925,414; 8,845,490; and 7,455,557; and US Patent Application Publication No. US20090221196.SUMMARY OF THE PRESENTLY DISCLOSED SUBJECT MATTER
[0006] The presently disclosed subject matter relates to systems and apparatuses and corresponding and / or associated methodology. For example, a presently disclosed exemplary Knob EEC (electronic engine control) is a device for integrally controlling Forward and Reverse shifting, and Throttle speed, such as of a marine vessel. Traditionally, such controls typically utilized levers connected to cables for mechanical actuation of shift and throttle. When electronic controls became more commonplace, levers continued to be used as a means for actuating electronic devices (potentiometers), which would translate the rotational motion of the lever to an electronic signal. This signal is then sent to electronic or hydraulic actuators for shift and throttle control.
[0007] The benefits of lever controls are numerous, including familiarity and ergonomics. However, there are also downsides to using a lever control over the proposed Knob design, such as the higher probability of damage and wear on the mechanism, higher cost, risk of inadvertent actuation by unintentionally bumping the handle and wave bounce.
[0008] The benefits of the Knob EEC design are likewise numerous, including familiarity (feels like a mouse, or dial, which are commonplace in a large number of industrial and consumer products), ergonomics, finer motion control, elimination of inadvertent movement during wave bounce, minimization of inadvertent actuation by bumping, and reduction of wear on the mechanism.
[0009] The Knob EEC design in the current embodiment also includes a button that allows for the transfer of throttle control from the knob to a foot pedal, and vice versa. Using a foot pedal might be more comfortable when in a seated position, while using the knob offers better ergonomics while in a standing position, but also while seated.
[0010] Additionally, a lever control is more limited in the number of orientations that it can be mounted, whereas a Knob EEC could be mounted in a multitude of orientations and locations and still retain its ergonomics and range of function. For example, a lever-style control designed to be mounted to the side of a gunnel on the port side of the boat would have to be designed with the handle perpendicular to the baseplate and the knob facing in the appropriate orientation and could only be used in that location. Attempting to use a control designed for the port side on the starboard side would therefore result in the handle / knob facing in the wrong direction. Likewise, a control designed to be top-mounted would have the handle mounted normal to the baseplate, and can only be mounted on a horizontal, or substantially horizontal surface, or potentially on the vertical surface of a console, but not on the vertical surfaces on the port or starboard sides.
[0011] With the Knob EEC, the same unit could be mounted on the side of a gunnel on the port side, starboard side, on top of an arm rest, on a console, or any other location limited only by the imagination and practicality.
[0012] One exemplary embodiment of the presently disclosed subject matter relates to an integrated electronic shift and throttle control apparatus for a marine vessel. Such exemplary apparatus preferably comprises a base assembly configured for mounting to a surface of the marine vessel; a control knob rotatably coupled to the base assembly, the control knob being selectively rotatable through an angular range including a neutral position, a forward shift and throttle range, and a reverse shift and throttle range; a locking mechanism configured to releasably secure the control knob in the neutral position relative to the base assembly, the locking mechanism comprising a locking bolt movably disposed within the control knob and biased toward the base assembly by a first biasing element, the locking bolt being configured to engage a detent in the base assembly when the control knob is in the neutral position; and a release button movably disposed on an outer surface of the control knob and biased toward a non-actuated position by a second biasing element; and a sensor assembly configured to detect an angular position of the control knob and generate an electronic signal representative of a desired engine shift state and a desired engine throttle speed.
[0013] It is to be understood that the presently disclosed subject matter equally relates to associated and / or corresponding methodologies. One exemplary such method relates to a method for controlling a marine propulsion system using an integrated electronic shift and throttle control apparatus. Such exemplary method preferably comprises securing a control knob in a neutral position relative to a base assembly via a locking mechanism, the locking mechanism including a locking bolt movably disposed within the control knob and a release button movably disposed on an outer surface of the control knob; actuating the release button from a non-actuated position toward an actuated position against a biasing force of a second biasing element to displace the locking bolt; retracting the locking bolt from a detent in the base assembly against a biasing force of a first biasing element in response to the actuation of the release button; rotating the control knob relative to the base assembly through an angular range including at least one of a forward shift and throttle range and a reverse shift and throttle range; detecting an angular position of the control knob with a sensor assembly; and generating an electronic signal representative of a desired engine shift state and a desired engine throttle speed based on the detected angular position.
[0014] Other example aspects of the present disclosure are directed to systems, apparatus, tangible, non-transitory computer-readable media, user interfaces, memory devices, and electronic devices for integrated electronic engine control. To implement methodology and technology herewith, one or more processors may be provided, programmed to perform the steps and functions as called for by the presently disclosed subject matter, as will be understood by those of ordinary skill in the art.
[0015] Additional objects and advantages of the presently disclosed 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, uses, and practices of the presently disclosed subject matter without departing from the spirit and scope of the 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.
[0016] Still further, it is to be understood that different embodiments, as well as different presently preferred embodiments, of the presently disclosed 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 presently disclosed 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, and will appreciate that the presently disclosed subject matter applies equally to corresponding methodologies as associated with practice of any of the present exemplary devices, and vice versa.
[0017] These and other features, aspects and advantages of various embodiments will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the related principles.BRIEF DESCRIPTION OF THE FIGURES
[0018] A full and enabling disclosure of the present subject matter, including the best mode thereof to one of ordinary skill in the art, is set forth more particularly in the remainder of the specification, including reference to the accompanying figures in which:
[0019] FIG. 1 illustrates a front view of an exemplary prior art Electronic Shift / Electronic Throttle Control (EEC);
[0020] FIG. 2 illustrates a perspective view of the exemplary prior art Electronic Shift / Electronic Throttle Control (EEC) of present FIG. 1;
[0021] FIG. 3 illustrates a perspective view of an exemplary embodiment of presently disclosed subject matter showing exemplary Knob EEC subject matter;
[0022] FIG. 4 illustrates a front view of the exemplary embodiment of presently disclosed subject matter showing exemplary Knob EEC subject matter of present FIG. 3;
[0023] FIG. 5 illustrates a section view taken along section line 5-5 of present FIG. 4, taken through the central axis of the exemplary presently disclosed knob subject matter; and
[0024] FIG. 6 illustrates a section view taken along section line 6-6 of present FIG. 4, taken through exemplary mating sloped surfaces of exemplary release button and bolt features of presently disclosed subject matter.
[0025] Repeat use of reference characters in the present specification and drawings is intended to represent the same or analogous features, elements, or steps of the presently disclosed subject matter.DETAILED DESCRIPTION OF THE PRESENTLY DISCLOSED SUBJECT MATTER
[0026] Reference will now be made in detail to various embodiments of the disclosed subject matter, one or more examples of which are set forth below. Each embodiment is provided by way of explanation of the subject matter, not limitation thereof. In fact, it will be apparent to those skilled in the art that various modifications and variations may be made in the present disclosure without departing from the scope or spirit of the subject matter. For instance, features illustrated or described as part of one embodiment, may be used in another embodiment to yield a still further embodiment.
[0027] As used herein, the term “or” is inclusive unless stated otherwise. For instance, if a computer requires A or B to be true in order to perform operation C, the case of both A and B being true will satisfy the condition necessary for C to occur. That is, “or” is inclusive of A, B, and A and B.
[0028] In general, the present disclosure is directed to systems, apparatuses, and associated methodologies for integrated electronic shift and throttle knob-style controller subject matter, such as for marine applications and / or other applications.
[0029] It should be understood by those of ordinary skill in the art from the complete disclosure herewith that the presently disclosed subject matter is not to be confused with joystick-based technology. Joysticks were initially developed, generally speaking, in the marine space to control boats that have more than one engine. A joystick is typically pushed in the direction that you would like the boat to go, or twisted for rotation. Once the operator releases the joystick, it returns to the ‘Neutral’ position. The input is momentary. This is not the case with the knob EEC. The knob EEC can be rotated and left at a specific throttle / gear setting if desired. When the operator releases the knob, it does not return to a ‘Neutral’ position. It stays at the throttle / gear setting until moved by the operator.
[0030] The idea behind this present disclosure is to provide an ergonomic knob that has some type of lock out mechanism that must be activated for the control to leave the ‘Neutral’ position. However, other embodiments of the present disclosure could provide for a knob without the lock out, but the assumption is that ABYC (American Boat & Yacht Council) recommendations will influence particular designs to utilize a lock out feature (Mechanical / Electric) when controlling throttle / shift functionality.
[0031] Nonetheless, different embodiments of the presently disclosed control will be readily apparent to one skilled in the art from the complete disclosure herewith. Some examples include:
[0032] Shift Only Functionality
[0033] Throttle Only Functionality
[0034] Throttle and Shift Functionality
[0035] Multiple Engine Control
[0036] Addition of trim switches
[0037] Addition of various buttons to control vessel functions
[0038] Addition of LED's / LCD's
[0039] Various styles of knob for private labeling, etc....
[0040] FIGS. 1 and 2 are prior art examples of an exemplary prior art Electronic Shift / Electronic Throttle Control (EEC) 10, having a baseplate with bezel 12, handle 14, knob 16, and a lift cup 18 that enables the user to release the handle from its neutral position by unblocking or moving a locking bolt at the base of the handle. In such exemplary standard EEC, the handle / knob is actuated in the forward and reverse directions to control shift, and then throttle. In other embodiments of the standard EEC, the lift cup might be replaced with a release button / trigger. However, the functionality of the mechanism is substantially the same, involving a linkage that connects the cup or button / trigger at the top of the handle with the locking bolt at the bottom of the handle (mechanism not shown). To release the neutral locking bolt, the lift cup 18 is raised or button / trigger depressed, allowing the handle 14 to move freely out of neutral.
[0041] FIG. 3 illustrates a perspective view of an exemplary embodiment of presently disclosed subject matter showing exemplary Knob EEC subject matter. In particular, FIG. 3 shows one exemplary embodiment of the presently disclosed Knob EEC 20, having a baseplate with bezel 22, knob 24, release button 26, and a switch 28 to enable the user to switch between knob throttle control and foot pedal throttle control. Unlike in the prior art example of FIGS. 1 and 2, the release button 26 of the Knob EEC 20 is directly coupled with the locking bolt 30, shown in FIG. 6, by means of a matching sloped surface 34. The locking bolt 30 and release button 26 are independently and simultaneously axially loaded by release button springs 36 (as shown in FIG. 6), and bolt spring 32 (as shown in FIGS. 5 and 6), so that depressing of the release button 26 lifts the locking bolt 30 out of the baseplate. Inversely, releasing the release button 26 allows the locking bolt 30 to reengage with the baseplate.
[0042] FIG. 4 illustrates a front view of the exemplary embodiment of presently disclosed subject matter showing exemplary Knob EEC subject matter of present FIG. 3. FIG. 5 illustrates a section view taken along section line 5-5 of present FIG. 4, taken through the central axis of the exemplary presently disclosed knob subject matter. FIG. 6 illustrates a section view taken along section line 6-6 of present FIG. 4, taken through exemplary mating sloped surfaces of exemplary release button and bolt features of presently disclosed subject matter.
[0043] In particular, FIG. 5 is a section view through the central axis of the knob 24, taken from FIG. 4. It shows the baseplate with bezel 22, knob 24, release button 26, locking bolt 30, and also shows other components of the control which do not require particular adaptation in order to function with the presently disclosed subject matter.
[0044] Coupling, such as involving the locking bolt 30 and release button 26, can eliminate the need for intermediate linkages, thereby reducing cost, complexity, tolerance stackups, wear, and cost, and increases reliability. In the presently disclosed embodiment of the Knob EEC subject matter, releasing the neutral locking bolt 30 is accomplished by depressing the button 26.
[0045] This written description uses examples to disclose the presently disclosed subject matter, including the best mode, and also to enable any person skilled in the art to practice the presently disclosed subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the presently disclosed subject matter is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural and / or step elements that do not differ from the literal language of the claims, or if they include equivalent structural and / or elements with insubstantial differences from the literal languages of the claims. In any event, while certain embodiments of the disclosed subject matter have been described using specific terms, such description is for illustrative purposes only, and it is to be understood that changes and variations may be made without departing from the spirit or scope of the subject matter. Also, for purposes of the present disclosure, the terms “a” or “an” entity or object refers to one or more of such entity or object. Accordingly, the terms “a”, “an”, “one or more,” and “at least one” can be used interchangeably herein.
Claims
1. An integrated electronic shift and throttle control apparatus for a marine vessel, the apparatus comprising:a base assembly configured for mounting to a surface of the marine vessel;a control knob rotatably coupled to the base assembly, the control knob being selectively rotatable through an angular range including a neutral position, a forward shift and throttle range, and a reverse shift and throttle range;a locking mechanism configured to releasably secure the control knob in the neutral position relative to the base assembly, the locking mechanism comprising:a locking bolt movably disposed within the control knob and biased toward the base assembly by a first biasing element, the locking bolt being configured to engage a detent in the base assembly when the control knob is in the neutral position; anda release button movably disposed on an outer surface of the control knob and biased toward a non-actuated position by a second biasing element; anda sensor assembly configured to detect an angular position of the control knob and generate an electronic signal representative of a desired engine shift state and a desired engine throttle speed.
2. The apparatus according to claim 1, wherein the displacement of the release button and the axial movement of the locking bolt are substantially perpendicular to one another.
3. The apparatus according to claim 1, wherein the locking bolt and the release button include mating sloped surfaces configured such that a displacement of the release button from the non-actuated position toward an actuated position causes the mating sloped surfaces to slide against one another, thereby translating the displacement of the release button into an axial movement of the locking bolt that retracts the locking bolt from the detent of the base assembly4. The apparatus according to claim 3, wherein the locking bolt and the release button are directly coupled via the mating sloped surfaces, such that the locking mechanism is free of intervening mechanical linkages between the release button and the locking bolt.
5. The apparatus according to claim 1, further comprising a control transfer switch disposed on the apparatus, the control transfer switch being configured to selectively transfer engine throttle control between the control knob and a secondary user input device.
6. The apparatus according to claim 5, wherein the secondary user input device comprises a foot-operated pedal assembly communicatively coupled to the sensor assembly.
7. The apparatus according to claim 1, wherein the first biasing element comprises a bolt spring and the second biasing element comprises at least one release button spring, the bolt spring and the at least one release button spring being configured to independently and simultaneously provide axial loading to the locking bolt and the release button, respectively.
8. The apparatus according to claim 1, wherein the control knob is configured to remain in a selected angular position within the forward shift and throttle range or the reverse shift and throttle range upon release by an operator, such that the electronic signal is maintained at a constant value until the control knob is manually repositioned.
9. The apparatus according to claim 1, wherein the base assembly comprises a bezel and a mounting plate configured for installation in a plurality of orientations including horizontal surfaces, vertical surfaces, and angled surfaces.
10. The apparatus according to claim 1, wherein the sensor assembly comprises at least one rotational potentiometer configured to output a variable voltage signal corresponding to the angular position of the control knob.
11. The apparatus according to claim 1, wherein the sensor assembly is configured to simultaneously control a plurality of marine propulsion units based on the detected angular position of the control knob.
12. The apparatus according to claim 1, further comprising at least one auxiliary control disposed on the control knob, the auxiliary control comprising at least one of a trim switch, an LED status indicator, or a digital display.
13. A method for controlling a marine propulsion system using an integrated electronic shift and throttle control apparatus, the method comprising:securing a control knob in a neutral position relative to a base assembly via a locking mechanism, the locking mechanism including a locking bolt movably disposed within the control knob and a release button movably disposed on an outer surface of the control knob;actuating the release button from a non-actuated position toward an actuated position against a biasing force of a second biasing element to displace the locking bolt;retracting the locking bolt from a detent in the base assembly against a biasing force of a first biasing element in response to the actuation of the release button;rotating the control knob relative to the base assembly through an angular range including at least one of a forward shift and throttle range and a reverse shift and throttle range;detecting an angular position of the control knob with a sensor assembly; andgenerating an electronic signal representative of a desired engine shift state and a desired engine throttle speed based on the detected angular position.
14. The method according to claim 13, wherein retracting the locking bolt comprises sliding a sloped surface of the release button against a mating sloped surface of the locking bolt.
15. The method according to claim 13, wherein retracting the locking bolt comprises translating the displacement of the release button into an axial movement of the locking bolt that is substantially perpendicular to the displacement of the release button.
16. The method according to claim 13, further comprising selectively transferring engine throttle control between the control knob and a secondary user input device via a control transfer switch.
17. The method according to claim 16, wherein the secondary user input device comprises a foot-operated pedal assembly.
18. The method according to claim 13, further comprising maintaining the control knob in a selected angular position within the forward shift and throttle range or the reverse shift and throttle range upon release by an operator to provide a persistent engine throttle setting.
19. The method according to claim 13, further comprising mounting the base assembly to a mounting surface of the marine vessel in an orientation selected from the group consisting of horizontal surfaces, vertical surfaces, and angled surfaces.
20. The method according to claim 13, wherein generating the electronic signal comprises outputting a variable voltage signal via a rotational potentiometer corresponding to the angular position of the control knob.