The present technology relates to marine engine assemblies and more specifically water intrusion prevention in internal combustion engines of marine engine assemblies.
A typical marine outboard engine assembly is formed from an engine unit with an internal combustion engine, a lower unit with a propeller, and a midsection connecting the engine to the propeller. The midsection also has an exhaust channel to bring exhaust from the engine to be expelled out through the lower unit.
The outboard engine assembly is generally connected to its corresponding watercraft by a transom or mounting bracket, typically connected to the midsection, below the engine unit. The bracket connects to a rear portion of the watercraft, such that the engine unit and part of the midsection is well above the water. In some cases, however, it could be preferable to have a marine engine which is disposed lower relative to the watercraft to allow more useable room in the watercraft for example.
However, by positioning the marine engine lower, a portion of the engine unit, and therefore the engine, will likely be below the water level at least some of the time, risking water intrusion in the engine. When the engine is operating, the flow of exhaust gases out of the marine engine is usually sufficient to prevent water intrusion into the engine via the exhaust system. However, when the engine is stopped, the flow of exhaust gases stops, and the risk of water entering the exhaust system, and potentially the engine under some circumstances, is greater.
Therefore, there is a desire for a marine engine assembly having features assisting in the prevention of water intrusion in the engine.
It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.
According to one aspect of the present technology, there is provided a marine engine assembly for mounting to a watercraft. The marine engine assembly has an engine unit including: an engine unit housing; an internal combustion engine disposed in the engine unit housing, the engine defining at least one combustion chamber; and an air intake assembly disposed in the engine unit housing, the air intake assembly defining an air inlet, the air intake assembly being fluidly connected to the at least one combustion chamber for supplying air to the at least one combustion chamber, the air intake assembly including a throttle valve. The marine engine assembly also includes an exhaust system fluidly communicating with the at least one combustion chamber for supplying exhaust gases from the at least one combustion chamber to an exterior of the marine engine assembly. The exhaust system defines an exhaust outlet. The air intake assembly, the at least one combustion chamber, and the exhaust system together defining at least in part a gas flow pathway. The air inlet defines an upstream end of the gas flow pathway. The exhaust outlet defines a downstream end of the gas flow pathway. The marine engine assembly also includes a sealing valve provided in the gas flow pathway between the air inlet and the exhaust outlet. The sealing valve has an open position permitting flow of gas therethrough. The sealing valve has a closed position preventing flow of gas therethrough for sealing a portion of the gas flow pathway downstream of the sealing valve from a portion of the gas flow pathway upstream of the sealing valve. The marine engine assembly also has an air pump being configured for supplying air to the gas flow pathway downstream of the sealing valve; and a propulsion device operatively connected to the engine.
In some embodiments, the air pump is disposed inside the engine unit housing; and the air pump is configured for supplying air from inside the engine unit housing to the gas flow pathway.
In some embodiments, in the closed position, the sealing valve hermetically seals the portion of the gas flow pathway downstream of the sealing valve from the portion of the gas flow pathway upstream of the sealing valve.
In some embodiments, the sealing valve is disposed upstream of the engine.
In some embodiments, the sealing valve is disposed downstream of the throttle valve.
In some embodiments, the air pump supplies air to the gas flow pathway at a position upstream of the engine.
In some embodiments, the air intake assembly includes an intake manifold fluidly connected to the engine; and the air pump supplies air in the air intake manifold.
In some embodiments, the air pump supplies air in the air intake system.
In some embodiments, the exhaust system includes an idle relief passage. The idle relief passage has an idle relief passage inlet communicating with the gas flow pathway at a position upstream of the exhaust outlet and an idle relief passage outlet at a position vertically higher than the exhaust outlet at least when the marine engine assembly is in a trim range. The air pump supplies air to the gas flow pathway at a position upstream of the idle relief passage inlet.
In some embodiments, a sealing valve actuator is operatively connected to the sealing valve for moving the sealing valve between the open position and the closed position. An engine management module (EMM) disposed in the engine unit housing and being in communication with the sealing valve actuator and the air pump. The EMM controls the sealing valve actuator such that the sealing valve is in the open position when the engine is in operation. The EMM controls the sealing valve actuator such that the sealing valve is in the closed position when the engine is stopped. The EMM controls the air pump to supply air to the gas flow pathway in response to at least one predetermined condition.
In some embodiments, an exhaust water level sensor is disposed in the exhaust system and communicates with the EMM. The at least one predetermined condition includes the EMM receiving a signal from the exhaust water level sensor indicating that water in the exhaust system has reached a level of the water level sensor.
In some embodiments, the at least one predetermined condition includes the sealing valve being closed.
In some embodiments, a lower unit is connected to the engine unit. The lower unit includes: a lower unit housing fastened to the engine unit housing; a transmission disposed in the lower unit housing, the transmission being operatively connected to the engine; and the propulsion device being operatively connected to the transmission.
In some embodiments, the propulsion device is a propeller; and the exhaust outlet is defined in the propeller.
In some embodiments, the engine unit housing defines an aperture fluidly communicating an interior of the engine unit housing with air exterior to the engine unit housing.
In some embodiments, an external conduit is fluidly connected to the aperture and is disposed externally of the engine unit housing. At least one line extends from a component disposed inside the engine unit housing. The at least one line extends inside the external conduit. The at least one line is at least one of a power line, a communication line and a fuel line.
In some embodiments, a transom bracket is connected to the engine unit housing. The transom bracket defines a tilt-trim axis. A center of mass of the engine is disposed below the tilt-trim axis at least when the marine engine assembly is in a trim range.
According to another object of the present technology, there is provided a method for preventing intrusion of water into a combustion chamber of an internal combustion engine of a marine engine assembly from an exhaust system of the marine engine assembly. The method comprising: determining, by an engine management module (EMM), that water in the exhaust system has reached a predetermined level; and in response to determining that water in the exhaust system has reached the predetermined level, the EMM controlling an air pump to supply air to a gas flow pathway of the marine engine assembly. The gas flow pathway is defined at least in part by an air intake assembly of the marine engine assembly, the combustion chamber, and the exhaust system. An air inlet of the air intake assembly defines an upstream end of the gas flow pathway. An exhaust outlet of the exhaust system defining a downstream end of the gas flow pathway.
In some embodiments, determining, by the EMM, that water in the exhaust system has reached the predetermined level comprises receiving a signal from an exhaust water level sensor disposed in the exhaust system at the predetermined level, the signal from the exhaust water level sensor being indicative that water in the exhaust system has reached the predetermined level.
In some embodiments, the method further comprises the EMM controlling the air pump to stop supplying air in response to the EMM receiving a signal from the exhaust water level sensor that water in the exhaust system is below the predetermined level.
In some embodiments, in response to determining that water in the exhaust system has reached the predetermined level, the EMM controls the air pump to supply air to the air intake assembly.
In some embodiments, the method further comprises determining, by the EMM, that the engine has stopped; and in response to determining that the engine has stopped, the EMM controls a sealing valve actuator to close a sealing valve. The sealing valve is disposed in the gas flow pathway. When closed, the sealing valve prevents flow of gas therethrough by sealing a portion of the gas flow pathway downstream of the sealing valve from a portion of the gas flow pathway upstream of the sealing valve. In response to determining that water in the exhaust system has reached the predetermined level, the EMM controls the air pump to supply air to the gas flow pathway downstream of the sealing valve after the sealing valve is closed.
In some embodiments, the sealing valve is disposed upstream of the engine.
In some embodiments, the sealing valve is disposed downstream of the throttle valve.
In some embodiments, in response to determining that water in the exhaust system has reached the predetermined level, the EMM controls the air pump to supply air to the gas flow pathway downstream of the sealing valve and upstream of the engine.
For purposes of this application, terms related to spatial orientation such as forward, rearward, upward, downward, left, and right, should be understood in a frame of reference of the marine engine assembly, as it would be mounted to a watercraft with a marine engine in a neutral trim position. Terms related to spatial orientation when describing or referring to components or sub-assemblies of the engine assembly separately therefrom should be understood as they would be understood when these components or sub-assemblies are mounted in the marine engine assembly, unless specified otherwise in this application. The terms “upstream” and “downstream” should be understood with respect to the normal flow direction of fluid inside a component. As such, in an engine assembly, the air intake system is upstream of the engine and the exhaust system is downstream of the engine. Similarly, for a component having an inlet and an outlet, the inlet is upstream of the outlet, and the outlet is downstream of the inlet. The term “hermetically sealed” should be understood to mean that the passage of gas through the associated device is prevented, such as in an airtight manner.
Explanations and/or definitions of terms provided in the present application take precedence over explanations and/or definitions of these terms that may be found in any documents incorporated herein by reference.
Embodiments of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein.
Additional and/or alternative features, aspects and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings and the appended claims.
For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:
It should be noted that the Figures are not necessarily drawn to scale.
The present technology is described with reference to its use in a marine engine assembly 100 that is used to propel a watercraft and is configured to be disposed under the deck of the watercraft it propels. It is contemplated that aspects of the present technology could be used in other types of marine engine assemblies, such as in a marine outboard engines having an engine unit, a midsection connected below the engine unit, a lower unit connected below the midsection, and a transom bracket configured to connect the midsection to a watercraft.
In
The boat 10 also includes a marine engine assembly 100, also referred to herein as the assembly 100. The assembly 100 is pivotably and rotatably connected to the watercraft body 12 for providing propulsion via a propulsion device 102. The propulsion device 102 is specifically a propeller 102 in the present embodiment, but it is contemplated that the propulsion device 102 could be different in some embodiments.
The assembly 100 includes a transom bracket 104 which is fastened to the watercraft body 12. As is shown schematically, the transom bracket 104 is connected to a lower portion of the platform 16, such that the assembly 100 is generally disposed below a top surface 18, also called the deck 18, of the platform 16 laterally between the pontoons 14.
With additional reference to
The engine unit 106 includes an engine unit housing 110 for supporting and covering components disposed therein. The housing 110 is sealed such that water in which the engine unit housing 110 is immersed is impeded from entering the engine unit housing 110 during normal operating conditions, including when at rest, and components of the engine inside the housing 110 are water-proofed to the same degree as in a conventional outboard engine. Depending on the specific embodiment of the housing 110 and methods used to produce a generally water-tight seal, the housing 110 could be water-proof to varying degrees. It is contemplated that the housing 110 could receive different treatments to seal the housing 110 depending on the specific application for which the marine engine assembly 100 is going to be used. In the present embodiment, the housing 110 includes a cowling 112. The cowling 112 is fastened to the rest of the housing 110 along a diagonally extending parting line 114. A seal (not shown) is provided between the cowling 112 and the rest of the housing 110 along the parting line.
The engine unit 106 includes an internal combustion engine 116 disposed in the engine unit housing 110 for powering the assembly 100 and for driving the propeller 102. By removing the cowling 112, the engine 116 can be accessed, as shown in
With reference to
The engine 116 includes one air intake 138 per cylinder 122. The air intakes 138 are provided at the bottom of the crankcase 118. Air is delivered to the air intakes 138 by an air intake assembly 140 (
Each combustion chamber 132 has a corresponding exhaust port 150. Exhaust gases flow from the combustion chambers 132, through the exhaust ports 150, into an exhaust manifold 152 as indicated by arrow 154. Each exhaust port 150 has a corresponding reciprocating exhaust valve 155 that varies the effective cross-sectional area and timing of its exhaust port 150. From the exhaust manifold 152, the exhaust gases are routed out of the marine engine assembly 100 via the other portions of an exhaust system 156 (some of which are shown in
The reciprocation of the pistons 126 causes the crankshaft 130 to rotate. The crankshaft 130 drives an output shaft 158 (
Returning to
As can be seen in
Turning now to
The lower unit housing 174 defines an exhaust passage 184 for receiving exhaust from the engine 116. The exhaust passage 184 is fluidly connected with channels 186 near the propeller shaft 180. The channels 186 fluidly connect to passages 188 in the propeller 102 which allow exhaust gas to leave the marine engine assembly 100 under water.
With additional reference to
As best seen in
The air intake assembly 140 defines an air inlet 190 in the engine unit housing 110 on a top, front, right side thereof, that fluidly communicates with air exterior to the engine unit housing 110 and three outlets (not shown) fluidly connected to the three air intakes 138 of the engine 116. The air inlet 190 is fluidly connected to an external conduit 192 (
Additional components of the air intake assembly 140 will now be described in more detail. An intake conduit 196 (
As can be seen in
As can be seen in
Turning now to
During operation of the marine engine assembly 100, such as when the engine is idling or operating at trolling speeds, the exhaust gas pressure may become too low to keep the water out of the lower portion of the exhaust system 156. Under these conditions, this can result in water entering the passages 188, the channels 186, the exhaust passage 184, and rising into the exhaust passage 228 up to the same level as the water outside of the marine engine assembly 100 (i.e. up to the waterline). As this water blocks the exhaust outlets 234, the exhaust system 156 includes an idle relief passage 236 to allow the exhaust gases to flow out of the marine engine assembly 100 to the atmosphere. With reference to
The air intake assembly 140, the crankcase 128, the transfer ports 146, the combustion chambers 132, and the exhaust system 156 together define a gas flow pathway. The gas flow pathway is the path through which gas (air or exhaust gas depending on the location) flows from the point it enters the engine unit housing 110 to be supplied to the engine 116 to the point at which it is exhausted from the marine engine assembly 100. The air inlet 190 defines the upstream end of the gas flow pathway. The exhaust outlets 234 define the downstream end of the gas flow pathway. In embodiments where the engine 116 is a four-stroke engine, as the engine 116 has no transfer ports, and since the air does not flow through the crankcase before reaching the combustion chambers, the gas flow pathway would not include the crankcase and transfer ports.
As described above, the marine outboard engine 100 is provided with various features to help prevent entry of water into the combustion chambers 132 of the engine 116. Although these are effective for most conditions, there could be some rare conditions, especially when the engine 116 is stopped, where additional protection against water intrusion may be useful. Examples of such possible conditions could include a lot of weight being on the boat 10 above the marine engine assembly 100 causing it to sink into water much lower than it typically does, the boat 10 and marine engine assembly 100 being launched in the water at a steep angle and/or at higher than normal speed, and rough water conditions.
To provide additional protection against water intrusion into the combustion chamber 136 from the exhaust system 156, the marine engine assembly 100 is provided with the valve 204, which acts as a sealing valve 204. When the sealing valve 204 is open, gas can flow through the gas flow pathway. However, when the sealing valve 204 is closed, flow of gas through the sealing valve 204 is prevented, and the sealing valve 204 thus hermetically seals the portion of the gas flow pathway downstream of the sealing valve 204 from the portion of the gas flow pathway upstream of the sealing valve 204. As a result, when the sealing valve 204 is closed, should water rise into the exhaust system 156 rise above the idle relief passage inlet 238, the gas present between the sealing valve 204 and the water having entered the exhaust system 156 is trapped and has nowhere to go. As such, this volume of air acts like an air spring pushing against the water, thus resisting increases in water level in the exhaust system 156. In embodiments where no idle relief passage 236 is provided the entire volume of gas between the sealing valve 204 and the exhaust outlets 234 could act like an air spring resisting increases in water level in the exhaust system 156.
In the present embodiment, the sealing valve 204 is provided in the air intake valve unit 200 and also combines the function of a throttle valve. It is contemplated that in other embodiments, two separate valves could be provided, one throttle valve and one sealing valve, and that the sealing valve could be in any location along the gas flow pathway. It is contemplated that the sealing valve 204 could be provided in the gas flow pathway at positions upstream of the combustion chambers 132, or upstream of the engine 116. It is contemplated that the sealing valve 204 could be provided in the gas flow pathway at positions downstream the engine 116.
Turning now to
The intake valve unit 200 also has an actuator 274 disposed outside of the valve unit body 260. In the present embodiment, the actuator 274 is an electric motor, but other types of actuators are contemplated. The actuator 274 is connected to the shaft 276 for pivoting the cam 278. The cam 278 abuts the upstream side of the cap 266. To move the sealing/throttle valve 204 its open position (
Turning now to
A throttle valve 308 is pivotally disposed in the valve unit body 302. A throttle valve actuator 310 disposed outside of the valve unit body 302. In the present embodiment, the throttle valve actuator 310 is an electric motor, but other types of actuators are contemplated. The throttle valve actuator 310 is connected to a shaft 312 pivotally supporting the throttle valve 308 in the valve unit body 302 for moving the throttle valve 308 between opened and closed positions.
A sealing valve 314 is disposed in the valve unit body 302 between the throttle valve 308 and the downstream end 306. In the present embodiment, the sealing valve 314 is a ball valve 314. The ball valve 314 has a ball valve body 316 defining a passage 318 therethrough. The ball valve body 316 is pivotally received in a seat 319 define by the valve unit body 302. The ball valve body 316 is operatively connected to a sealing valve actuator 320 disposed outside of the valve unit body 302. In the present embodiment, the sealing valve actuator 320 is an electric motor, but other types of actuators are contemplated. The sealing valve actuator 320 pivots the ball valve body 316 between open and closed positions corresponding to open and closed positions of the ball valve 314.
In the open position of the ball valve 314, shown in
Turning now to
An engine management module (EMM) 350 is provided inside the engine unit housing 110. The EMM 350 includes multiple processors and data storage modules. The EMM 350 is connected to and controls the operation of the engine 116, including the starter motor 352, the tilt/trim actuator 168, the air pump 210 and the sealing valve actuator 320. In order to control these components, the EMM 350 is connected to and receives signals from an exhaust water level sensor 354, an exhaust pressure sensor 356, a temperature sensor 358, an engine speed/crankshaft position sensor 360, a sealing valve position sensor 362 as well as other sensors provided on the engine 116, in the marine engine assembly 100, such as a throttle valve position sensor (not shown), and on the boat 10, such as a shift lever position sensor (not shown).
As can be seen in
The engine speed/crankshaft position sensor 360 is located close to the crankshaft 130 or to an element that turns at the same speed as the crankshaft (such as a flywheel for example) to send signals to the EMM 350 that let the EMM 350 determine the orientation of the crankshaft 130, which allows the EMM 350 to know where each of the pistons 126 are positioned, and the speed of rotation of the crankshaft 130. When the engine 116 is first engaged by the starter 354 in order to start then engine 116, the EMM 350 is able to determine the position of the crankshaft 130 within the first or the first few rotations of the crankshaft 130 using the signals from the engine speed/crankshaft position sensor 360. This process of initially determining the position of the crankshaft 130 by the EMM 350 is sometimes referred to as synchronizing of the EMM 350 or “synch”. If the EMM 350 is unable to synch, the starter motor 352 will be de-energized and the engine 116 will not be started.
The sealing valve position sensor 362, as its name suggest, sends a signal to the EMM 350 indicative of the position of the sealing valve 314. It is contemplated that the sealing valve position sensor 362 could be integrated with the sealing valve actuator 320 or could be a dedicated sensor sensing the position of sealing valve 314. It is also contemplated that the sealing valve position sensor 362 could only provide an indication of whether the sealing valve 314 is open or closed, without an exact indication of its position.
Turning now to
When the engine 116 stops running, the EMM 350 sends a signal to the sealing valve actuator 320 to close the sealing valve 314, as will be explain below with respect to step 426. Accordingly, from step 402, at step 404 the EMM 350 determines if the sealing valve 314 is closed (as it should be). If not, at step 406 the EMM 350 records a fault, does not allow cranking (i.e. starting) of the engine 116, and sends signals to provide an indication of this to the driver of the boat 10. The indication could be visual, such as a light turning on a console, or auditory, such as one or more beeps.
If at step 404, the sealing valve 314 is closed, then at step 408 the EMM 350 determines if the exhaust water level sensor 354 is okay, meaning that it does not detect the presence of water. If water is detected, then the EMM 350 goes to step 406 described above. If the exhaust water level sensor 354 does not detect the presence of water, then at step 410 the EMM 350 checks if a start command has been issued. This could be the above mentioned key being turned to a start position, or a start button being pressed for example. The EMM 350 will hold at step 410 until a start command is issued.
Once a start command is issued, then at step 412 the EMM 350 sends a signal to the starter motor 352 to engage the engine 116 and start turning the crankshaft 130. Then at step 414, the EMM 350 determines if the above-mentioned synchronization (synch) of the EMM 350 has been achieved. If not, then the EMM 350 sends a signal to the starter 352 to de-energize at step 416 and then returns to step 404. If synchronization is achieved, at step 418 the EMM 350 sends a signal to the sealing valve actuator 320 to open the sealing valve 314. It is contemplated that in an alternative embodiment, the EMM 350 could send a signal to the sealing valve actuator 320 to at least partially open the sealing valve 314 slightly prior to or at the same time as performing step 412, then if synchronization is not achieved at step 414, the EMM 350 would send a signal to the sealing valve actuator 320 to close the sealing valve 314 before returning to step 404.
Once the sealing valve 314 is open, then at step 420 the EMM 350 determines if the engine 116 is running. This can be done by determining if the engine speed is higher than a predetermined speed for example, which would indicate that the engine 116 can turn the crankshaft 130 without the assistance of the starter 352. If the engine 116 is not running after a predetermined period of time, the EMM 350 sends a signal to the sealing valve actuator 320 to close the sealing valve 314 at step 422, then goes to step 416 where the starter 352 is de-energized as indicated above, and the returns to step 404.
If at step 420 it is determined that the engine 116 is started, the EMM 350 sends a signal to de-energize the starter motor 350 (not shown), and then the EMM 350 monitors if the engine 116 is running at step 424. The EMM 350 will hold at step 424 as long as the engine 116 is running. Once the engine 116 stops running, then at step 426 the EMM 350 sends a signal to the sealing valve actuator 320 to close the sealing valve 314, thus helping to prevent the intrusion of water into the combustion chambers 132 via the exhaust system 156 while the engine 116 is stopped, as described above. Then at step 428, the EMM 350 determines if the key has been removed (hence the name “key off”) or an equivalent action that results in the EMM 350 being put to sleep, such as pressing an off button for example. If not, then the EMM 350 returns to step 404. If so, then the EMM 350 moves to step 502 of method 500 described below.
It is contemplated that a time delay could be applied before closing the sealing valve 314 at step 426. The reason for doing so would be to take into account thermal contraction of the gas into the gas flow pathway. When the engine 116 stops, the air in the gas flow pathway is hot. As it cools, the air contract which could reduce the volume of air trapped by the sealing valve 314 if the sealing valve 314 is closed right away. As such waiting for the gas in the gas flow path to cool before closing the sealing valve 314 could help prevent the reduction of gas volume due to thermal contraction. The time could be a set amount of time or an amount of time based on the temperature sensed by the temperature sensor 358. It is also contemplated that when the engine 116 stops running and the sealing valve 314 is closed, the EMM 350 could send a signal to the tilt/trim actuator 168 to trim the marine engine assembly 100 up, thus lifting the marine engine assembly 100 partially out of water.
If at any time during the method 400 the engine 116 stops running and/or a “key off” event (see step 428 above) occurs, the EMM 350 sends a signal to the sealing valve actuator 320 to close the sealing valve 314.
Turning now to
Even though the EMM 350 is in a sleep mode, the exhaust water level sensor 354 is still powered in order to monitor the level of water in the exhaust system 156 at step 508. If the exhaust water level sensor 354 is tripped (i.e. water reaches the level of the water level sensor 354), the water level sensor 354 sends a signal to wake the EMM 350 at step 510. Then at step 512, the EMM 350 sends a signal to run the air pump 210. When it runs, the pump 210 supplies air downstream of the closed sealing valve 314 in an attempt to push the water out of the exhaust system 156. More specifically, the air pump 210 supplies air upstream of the engine 116, in the air intake manifold 208 of the air intake assembly 140.
Once the signal to run the air pump 210 is sent at step 512, the EMM 350 determines if the pressure sensed by the exhaust pressure sensor 356 increases. If the pressure is not increasing, it could be an indication that the pump 210 has failed (i.e. is not running or not running properly) or that there is a leak in the gas flow path between the sealing valve 314 and the water level in the exhaust system 156, or that the sealing valve 314 is not sealing properly. As such, if at step 514 the pressure is not increasing, then the EMM 350 stops the air pump 210 (not shown), records a fault at step 506 and returns to step 504. If at step 514 the pressure increases, then the EMM 350 continues to step 516. It is contemplated that at step 514 the EMM 350 could determine that the pressure is increasing at or above a predetermined rate.
At step 516, the EMM 350 determines based on the signal from the exhaust water level sensor 354 if the water is now at a level below the sensor 354. If not, the EMM 350 returns to step 512 and the pump 210 continues to run. If the water level is below the water level sensor 354, then the EMM 350 stops operating the air pump 210 (not shown), goes back to sleep 518, and the exhaust water level sensor 354 resumes monitoring of the water level.
It is contemplated that in addition to running the air pump 210 at step 512, the EMM 350 could send a signal to the tilt/trim actuator 168 to trim the marine engine assembly 100 up, thus lifting the marine engine assembly 100 partially out of water. It is also contemplated that, if at step 514 the pressure is not increasing, the EMM 350 could send a signal to the tilt/trim actuator 168 to trim the marine engine assembly 100 up, thus lifting the marine engine assembly 100 partially out of water. It is also contemplated that steps 514 and 516 could be omitted and that instead the air pump 210 could be made to run for a predetermined amount of time. It is also contemplated that the air pump 210 could be made to run for a predetermined amount of time at predetermined time intervals even if the exhaust water level sensor 354 has not been tripped. Finally, it is contemplated that the above method could be adapted to use the air pump 210 to remove water from the exhaust system 156 in embodiments where the sealing valve 314 is not provided.
If at any time during the method 500 a “key on” event (see step 402 above) occurs, the EMM 350 stops method 500 and begins method 400 at step 302.
Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting.
The present application claims priority to U.S. Provisional Application No. 62/968,855, filed Jan. 31, 2021, the entirety of which is incorporated herein by reference.
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Number | Date | Country | |
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62968855 | Jan 2020 | US |