Synchronous Drive Trim Alignment Device

Abstract

A unique method for automatically monitoring, trimming, and adjusting or synchronizing multi-propeller drives of a boat to remain aligned with each other in the desired trim positions during operation. In each instance that a driver or operator activates all of the stern drives at the same time to adjust or synchronize the trim, the position of each of the propeller drives is monitored by the system. If any of the propeller drives are found not to be in alignment or out of synchronization with one another, the system will automatically make the appropriate adjustments in the necessary propeller drive(s) to synchronize all of the stern drive into the same desired trim positions. An automatic calibration process is also provided to ensure that the system has, and is using, accurate position data.

Description

I. CROSS-REFERENCE TO RELATED APPLICATION

This patent application is a non-provisional application claiming priority from U.S. Provisional Patent Application Ser. No. 61/886,459, entitled “Synchronous Drive Trim Alignment Device”, filed on Oct. 3, 2014, and is fully incorporated herein by reference.

II. FIELD OF THE INVENTION

The present invention relates to an electronic device or controller that monitors the drive position sensors (or indicators) and controls electro-hydraulic actuators to automatically trim a dual, or a plurality of, propeller drives of a boat so that the dual, or plurality of, propeller drives remain aligned and trimmed with each other during operation.

III. DESCRIPTION OF THE PRIOR ART

The driver, or operator, of a stern drive boat (“boat”) adjusts the trim of the propeller drives to optimize the performance and safety of the boat during operation. Multi-engine boats have independent electro-hydraulic systems that can raise or lower the propeller drives relative to the water on each of the propeller drives. As many factors influence the speed that the propeller drives move between trim positions, each of the propeller drives rarely move evenly and quickly become out of alignment (i.e., at the desired trimmed position, each of the propeller drives are not level with each other such that one propeller drive is running lower in the water than the other propeller drive). The driver, or operator, must therefore constantly monitor the drive position sensors (or indicators) for each of the propeller drives and then, when uneven, continually make manual adjustments to level the propeller drive(s) into the same trim position. Generally, this is accomplished using independent trim control buttons (or gauges) on the dash panel of the boat, with each of the trim control buttons (or gauges) separately controlling one of the propeller drives.

During operation, as the boat reaches higher speeds, the differences in the levels of the propeller drives when trimming and the time required for independent manual adjustment becomes a potentially dangerous situation, reduces efficiency and safety. This situation is further exacerbated in that various water conditions require even more frequent and repeated propeller drive trim adjustments. For example, a boat traveling over smooth water will probably have the propeller drives trimmed fairly high. If the boat begins to approach the wake of another boat, the driver (or operator) will most likely lower the propeller drives before reaching the waves of the boat wake. This will force the bow of the boat downward on the surface of the water in an effort to lessen the impact of the waves from the boat wake and thereby keep the boat from becoming airborne when the boat engages these waves. Due to the difficulty in properly monitoring all of the systems while operating the boats, professional and amateur offshore racing teams typically require two people to operate the boat, one person to drive and navigate the boat and another person to control the throttles, drive trim, and tabs of the boat.

Thus, there is a need and there has never been disclosed Applicant's unique electronic device and system that automatically monitors, trims, and adjusts the propeller drive(s) of a boat to remain aligned with each other during operation. Applicant's invention also improves safety by eliminating the distraction and potential handling issues related to manual adjusting the propeller drive alignment.

IV. SUMMARY OF THE INVENTION

The present invention is a unique method for automatically monitoring, trimming, and adjusting or synchronizing multi-propeller drives of a boat to remain aligned with each other in the desired trim positions during operation. In each instance that a driver or operator activates all of the stern drives at the same time to adjust or synchronize the trim, the position of each of the propeller drives is monitored by the system. If any of the propeller drives are found not to be in alignment or out of synchronization with one another, the system will automatically make the appropriate adjustments in the necessary propeller drive(s) to synchronize all of the stern drive into the same desired trim positions. An automatic calibration process is also provided to ensure that the system has, and is using, accurate position data.

V. BRIEF DESCRIPTION OF THE DRAWINGS

The Description of the Preferred Embodiment will be better understood with reference to the following figures:

FIG. 1 is a perspective view of a boat using Applicant's inventive device.

FIG. 2 is a front view of a dash panel of the boat using Applicant's inventive device.

FIG. 3 is a perspective view of a plurality of propeller drives of the boat using Applicant's inventive device.

FIG. 4 is a front view, with portions removed, of the dash panel of the boat illustrating the control switches used in the operation of the components of the system.

FIG. 5 is a perspective view, with portions removed, of the dash panel of the boat illustrating the alternate control switches used in the operation of the components of the system.

FIG. 6 is a perspective view of the plurality of propeller drives of the boat at a new trim position and, in particular, illustrating the often resulting different levels of the propeller drives at the new trim position.

FIG. 6A is a front view of the dash panel of the boat and, in particular, illustrating the trim indicators gauge identifying the position of each of the propeller drives.

FIG. 7 is a perspective view of the plurality of propeller drives of the boat as adjusted or synchronized using Applicant's inventive device.

FIG. 7A is a front view of the dash panel of the boat and, in particular, illustrating the trim indicators gauge identifying the position of each of the propeller drives after adjustment or synchronization using Applicant's inventive device.

FIG. 8 is a flow schematic diagram illustrating Applicant's inventive device and the components used in the operation of the system.

FIG. 9 is a flowchart illustrating the calibration of the electronic device or controller.

FIG. 10 is a flowchart illustrating the basic operation of Applicant's system.

FIG. 11 is an electrical schematic diagram of the operation and control Applicant's system.

VI. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Applicant's invention consists of the interaction between the components of a boat, as illustrated in FIGS. 1-8, and 11, and computer software (“system”), as illustrated in FIGS. 9-10.

Turning to FIG. 1, the components of a boat 20 comprise a dash panel 22, a plurality of propeller drives 24 and 26, each powered by an engine 28, and controlled by an electronic device or controller 30. A driver or operator 32 operates the boat 20. Additionally, Applicant's invention can be used in connection with any number of propeller drives.

In the preferred embodiment, the dash panel 22, as illustrated in FIG. 2, comprises a steering wheel 34 and a plurality of gauges 36. The plurality of gauges 36 comprises a propeller drive rocker switches section 38, a throttle lever section 40, and a propeller drive trim position section 42.

The propeller drive rocker switches section 38 is more clearly illustrated in FIG. 4. In this propeller drive rocker switches section 38, there are three propeller drive rocker switches: a port (or left) propeller drive rocker switch 44 which controls the vertical movement (i.e, up or down) of the port (or left) propeller drive 24 within the water, a starboard (or right) propeller drive rocker switch 46 which controls the vertical movement (i.e., up or down) of the starboard (or right) propeller drive 26 within the water, and a dual propeller drive rocker switch 48 which controls the vertical movement (i.e, up or down) of both of the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 within the water.

Upon depressing the port (or left) propeller drive rocker switch 44 in the “up” direction results in the port (or left) propeller drive 24 moving in the upward vertical direction from its current position to a new higher position within the water. Likewise, depressing the port (or left) propeller drive rocker switch 44 in the “down” direction results in the port (or left) propeller drive 24 moving in the downward vertical direction from its current position to a new lower position within the water. The starboard (or right) propeller drive rocker switch 46, in the same manner, operates to control the vertical movement (i.e., up or down) of the starboard (or right) propeller drive 26 within the water. And, in situations when it is necessary to control, at the same time, the vertical movement (i.e, up or down) of both of the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 within the water, the dual propeller drive rocker switch 48 likewise is used and operates in the same manner. Each of the port (or left) propeller drive rocker switch 44, the starboard (or right) propeller drive rocker switch 46, and the dual propeller drive rocker switch 48 are used to move the propeller drives 24 and 26 into the desired trim positions within the water.

The throttle lever section 40 is more clearly illustrated in FIG. 5. In this throttle lever section 40, throttle levers 50 are used to control the thrust or power of the propeller drives 24 and 26. As illustrated, one of the throttle levers 50 is provided with a secondary dual propeller drive rocker switch 52. This secondary dual propeller drive rocker switch 52 is used and operates in the same manner as the dual propeller drive rocker switch 48. The benefit of having this secondary dual propeller drive rocker switch 52 located on the throttle lever 50 is that, depending on the circumstances, this secondary dual propeller drive rocker switch 52 may be more convenient to use by the driver or operator 32 than the dual propeller drive rocker switch 48 to achieve the same result.

Referring back to FIG. 2, the propeller drive trim position section 42 comprises a port (or left) propeller drive location indicator 54 and a starboard (or right) propeller drive location indicator 56. As each of the port (or left) propeller drive rocker switch 44, the starboard (or right) propeller drive rocker switch 46, or the dual propeller drive rocker switch 48 are used to move the propeller drives 24 and 26 into the desired trim positions within the water, the port (or left) propeller drive location indicator 54 and the starboard (or right) propeller drive location indicator 56 visually indicate the exact location of where each of the propeller drives 24 and 26 are currently trimmed. If either of the port (or left) propeller drive location indicator 54 and/or the starboard (or right) propeller drive location indicator 56 are at the top 58 of the propeller drive trim position section 42, this would mean that the respective propeller drives are in the “full up” position. Similarly, if either of the port (or left) propeller drive location indicator 54 and/or the starboard (or right) propeller drive location indicator 56 are at the bottom 60 of the propeller drive trim position section 42, this would mean that the respective propeller drives are in the “full down” position. Additionally, the port (or left) propeller drive location indicator 54 and the starboard (or right) propeller drive location indicator 56 visually indicate where the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 are currently located in relation to one another.

Referring to FIG. 8, and as further illustrated in FIG. 11, Applicant's inventive electronic device or controller 30 and the components used in the operation of the system are more clearly illustrated. In the preferred embodiment, the electronic device or controller 30 is connected to a battery 62, ground 64, a port (or left) trim pump assembly 66 comprising a port (or left) trim pump solenoid 67, a starboard (or right) trim pump assembly 68 comprising a starboard (or right) trim pump solenoid 69, a port (or left) trim sender 70, and a starboard (or right) trim sender 72. Alternatively, any means known to one skilled in the art may be used for interfacing the electronic device or controller 30 and the components provided that this means is used in the same manner to accomplish Applicant's invention described herein.

The battery 62 provides electrical power to the electronic device or controller 30 and is preferably a twelve (12) volt battery. Alternatively, the battery 62 may be any other battery known to one skilled in the art and used in the system provided that the battery 62 operates in the manner as described herein.

The port (or left) trim pump assembly 66 comprising the port (or left) trim pump solenoid 67 and the starboard (or right) trim pump assembly 68 comprising the starboard (or right) trim pump solenoid 69 are well known by those skilled in the art. In the preferred embodiment, the port (or left) trim pump solenoid 67 further comprises a propeller drive “up” solenoid and a propeller drive “down” solenoid for controlling the movement of the propeller drive 24 in either the “up” direction or the “down” direction within the water. Likewise, the starboard (or right) trim pump solenoid 69 further comprises a propeller drive “up” solenoid and a propeller drive “down” solenoid for controlling the movement of the propeller drive 26 in either the “up” direction or the “down” direction within the water.

The port (or left) trim sender 70 and the starboard (or right) trim sender 72 are also well known by those skilled in the art. In the preferred embodiment, the port (or left) trim sender 70 sends the location information of where the propeller drive 24 is currently trimmed within the water to both the electronic device or controller 30 and the port (or left) propeller drive location indicator 54 for visual monitoring by the driver or operator 32. Likewise, the starboard (or right) trim sender 72 sends the location information of where the propeller drive 26 is currently trimmed within the water to both the electronic device or controller 30 and the starboard (or right) propeller drive location indicator 56 also for visual monitoring by the driver or operator 32.

Referring to FIG. 9, there is illustrated a flowchart of the basic operation for calibrating the electronic device or controller 30 (hereinafter referred to as the “calibration process”). In Step 74, if the process for calibrating the electronic device or controller 30 is to begin, proceed to Step 76.

In Step 76, calibration is initiated. The port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 are depressed in the upward direction to move the propeller drives 24 and 26 upwardly into the “full up” position within the water. In this manner, the propeller drives 24 and 26 are each then situated in a maximum position, the “full up” positions. These “full up” positions for each of the propeller drives 24 and 26 establishes a known position (hereinafter referred to as the “full up limit”) for each of the propeller drives 24 and 26. In the preferred embodiment, the “full up limit” can be any value, number, or other baseline desired or that is known to one skilled in the art.

Alternatively, the port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 could be depressed in the downward direction to move the propeller drives 24 and 26 downwardly into the “full down” position within the water. In this manner, the propeller drives 24 and 26 would each then be situated in a maximum position, the “full down” positions. These “full down” positions for each of the propeller drives 24 and 26 establish a known position (hereinafter referred to as the “full down limit”) for each of the propeller drives 24 and 26. In the preferred embodiment, the “full down limit” can be any value, number, or other baseline desired or that is known to one skilled in the art. Then, proceed to Step 78.

In Step 78, if, from Step 76, the propeller drives 24 and 26 are in the “full up” position within the water, then depress the port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 in the downward direction to move the propeller drives 24 and 26 downwardly into the “full down” position within the water. In this manner, the propeller drives 24 and 26 would each now be situated in the other maximum position, the “full down” positions. As discussed above, these “full down” positions for each of the propeller drives 24 and 26 establish the “full down limit” for each of the propeller drives 24 and 26.

Alternatively, if, from Step 76, the propeller drives 24 and 26 are in the “full down” position within the water, then depress the port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 in the upward direction to move the propeller drives 24 and 26 upwardly into the “full up” position within the water. In this manner, the propeller drives 24 and 26 would each now be situated in the other maximum position, the “full up” positions. As discussed above, these “full up” positions for each of the propeller drives 24 and 26 establish the “full up limit” for each of the propeller drives 24 and 26. Then, proceed to Step 80.

In Step 80, if, in Step 78, during the movement of the propeller drives 24 and 26 between the “full up” positions to “full down” positions or, alternatively, the movement of the propeller drives 24 and 26 between the “full down” positions to the “full up” positions, the port (or left) trim sender 70 and the starboard (or right) trim sender 72 are indicating the location of the propeller drives 24 or 26 as moving, then proceed to Step 82.

In Step 82, the “full up limit” and the “full down limit” are set for each of the propeller drives 24 and 26. In this manner, the difference between the “full up limit” and the “full down limit” likewise sets the maximum limit difference value for each of the propeller drives 24 and 26. Accordingly, these “full up limit”, “full down limit”, and the maximum limit difference value is compared and used by the electronic device or controller 30 to align and synchronize the propeller drives 24 and 26 during operation. Proceed to Step 84.

In Step 84, calibration of the electronic device or controller 30 is completed.

Referring back to Step 80, if, in Step 78, during the movement of the propeller drives 24 and 26 between the “full up” positions to “full down” positions or, alternatively, the movement of the propeller drives 24 and 26 between the “full down” positions to the “full up” positions, either the port (or left) trim sender 70 or the starboard (or right) trim sender 72 are not indicating the location of the propeller drives 24 or 26 as moving or changing, then proceed to Step 86.

In Step 86, if the port (or left) trim sender 70 or the starboard (or right) trim sender 72 are not indicating the location of the propeller drives 24 or 26 as moving or changing, an error is occurring. The possible reasons for the error include but are not limited to the port (or left) trim sender 70 experiencing an anomaly or being broken, the starboard (or right) trim sender 72 experiencing an anomaly or being broken, and/or the propeller drive 24 or the propeller drive 26 are not in the “full up” positions or “full down” positions due to movement of either or both of the propeller drives 24 or 26 being restricted from a jam or other reason. Upon the occurrence of an error, proceed to Step 88.

In Step 88, the calibration process is terminated, an error message is sent to the driver or operator 32 or other person conducting the calibration process, and the electronic device or controller 30 remains unchanged and not calibrated.

Referring to FIG. 10, there is illustrated a flowchart of the basic operation of Applicant's unique method for automatically monitoring, trimming, and adjusting or synchronizing the propeller drives 24 and 26 of the boat 20 to remain aligned with each other in the desired trim positions during operation (“system 90”).

In Step 92, the process for monitoring the propeller drives 24 and 26 of the boat 20 begins. In the preferred embodiment, the electronic device or controller 30 is energized and starts monitoring the system 90. The monitoring of the system 90 comprises monitoring whether the port (or left) trim pump solenoid 67 of the port (or left) trim pump assembly 66 and the starboard (or right) trim pump solenoid 69 of the starboard (or right) trim pump assembly 68 have been activated in Steps 94, 96, 98, and/or 100.

In Steps 94 and 96, if the propeller drive “up” solenoid of the port (or left) trim pump solenoid 67 is activated and the propeller drive “up” solenoid of the starboard (or right) trim pump solenoid 69 is not activated, proceed back to Step 92.

If the propeller drive “up” solenoid of the port (or left) trim pump solenoid 67 is not activated and the propeller drive “up” solenoid of the starboard (or right) trim pump solenoid 69 is activated, proceed back to Step 92.

If the propeller drive “up” solenoid of the port (or left) trim pump solenoid 67 and the propeller drive “up” solenoid of the starboard (or right) trim pump solenoid 69 are both activated, proceed to Step 102.

In Step 102, the electronic device or controller 30 calculates a time differential between when the propeller drive “up” solenoid of the port (or left) trim pump solenoid 67 was activated and when the propeller drive “up” solenoid of the starboard (or right) trim pump solenoid 69 was activated.

If the time differential is greater than one second (1 s), this means that the port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 have each been separately depressed by the driver or operator 32 in the “up” direction to move the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 in the upward vertical direction from its current position to a new higher position within the water. In this manner, instead of using the electronic device or controller 30, the driver or operator 32 is manually trimming, through side by side manual adjustment, each of the propeller drives 24 and 26 to the desired trim position. If this occurs, proceed back to Step 92.

If the time differential is less than or equal to one second (1 s), this means that the dual propeller drive rocker switch 48 or the secondary dual propeller drive rocker switch 52 has been depressed by the driver or operator 32 in the “up” direction to move the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 in the upward vertical direction from its current position to a new higher position within the water. In this manner, each of the propeller drives 24 and 26 are desired to be equally moved to the same trim position. If this occurs, proceed to Step 104.

In Step 104, the electronic device or controller 30 collects the location information (also referred to herein as “port trim value”) from the port (or left) trim sender 70 of where the propeller drive 24 is currently trimmed within the water and also collects the location information (also referred to herein as the “starboard trim value”) from the starboard (or right) trim sender 72 of where the propeller drive 26 is currently trimmed within the water. Then, proceed to Step 106.

In Step 106, the electronic device or controller 30 calculates a trim delta (i.e., the difference) between the port trim value and the starboard trim value. When this occurs, referring to the non-limiting example in FIG. 6A, the port (or left) propeller drive location indicator 54 identifies the port trim value 126 and the starboard (or right) propeller drive location indicator 56 identifies the starboard trim value 128. The difference between the port trim value 126 and the starboard trim value 128 is the trim delta 130. Referring to FIG. 6 also illustrates the location of where the propeller drive 24 is currently trimmed in the water corresponding to the port trim value 126, the location of where the propeller drive 26 is currently trimmed in the water corresponding to the starboard trim value 128, and the location of each propeller drive 24 and 26 in relation to one another as represented by the trim delta 130.

If the value of the trim delta 130 is greater than zero, as illustrated in FIGS. 6 and 6A, the electronic device or controller 30 moves the propeller drive that is currently situated the lowest in the water upwardly to match the location of the other propeller drive. The reason is that, as the driver or operator 32 is desiring the move the propeller drives 24 and 26 in the “up” direction from its current position to a new higher position within the water, the assumption is that: (a) the propeller drive that is located higher in the water moved properly and is at the correct trim position, and (b) the propeller drive remaining lower in the water, for some reason, moved slower than the other propeller drive and therefore must be raised higher in the water to match the other propeller drive.

Alternatively, the electronic device or controller 30 could instead move the propeller drive that is currently situated higher in the water downwardly to match the location of the other propeller drive, if desired.

In the preferred embodiment, the electronic device or controller 30 automatically moves the propeller drive that is currently situated the lowest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 24, upwardly to match the location of the other propeller drive, the propeller drive 26. The electronic device or controller 30 accomplishes the movement of the propeller drive 24 by sending a signal and activating the propeller drive “up” solenoid of the port (or left) trim pump solenoid 67 to thereby move the propeller drive 24 in the “up” direction within the water. Once this occurs, proceed to Step 108 (in FIG. 10).

Also, in Step 106, if, as illustrated in FIG. 7A, the port (or left) propeller drive location indicator 54 identifies the port trim value 126 as being equal to the starboard trim value 128 identified by the starboard (or right) propeller drive location indicator 56, then the trim delta 130 between the port trim value 126 and the starboard trim value 128 is equal to zero. Likewise, if this occurs, as illustrated in FIG. 7, the location of the propeller drive 24 currently trimmed in the water corresponding to the port trim value 126 would be at the exact same location as the location of the propeller drive 26 currently trimmed in the water corresponding to the starboard trim value 128. In this manner, as the propeller drives 24 and 26 are currently located at the exact same desired trim position, proceed back to 92, to continue to monitor the system 90.

In Step 108, the electronic device or controller 30 re-calculates the trim delta 130 (i.e., the difference) between the port trim value 126 and the starboard trim value 128. If the value of the trim delta 130 remains greater than zero, this means that the propeller drive that was currently situated the lowest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 24, even after it has been moved upwardly in Step 106, continues to remain at a lower location in the water in relation to and, unequal to, the other propeller drive, the propeller drive 26. Accordingly, proceed to Step 110.

If the value of the trim delta 130 is equal to zero, this means that the propeller drive that was currently situated the lowest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 24, after it has been moved upwardly, has now reached the location in the water that is equal to the location of the other propeller drive, the propeller drive 26, as illustrated in FIGS. 7 and 7A. Accordingly, as the propeller drives 24 and 26 are now at the desired trim position, proceed back to Step 92, to continue to monitor the system 90.

In Step 110, proceed back to Step 106 for the electronic device or controller 30 to automatically further move the propeller drive that is currently situated the lowest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 24, upwardly toward the location of the other propeller drive, the propeller drive 26.

This process in Steps 106, 108, and 110 continues and is repeated until the trim delta 130 is equal to zero such that the propeller drive 24 is adjusted or synchronized with and in the exact same trim position as the propeller drive 26, as illustrated in FIGS. 7 and 7A. Once this is completed, proceed to Step 112.

In Step 112, upon completion of the automatic adjustment or synchronization of the propeller drives 24 and 26 into the exact same desired trim position, the electronic device or controller 30 is re-calibrated in accordance with the calibration process as set forth in FIG. 9.

In Steps 98 and 100, if the propeller drive “down” solenoid of the port (or left) trim pump solenoid 67 is activated and the propeller drive “down” solenoid of the starboard (or right) trim pump solenoid 69 is not activated, proceed back to Step 92.

If the propeller drive “down” solenoid of the port (or left) trim pump solenoid 67 is not activated and the propeller drive “down” solenoid of the starboard (or right) trim pump solenoid 69 is activated, proceed back to Step 92.

If the propeller drive “down” solenoid of the port (or left) trim pump solenoid 67 and the propeller drive “down” solenoid of the starboard (or right) trim pump solenoid 69 are both activated, proceed to Step 114.

In Step 114, the electronic device or controller 30 calculates a time differential between when the propeller drive “down” solenoid of the port (or left) trim pump solenoid 67 was activated and when the propeller drive “down” solenoid of the starboard (or right) trim pump solenoid 69 was activated.

If the time differential is greater than one second (1 s), this means that the port (or left) propeller drive rocker switch 44 and the starboard (or right) propeller drive rocker switch 46 have each been separately depressed by the driver or operator 32 in the “down” direction to move the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 in the downward vertical direction from its current position to a new lower position within the water. In this manner, instead of using the electronic device or controller 30, the driver or operator 32 is manually trimming, through side by side manual adjustment, each of the propeller drives 24 and 26 to the desired trim position. If this occurs, proceed back to Step 92.

If the time differential is less than or equal to one second (1 s), this means that the dual propeller drive rocker switch 48 or the secondary dual propeller drive rocker switch 52 has been depressed by the driver or operator 32 in the “down” direction to move the port (or left) propeller drive 24 and the starboard (or right) propeller drive 26 in the downward vertical direction from its current position to a new lower position within the water. In this manner, each of the propeller drives 24 and 26 are desired to be equally moved to the same trim position. If this occurs, proceed to Step 116.

In Step 116, the electronic device or controller 30 collects the location information (also referred to herein as “port trim value”) from the port (or left) trim sender 70 of where the propeller drive 24 is currently trimmed within the water and also collects the location information (also referred to herein as the “starboard trim value”) from the starboard (or right) trim sender 72 of where the propeller drive 26 is currently trimmed within the water. Then, proceed to Step 118.

In Step 118, the electronic device or controller 30 calculates a trim delta (i.e., the difference) between the port trim value and the starboard trim value. When this occurs, referring to the non-limiting example in FIG. 6A, the port (or left) propeller drive location indicator 54 identifies the port trim value 126 and the starboard (or right) propeller drive location indicator 56 identifies the starboard trim value 128. The difference between the port trim value 126 and the starboard trim value 128 is the trim delta 130. Referring to FIG. 6 also illustrates the location of where the propeller drive 24 is currently trimmed in the water corresponding to the port trim value 126, the location of where the propeller drive 26 is currently trimmed in the water corresponding to the starboard trim value 128, and the location of each propeller drive 24 and 26 in relation to one another as represented by the trim delta 130.

If the value of the trim delta 130 is greater than zero, as illustrated in FIGS. 6 and 6A, the electronic device or controller 30 moves the propeller drive that is currently situated the highest in the water downwardly to match the location of the other propeller drive. The reason is that, as the driver or operator 32 is desiring the move the propeller drives 24 and 26 in the “down” direction from its current position to a new lower position within the water, the assumption is that: (a) the propeller drive that is located lower in the water moved properly and is at the correct trim position, and (b) the propeller drive remaining higher in the water, for some reason, moved slower than the other propeller drive and therefore must be lowered in the water to match the other propeller drive.

Alternatively, the electronic device or controller 30 could instead move the propeller drive that is currently situated lower in the water upwardly to match the location of the other propeller drive, if desired.

In the preferred embodiment, the electronic device or controller 30 automatically moves the propeller drive that is currently situated the highest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 26, downwardly to match the location of the other propeller drive, the propeller drive 24. The electronic device or controller 30 accomplishes the movement of the propeller drive 26 by sending a signal and activating the propeller drive “down” solenoid of the starboard (or right) trim pump solenoid 69 to thereby move the propeller drive 26 in the “down” direction within the water. Once this occurs, proceed to Step 120 (in FIG. 10).

Also, in Step 118, if, as illustrated in FIG. 7A, the port (or left) propeller drive location indicator 54 identifies the port trim value 126 as being equal to the starboard trim value 128 identified by the starboard (or right) propeller drive location indicator 56, then the trim delta 130 between the port trim value 126 and the starboard trim value 128 is equal to zero. Likewise, if this occurs, as illustrated in FIG. 7, the location of the propeller drive 24 currently trimmed in the water corresponding to the port trim value 126 would be at the exact same location as the location of the propeller drive 26 currently trimmed in the water corresponding to the starboard trim value 128. In this manner, as the propeller drives 24 and 26 are currently located at the exact same desired trim position, proceed back to 92, to continue to monitor the system 90.

In Step 120, the electronic device or controller 30 re-calculates the trim delta 130 (i.e., the difference) between the port trim value 126 and the starboard trim value 128. If the value of the trim delta 130 remains greater than zero, this means that the propeller drive that was currently situated the highest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 26, even after it has been moved downwardly in Step 118, continues to remain at a higher location in the water in relation to and, unequal to, the other propeller drive, the propeller drive 24. Accordingly, proceed to Step 122.

If the value of the trim delta 130 is equal to zero, this means that the propeller drive that was currently situated the highest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 26, after it has been moved downwardly, has now reached the location in the water that is equal to the location of the other propeller drive, the propeller drive 24, as illustrated in FIGS. 7 and 7A. Accordingly, as the propeller drives 24 and 26 are now at the desired trim position, proceed back to Step 92, to continue to monitor the system 90.

In Step 122, proceed back to Step 118 for the electronic device or controller 30 to automatically further move the propeller drive that is currently situated the highest in the water, which in the example as illustrated in FIGS. 6 and 6A is the propeller drive 26, downwardly toward the location of the other propeller drive, the propeller drive 24.

This process in Steps 118, 120, and 122 continues and is repeated until the trim delta 130 is equal to zero such that the propeller drive 26 is adjusted or synchronized with and in the exact same trim position as the propeller drive 24, as illustrated in FIGS. 7 and 7A. Once this is completed, proceed to Step 124.

In Step 124, upon completion of the automatic adjustment or synchronization of the propeller drives 24 and 26 into the exact same desired trim position, the electronic device or controller 30 is re-calibrated in accordance with the calibration process as set forth in FIG. 9.

Referring to FIG. 11 illustrates the electrical schematic diagram of the operation and control of the system 90 on the boat 20. The electronic device or controller 30 is connected to the propeller drive “up” solenoid 132 of the port (or left) trim pump solenoid 67, the propeller drive “down” solenoid 134 of the port (or left) trim pump solenoid 67, the propeller drive “up” solenoid 136 of the starboard (or right) trim pump solenoid 69, the propeller drive “down” solenoid 138 of the starboard (or right) trim pump solenoid 69, the the port (or left) trim sender 70, and the starboard (or right) trim sender 72. In the preferred embodiment, these connections are easily made and do not require any special wiring or connections. As a result, Applicant's invention has the further benefit of being easily connected to existing electrical systems found in most, if not all, stern drive boats 20.

Thus, there has been provided a unique method for automatically monitoring, trimming, and adjusting or synchronizing dual or multiple propeller drives of a boat 20 to remain aligned with each other in the desired trim positions during operation. While the invention has been described in conjunction with a specific embodiment, 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 scope of the appended claims.

Claims

1. An apparatus for a boat, comprising:

a dash panel having a control switch;

a first propeller drive and a second propeller drive;

means for moving the first propeller drive and the second propeller drive;

the control switch communicating with the means for moving the first propeller drive and the second propeller drive;

means for indicating the location of the first propeller drive and the location of the second propeller drive; and

means for automatically synchronizing the first propeller drive into the same location as the second propeller drive if the means for indicating the location of the first propeller drive and the location of the second propeller drive indicates that the first propeller drive is in a different location than the second propeller drive.

2. The apparatus of claim 1 wherein the control switch is a rocker switch, the rocker switch activating the movement of the first propeller drive and the second propeller drive.

3. The apparatus of claim 2 wherein the movement of the first propeller drive and the second propeller drive is anywhere between a full up position and a full down position.

4. The apparatus of claim 1 wherein the means for moving the first propeller drive and the second propeller drive is a first pump assembly having a first solenoid and a second pump assembly having a second solenoid.

5. The apparatus of claim 4 wherein the first solenoid comprises both an up solenoid and a down solenoid.

6. The apparatus of claim 4 wherein the second solenoid comprises both an up solenoid and a down solenoid.

7. The apparatus of claim 1 wherein the means for indicating the location of the first propeller drive and the location of the second propeller drive is a first trim sender and a second trim sender.

8. The apparatus of claim 1 wherein the means for automatically synchronizing the first propeller drive into the same location as the second propeller drive if the means for indicating the location of the first propeller drive and the location of the second propeller drive indicates that the first propeller drive is in a different location than the second propeller drive is a controller.

9. A method for automatically synchronizing a first propeller drive in relation to a second propeller drive, comprising the steps of:

determining if a first means for activating the first propeller drive and a second means for activating the second propeller drive have both been activated;

collecting a first value for the first propeller drive, the first value representing a current location of the first propeller drive;

collecting a second value for the second propeller drive, the second value representing a current location of the second propeller drive;

calculating a delta value from the difference between the first value and the second value;

activating the first means for activating the first propeller drive to move the first propeller drive from the current location of the first propeller drive to a new location of the first propeller drive if the delta value is greater than zero;

collecting a new value for the first propeller drive, the new value representing the new location of the first propeller drive;

calculating a new delta value from the difference between the new value and the second value; and

confirming that the new location of the first propeller drive is at the same location as the current location of the second propeller drive if the delta value is equal to zero.

10. The method of claim 9 and further comprising the step of monitoring the first means for activating the first propeller drive and the second means for activating the second propeller drive.

11. The method of claim 9 and further comprising the step of activating the first means for activating the first propeller drive to move the first propeller drive from the new location of the first propeller drive to a second new location of the first propeller drive if the new delta value is greater than zero.

12. The method of claim 11 and further comprising the step of collecting a second new value for the first propeller drive, the second new value representing the second new location of the first propeller drive.

13. The method of claim 12 and further comprising the step of calculating a second new delta value from the difference between the second new value and the second value.

14. The method of claim 13 and further comprising the step of confirming that the second new location of the first propeller drive is at the same location as the current location of the second propeller drive if the second new delta value is equal to zero.

15. The method of claim 1 and further comprising the step of determining a time when the first means for activating the first propeller drive was activated.

16. The method of claim 15 and further comprising the step of determining a time when the second means for activating the second propeller drive was activated.

17. The method of claim 16 and further comprising the step of calculating a time differential between the time when the first means for activating the first propeller drive was activated and the time when the second means for activating the second propeller drive was activated.

18. The method of claim 17 and further comprising the step of proceeding if the time differential is less than or equal to a pre-determined time differential.