WAKE SURFING WATERCRAFT, CONTROLLER, AND METHOD TO CONTROL A WAKE SURFING WATERCRAFT

Description

FIELD OF THE INVENTION

The invention is directed to a watercraft adapted to generate a wake having a wave for wakesurfing and to a controller and method for generating a wake by such a watercraft.

BACKGROUND AND SUMMARY

As seen in FIG. 1, when a watercraft 21′ moves through the water, a transverse wave TW perpendicular to the direction of motion of the watercraft is generated. Additionally, diverging wake waves DWW are generated at the bow 25′ and the stern 27′ of the watercraft. In most smaller pleasure boats, the bow wave is generally smaller than the stern wave as the bow is often out of the water or running high and shall be disregarded for purposes of the present discussion. At sufficient speed, displacement of water by the hull 23′ results in formation of a substantial V-shaped cavity C immediately at the stern 27′ of the watercraft and water displaced by the hull builds ridges of water at the port and starboard sides 31′ and 33′ of the watercraft. At the stern 27′, the ridges of water that are built up on the sides converge into the cavity as converging waves CW under the force of gravity and meet to form a common peak wave PW, after which the peak splits into two diverging wake waves DWW. The diverging wake waves DWW intersect with transverse waves TW to form the wake W of the watercraft, lines of which normally form at an angle of about 19.5° to the longitudinal axis 29′ of the watercraft. Factors such as the speed, shape, and weight of a watercraft will affect the size of a peak wave PW and a diverging wake wave DWW behind the watercraft.

The wash of the propulsion unit 35′ of the watercraft 21 ordinarily extends substantially in the direction of a longitudinal axis of the propulsion unit which, in the case of the illustrated watercraft, extends in the same direction of the longitudinal centerline 29 of the watercraft. With this configuration, the wash of the propulsion unit 35′ does not interfere significantly with the peak wave PW or the diverging wake waves DWW. The orientation of the propulsion unit 35′ relative to the longitudinal centerline 29 may be controlled by a controller 39′ that controls drives (not shown) for turning the propulsion unit.

In recent years, the sport of wakesurfing has dramatically increased in popularity. A rider on a wakesurfing board rides a wave formed in the watercraft's wake close to the rear of a watercraft. The rider does not use a tow line as in wake boarding and, consequently, a wave suitable for wakesurfing will ordinarily be significantly larger than a wave formed during normal operation of the watercraft or that is needed or desired for wake boarding or water skiing. Wakesurfing typically is performed where the wake wave tends to be of greatest amplitude and/or of highest energy in a position close to the rear or stern of the watercraft, typically closer to the stern of the watercraft relative to positions than where wake boarding or water skiing are performed.

Typical terminology for portions of a natural wave for surfing (as opposed to a wake wave for wakesurfing) include:

• • the lip-the top edge of the wave before it breaks;
  • the shoulder—the part of the wave that is furthest away from breaking part, usually not too steep;
  • the face or wall—the steep part of the wave out in front of where one usually surfs;
  • the tube or barrel—a hollow part of the wave that surfers aim for to get a tube or barrel ride;
  • the pocket or curl—the part of the wave just before where the wave breaks, typically the most powerful part of the wave for purposes of surfing; and
  • whitewater—the white foam of the wave after it has broken.

The terminology for portions of a natural wave for surfing can be applicable to wake waves for wakesurfing, however, wake waves suitable for wakesurfing are often smaller than natural waves that are desirable for surfing. There will, for example, often not be any appreciable tube or barrel in a wakesurfing wake wave, much less a tube or barrel in which a surfer can ride.

For purposes of the present invention, a “surfable wake wave” shall be defined as a wave, distinct from whitewater or mere churn, which has a distinct lip, a shoulder, and a pocket or curl before the wave breaks. While the size of a surfable wake wave may depend upon factors including the skill of the surfer, a surfable wake wave will typically have a discernable height from its peak to its base, usually at least about 6″ (about 15 cm).

The portion of a wake wave that is of greatest amplitude and/or wave energy and that is most suitable for wakesurfing—the surfable part of the wave—is typically at or proximate the peak wave PW and portions of the diverging wake wave DWW near the peak wave, and generally well forward of the point where the diverging wake wave meets the transverse wave of the watercraft.

The size of the wake wave may be increased by techniques including use of deflectors, tabs, or other plate-like devices mounted on the watercraft hull that divert the normal flows of water past the watercraft hull, or by selective filling and emptying of ballast tanks, causing the various flows to combine behind the watercraft in a manner that forms or increases the size of a wake wave, or by a combination of both.

Because wakesurfers are close to the stern, wakesurfers have traditionally favored inboard drives. This is primarily because, with inboard drives, the propeller is positioned below the watercraft rather than behind the watercraft where it is exposed to the wakesurfer, as with conventional stern drives and outboard motor drives. As a result, in the U.S., the wakesurfing market had been dominated by expensive inboard engine watercrafts.

Many watercraft that are used for wakesurfing, wake boarding, water skiing, or other activities include controllers that are arranged to be switched into various modes of operation to control speed and positioning of the watercraft's propulsion unit(s), as well as ballast and orientation of any devices such as deflectors, tabs, or other plate-like devices. For example, the watercraft controller may be switchable under control of the operator to operate in a variety of modes such as a fishing mode for setting the propulsion units so that a smooth wake is generated behind the stern as described in U.S. Pat. No. 7,780,490, a normal operation mode in which the controller orients the propulsion unit in a particular fashion and adjusts ballast of the watercraft for optimal normal operation, and a sport or other mode in which the propulsion unit is oriented differently from the normal operation mode, the ballast is adjusted for optimal operation for performing the particular activity (e.g., wakesurfing, wake boarding, water skiing), and the water diverting devices such as deflectors or tabs are deployed.

More recently, a stern drive having a forward-facing propeller arrangement has become available from Volvo Penta. The Volvo Penta Forward Drive has a forward “tractor” propeller arrangement which positions the propeller arrangement on the front end of the drive housing, which is below the hull and opposite the end of the drive exposed to the wakesurfer. This configuration provides advantages of an inboard engine arrangement available in a stern drive arrangement, both for single drives and multiple (two or more) drives. Multiple drives are suitable for larger watercraft, which have been absent in the market for wakesurfing watercraft.

Making a surfing wake with a watercraft with twin propulsion units has proved elusive. A twin propulsion unit watercraft is ordinarily steered for forward movement with the propulsion units pointed within 2 degrees of being straight and does not make a surfable wake wave using either tabs, ballast tanks, foils, or other wave shaping surfaces.

FIG. 2 schematically shows a watercraft 21 of a type suitable for use in connection with the present invention and which includes a first propulsion unit 35 on the port side 31 of the watercraft and a second propulsion unit 37 on the starboard side 33 of the watercraft.

Orientations of the first and second propulsion units 35 and 37 relative to the longitudinal centerline 29 of the watercraft 21 can be controlled by a controller 39 that operates drives (not shown) for turning the propulsion units.

FIG. 2 shows the propulsion units 35 and 37 in what is denominated as a normal operation orientation in which longitudinal axes 35A and 37A of the first and second propulsion units are oriented to be generally straight-ahead (sometimes with about a 2° toe angle, more particularly about a 2° toe-in angle) relative to the longitudinal centerline 29.

For purposes of the present invention, the “toe angle” of a propulsion unit of a multi-propulsion unit watercraft is measured as the angle between the longitudinal axis of the propulsion unit and the centerline of the watercraft, and a propulsion unit of a multi-propulsion unit watercraft will be said to be “toed-in” when the forward end of the propulsion unit, e.g., the forward end of its propeller shaft or its longitudinal axis, is closer to the longitudinal centerline of the watercraft than the rear end of the propulsion unit or its longitudinal axis and “toed-out” when the forward end of the propulsion unit is further from the longitudinal centerline of the watercraft than the rear end of the propulsion unit or its longitudinal axis.

While not wishing to be bound by theory, even if the watercraft 21 is operated at a sufficient speed so that displacement of water by the hull 23 causes a cavity to form in the water at the stern 27 of the watercraft such that converging waves CW meet at a peak wave PW, the orientation of the longitudinal axes 35A and 37A of the first and second propulsion units 35 and 37 will be such the wash of the first and second propulsion units disrupts at least the diverging wake waves DWW to the extent that the diverging wake waves are unsuitable for wakesurfing and does not produce a surfable wake wave. In this normal orientation, the longitudinal axes 35A and 37A of the first and second propulsion units 35 and 37 may intersect with the diverging wake waves DWW at a relatively short distance DN from the peak wave PW behind the watercraft and at a relatively sharp angle A with the diverging wake wave. Typically, the water at or behind the peak wave PW will simply appear to be completely churned up with little or no discernable diverging wake wave DWW.

At this time, no other companies are known to provide dual stern drive propulsion unit watercraft for wakesurfing.

It is desirable to provide a multiple drive watercraft that is adapted to produce a surfable wake wave suitable for wakesurfing.

The inventors have discovered that selectively positioning the drives of a multi-drive watercraft, particularly a watercraft with a two-drive arrangement, can facilitate generating and sustaining a surfable wake wave suitable for wakesurfing behind the watercraft.

According to an aspect of the present invention, a watercraft comprises a hull having a longitudinal centerline and a first and second side on opposite sides of the centerline, a first propulsion unit rotatably mounted to the hull on the first side of the hull, a second propulsion unit rotatably mounted to the hull on the second side of the hull, and a controller, the first propulsion unit and the second propulsion unit being independently rotatable relative to the hull by the controller. The controller is operable in a normal operating mode, the controller being arranged, when operated in the normal operating mode, to rotate the first propulsion unit and the second propulsion unit to a normal operating mode orientation in which normal operating mode orientation no surfable wake wave is produced, and the controller is operable in a wake wave generating mode, the controller being arranged, when operated in the wake wave generating mode, to rotate the first propulsion unit and the second propulsion unit to at least one a wake wave generating orientation in which wake wave generating orientation a surfable wake wave is produced. A technical benefit may include facilitating formation of a surfable wake wave in a watercraft with multiple propulsion units.

Optionally, in some examples, including in at least one preferred example, in the normal operating mode orientation, the first propulsion unit has a first propulsion unit normal mode toe angle and the second propulsion unit has a second propulsion unit normal mode toe angle and wherein, in the wake wave generating orientation, the first propulsion unit has a first propulsion unit wake wave generating mode toe angle and the second propulsion unit has a second propulsion unit wake wave generating mode toe angle, and at least one of (a) the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and (b) the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle. A technical benefit of these features may include further facilitating controlling the location, amplitude, and/or wave energy of a wake wave.

Optionally, in some examples, including in at least one preferred example, at least one of (a) the first propulsion unit wake wave generating mode toe-in angle is greater than the first propulsion unit normal mode toe angle and (b) the second propulsion unit wake wave generating mode toe-in angle is greater than the second propulsion unit normal mode toe angle. A technical benefit of these features may include further facilitating controlling the location, amplitude, and/or wave energy of a wake wave.

Optionally, in some examples, including in at least one preferred example, both the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle. A technical benefit may include facilitating controlling the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in the wake wave generating mode, the controller is arranged to rotate the first propulsion unit and second propulsion unit to have equal toe angles in absolute values. A technical benefit may include providing toe angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in the wake wave generating mode, the controller is arranged to rotate the first propulsion unit and second propulsion unit to have unequal toe angles in absolute values. A technical benefit may include providing toe angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in the wake wave generating mode, the controller is arranged to rotate the first propulsion unit and second propulsion unit so that toe angles of the first propulsion unit and second propulsion unit define an angle of not more than 20 degrees relative to one another. A technical benefit may include providing toe angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal surfable wake wave.

Optionally, in some examples, including in at least one preferred example the first propulsion unit wake wave generating mode toe angle and the second propulsion unit wake wave generating mode toe angle are selected to cause occurrence of at least one of:

• • (a) a wash of the at least one of the first propulsion unit and the second propulsion unit being less disruptive of at least one of a converging wave, a peak wave, and a diverging wake wave of a wake of the watercraft in the wake wave generating mode than in the normal operating mode;
  • (b) a line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersecting with the diverging wake wave of the watercraft at a greater distance from the peak wave formed by the watercraft than in the normal operating mode;
  • (c) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersecting with the diverging wake wave of the watercraft at a greater angle than in the normal operating mode;
  • (d) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis being directed into deeper water by a cavity formed at a stern of the watercraft due to displacement of water by movement of the watercraft than in the normal operating mode. A technical benefit may include facilitating controlling the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, the watercraft comprises, in the wake wave generating mode, the controller is arranged to rotate at least one of the first propulsion unit and the second propulsion unit so that at least one of the first propulsion unit and the second propulsion unit has a different trim angle than during normal operating mode. A technical benefit may include providing trim angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal wake wave.

Optionally, in some examples, including in at least one preferred example, in the wake wave generating mode, the controller is arranged to rotate the first propulsion unit and second propulsion unit so that trim angles of the first propulsion unit and second propulsion unit define an angle of not more than 10 degrees relative to one another. Technical benefits of these features may include enhancing the ability to fine-tune the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, the watercraft comprises, mounted on at least one of the first side and the second side of the hull, a water deflecting device, the water deflecting device being deployable between a neutral position in which the water deflecting device forms a first angle with the centerline and a deployed position in which the water deflecting device forms a second, non-zero angle with the centerline that is larger than the first angle. A technical benefit may include further enhancing the ability of the watercraft to produce a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, the watercraft comprises, at least one ballast tank on one side of the watercraft, the controller being arranged to control, during the wake wave generating mode, filling, or emptying of the ballast tank to cause a stern of the watercraft to be lower on the one of the first side and the second side of the watercraft. A technical benefit may include further enhancing the ability of the watercraft to produce a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, the first propulsion unit and the second propulsion unit are at least one of stern drives, forward facing propeller sets, rearward facing propeller sets, outboard drives, jet propulsion units, and pod drives. A technical benefit may include providing an optimal propulsion unit for wakesurfing.

According to another aspect of the present invention, a method of generating surfable wake waves with a watercraft is provided, the watercraft comprising a hull having a longitudinal centerline and a first and second side on opposite sides of the centerline, a first propulsion unit rotatably mounted to the hull on the first side of the hull, a second propulsion unit rotatably mounted to the hull on the second side of the hull, the first propulsion unit and the second propulsion unit being independently rotatable relative to the hull by a controller. According to the method, the first propulsion unit and the second propulsion unit are rotated, in a normal operating mode, to at least one normal operating mode orientation in which normal operating mode orientation no surfable wake wave is produced, and the first propulsion unit and the second propulsion unit are rotated, in a wake wave generating mode, to a wake wave generating mode orientation in which wake wave generating orientation a surfable wake wave is produced. A technical benefit may include facilitating formation of a surfable wake wave in a watercraft with multiple propulsion units.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, in the normal operating mode orientation, the first propulsion unit has a first propulsion unit normal mode toe angle and the second propulsion unit has a second propulsion unit normal mode toe angle, in the wake wave generating mode, the first propulsion unit has a first propulsion unit wake wave generating mode toe angle and the second propulsion unit has a second propulsion unit wake wave generating mode toe angle, and wherein at least one of the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle. A technical benefit of these features may include further facilitating controlling the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, at least one of (a) the first propulsion unit wake wave generating mode toe-in angle is greater than the first propulsion unit normal mode toe angle and (b) the second propulsion unit wake wave generating mode toe-in angle is greater than the second propulsion unit normal mode toe angle. A technical benefit of these features may include further facilitating controlling the location, amplitude, and/or wave energy of a wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, both the first propulsion unit and the second propulsion unit, in the wake wave generating mode, so that the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle. A technical benefit may include facilitating controlling the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, in the wake wave generating mode, the first propulsion unit and second propulsion unit are rotated to have unequal toe angles in absolute values. A technical benefit may include providing toe angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, the first propulsion unit wake wave generating mode toe angle and the second propulsion unit wake wave generating mode toe angle are selected to cause occurrence of at least one of:

• • (a) a wash of the at least one of the first propulsion unit and the second propulsion unit being less disruptive of at least one of a converging wave, a peak wave, and a diverging wake wave of a wake of the watercraft in the wake wave generating mode than in the normal operating mode;
  • (b) a line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersecting with the diverging wake wave of the watercraft at a greater distance from the peak wave formed by the watercraft than in the normal operating mode;
  • (c) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersecting with the diverging wake wave of the watercraft at a greater angle than in the normal operating mode;
  • (d) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis being directed into deeper water by a cavity formed at a stern of the watercraft due to displacement of water by movement of the watercraft than in the normal operating mode. A technical benefit may include facilitating controlling the location, amplitude, and/or wave energy of a surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, in the wake wave generating mode, at least one of the first propulsion unit and the second propulsion unit is rotated so that at least one of the first propulsion unit and the second propulsion unit has a different trim angle than during normal operating mode. A technical benefit may include providing trim angles for the propulsion units to facilitate permitting a given watercraft to produce an optimal surfable wake wave.

Optionally, in some examples, including in at least one preferred example, in a method according to an aspect of the invention, the watercraft includes, mounted on at least one of the first side and the second side of the hull, a water deflecting device, and the method comprises deploying the water deflecting device from a neutral position in which the water deflecting device forms a first angle with the centerline to a deployed position in which the water deflecting device forms a second, non-zero angle with the centerline that is larger than the first angle. A technical benefit may include further enhancing the ability of the watercraft to produce a surfable wake wave.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood by reference to the following detailed description in conjunction with the appended drawings, in which,

FIG. 1 schematically shows a watercraft and its wake according to the prior art;

FIG. 2 schematically shows a dual propulsion unit watercraft with propulsion units oriented in normal operating mode, and its wake;

FIG. 3 schematically shows a dual propulsion unit watercraft showing differences between its wake at higher and lower speeds and an effect of increasing a toe angle of the propulsion units in wake wave generating mode according to an aspect of the present invention;

FIG. 4 schematically shows a dual propulsion unit watercraft and its wake and showing an effect of increasing a toe angle of a propulsion unit in wake wave generating mode according to an aspect of the present invention;

FIG. 5A is a schematic rear view of a multi-drive watercraft having two drives oriented in a normal operating mode orientation and showing the positions of the drives relative to part of a cavity formed due to displacement of water by the watercraft;

FIG. 5B is a schematic rear view of a multi-drive watercraft having two drives oriented in a wake wave generating mode orientation and showing the positions of the drives relative to part of a cavity formed due to displacement of water by the watercraft;

FIGS. 6A-6D are, respectively, schematic top, stern, port, and starboard side view of a multi-drive watercraft having two drives oriented in a normal operating mode orientation;

FIGS. 7A-7D are, respectively, schematic top, stern, port, and starboard side view of a multi-drive watercraft having two drives configured for generating a wake wave in wake wave generating mode according to an aspect of the present invention;

FIGS. 8A-8D are, respectively, schematic top, stern, port, and starboard side view of a multi-drive watercraft having two drives configured for generating a wake wave in wake wave generating mode according to another aspect of the present invention;

FIGS. 9A-9D are, respectively, schematic top, stern, port, and starboard side view of a multi-drive watercraft having two drives configured for generating a wake wave in wake wave generating mode according to yet another aspect of the present invention; and

FIG. 10 is a schematic drawing of a computer system of a controller for wake wave generation according to an aspect of the invention.

DETAILED DESCRIPTION

A watercraft 21 suitable for use in connection with aspects of the present invention is shown schematically in FIG. 2. The watercraft 21 includes a hull 23 having a front or bow 25, a rear or stern 27, and a longitudinal centerline 29 between a first or port side 31 and a second or starboard side 33 of the watercraft.

The watercraft 21 is a multi-propulsion unit watercraft, such as but not necessarily limited to a dual propulsion unit watercraft, and has at least a first propulsion unit 35 mounted to the hull 23 on the first (here, the port) side 31 of the hull and individually rotatable to selected toe angles (and, typically, also selected trim angles) relative to the hull, and a second propulsion unit 37 mounted to the hull on the second (here, the starboard) side 33 of the hull and rotatable to selected toe angles (and, typically, also selected trim angles) relative to the hull. The first propulsion unit 35 produces a first propulsion unit thrust T1 in the direction of a longitudinal axis 35A of the first propulsion unit and a first propulsion unit wash, and the second propulsion unit 37 produces a second propulsion unit thrust T2 in the direction of a longitudinal axis 37A of the second propulsion unit and a second propulsion unit wash. Illustrative propulsion units 35 and 37 suitable for use in connection with the present invention may advantageously be stern drives with forward-mounted propeller arrangements which are available as the Volvo Penta Forward Drive stern drive.

Alternatively, the propulsion units 35 and 37 may be steerable pod drives available as the Volvo Penta IPS, or outboard drives. Ordinarily, the first propulsion unit 35 and the second propulsion unit 37 are at least one of stern drives, forward facing propeller sets, and pod drives. Other drives may be used, preferably drives that position any propeller arrangement forward of an underwater casing of the watercraft and away from where a surfer or swimmer may be. Suitable propulsion units can include stern drives, forward facing propeller sets, rearward facing propeller sets, outboard drives, jet propulsion units, and pod drives.

A controller 39 (FIGS. 2-4, 6A, 7A, 8A, and 9A, and in phantom FIGS. 6B, 7B, 8B, and 9B) is connected to and controls drives such as motors (electric or hydraulic, for example) or actuators (not illustrated) that position the propulsion units 35 and 37 at desired angles relative to the hull for steering the watercraft. For purposes of the present invention, references to the controller 39 rotating the propulsion units 35 and 37 to particular orientations shall be understood to refer to controlling the drives for those propulsion units to cause the propulsion units to be rotated to such orientations. The first propulsion unit 35 and the second propulsion unit 37 are independently rotatable relative to the hull 23 by the controller 39.

The watercraft 21 as illustrated in FIGS. 2 and 6A-6D shows the propulsion units 35 and 37 rotated by the controller 39 operated in what shall be denominated for purposes of the present invention as a normal operating mode so that longitudinal axes 35A and 37A of the first propulsion unit 35 and the second propulsion unit 37 are oriented in what shall be denominated for purposes of the present application as at least one normal operating mode orientation at 0° toe and 0° trim angles. It will be appreciated, however, that, in a normal operation mode orientation, the propulsion units may and often are oriented at other toe-in and/or trim angles, e.g., 2° toe-in angles, and that trim angles may be changed, such as to induce or reduce planing. For purposes of the present invention, the “toe angle” of a propulsion unit of a multi-propulsion unit watercraft is measured as the angle between the longitudinal axis of the propulsion unit and the centerline of the watercraft, and a propulsion unit of a multi-propulsion unit watercraft will be said to be “toed-in” when the forward end of the propulsion unit, e.g., the forward end of its propeller shaft or its longitudinal axis, is closer to the longitudinal centerline of the watercraft than the rear end of the propulsion unit or its longitudinal axis and “toed-out” when the forward end of the propulsion unit is further from the longitudinal centerline of the watercraft than the rear end of the propulsion unit or its longitudinal axis.

In the normal operating mode orientation, when the watercraft 21 travels through water with longitudinal axes 35A and 37A of the first propulsion unit 35 and the second propulsion unit 37 oriented in a normal operating mode orientation with the first propulsion unit and the second propulsion unit providing the first propulsion unit thrust and the first propulsion unit wash and the second propulsion unit thrust and the second propulsion unit wash, respectively, the watercraft produces what shall be denominated for purposes of the present invention as normal operating mode wake waves. Normal operating mode wake waves are not surfable wake waves as defined herein and are usually merely churn. As seen in FIG. 2, normal operating mode wake waves are characterized by disruption of one or more of (a) the converging waves CW of water resulting from buildup of water along the sides of the watercraft and that converge into the cavity C formed by displacement of water by the hull under the force of gravity to form a common peak wave PW, (b) the peak wave PW itself, (c) one or both of the diverging wake waves DWW of the watercraft, and/or (d) one or all of the converging waves, the peak wave, and the diverging wake wave of the watercraft by the wash of the first propulsion unit 35 and the second propulsion unit 37.

While not wishing to be bound by theory, it is presently believed that disruption of the converging waves CW or the diverging wake waves DWW by the propulsion unit washes is the most significant factor that results in destruction of surfable wake waves. For example, the intersection of the longitudinal axes 35A and 37A of the first and second propulsion units 35 and 37 (and, thus, with the most powerful components of the washes of those propulsion units) with the diverging wake waves DWW occurs at what shall be denominated as normal operating mode distances DN from a stern of the watercraft. The normal operating mode distance DN for the wash of the first propulsion unit 35 on the port side of the watercraft and the port side diverging wake wave and the normal operating mode distance for the wash of the second propulsion unit 37 on the starboard side of the watercraft and the starboard side diverging wake wave may be the same when, e.g., the propulsion units are oriented at the same toe-in and trim angles as illustrated in FIGS. 2 and 6A and the watercraft travels straight ahead, but may be different, such as when ballast of the watercraft is not equally distributed.

The controller 39 is also operable in what shall be denominated a wake wave generating mode. Typically, an operator will be able to switch the controller 39 from operation in the normal operating mode and the wake wave generating mode by, e.g., flicking a switch, pressing a button, or changing certain settings on the watercraft's controls. The controller 39 is arranged, when operated in the wake wave generating mode, to rotate at least one of the first propulsion unit 35 and the second propulsion unit 37 to a wake wave generating mode orientation in which that longitudinal axes 35A and 37A of the first propulsion unit and the second propulsion unit are oriented differently from any normal operating mode orientation. In the wake wave generating mode, the watercraft produces surfable wake waves as defined herein.

While not wishing to be bound by theory, in the wake wave generating mode orientation, in some circumstances, when the first propulsion unit 35 and the second propulsion unit 37 provide the first propulsion unit thrust and first propulsion unit wash and the second propulsion unit thrust and second propulsion unit wash, less disruption of at least one of the diverging wake waves DWW formed by the watercraft will occur than during normal operating mode, which will result in at least one surfable wake wave that is more suitable for wakesurfing than any waves generated by propulsion units producing the same thrust but oriented in a normal operating mode orientation. Less disruption of at least one converging wave CW and the peak wave PW will ordinarily also occur during wake wave generating mode.

While not wishing to be bound by theory, operation in the wake wave generating mode is understood to enhance a wakesurfing wave by cleaning out the propulsion unit wash from a surfable part of the wave by angling out longitudinal axes 35A and 37A of one or, usually, both of the first propulsion unit 35 and the second propulsion unit 37, normally so that at least one of the following occurs:

• • (a) a wash of the at least one of the first propulsion unit and the second propulsion unit is less disruptive of at least one of a converging wave CW, a peak wave PW and a diverging wake wave DWW of a wake of the watercraft 21 in the wake wave generating mode than in the normal operating mode;
  • (b) a line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersects with the diverging wake wave of the watercraft at a greater distance DG from the peak wave formed by the watercraft than the distance DN from the peak wave in the normal operating mode;
  • (c) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis intersects with the diverging wake wave of the watercraft at a greater angle A2 than in the angle A of intersection normal operating mode;
  • (d) the line 35A or 37A extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis is directed into deeper water by a cavity C (FIG. 5B) formed at a stern of the watercraft due to displacement of water by movement of the watercraft than in the normal operating mode (FIG. 5A).

The foregoing list is not intended to be limiting and it will be appreciated that the specific way that a surfable wake wave is generated in wake wave generating mode relative to normal operating mode may vary from watercraft to watercraft and with regard to other characteristics of the operation of the watercraft. Factors such as the length and displacement of the watercraft, the width of the watercraft at its stern, and its speed may impact the shape of the wake waves and the way that operation in the wake wave generating mode improves the surfability of a wake wave.

For example, in some circumstances, as illustrated schematically in FIG. 3, increasing the toe angle of the propulsion units 35 and 37 may cause the watercraft 21 to go slower than if the longitudinal axes of the propulsion units were oriented parallel with the longitudinal axis 29 of the watercraft or at some smaller toe angle. The speed of the watercraft 21 through the water affects the shape and size of its converging wake waves CW, peak waves PW, and diverging wake waves DWW. In FIG. 3, illustrative wake waves at a slower speed are shown by dashed lines and illustrative wake waves at faster speeds are shown by dotted lines. At certain speeds, a line extending from at least one of the first propulsion unit longitudinal axis 35A and the second propulsion unit longitudinal axis 37A with the propulsion units 35 and 37 oriented in the wake wave generating mode will intersect with a diverging wake wave of the watercraft at a greater angle A2 than the angle A at which it would intersect with the diverging wake waves with the propulsion units oriented in the normal operating mode at the same speed, or even the angle that they would intersect at a greater speed (shown by dotted lines). By orienting the toe angles of one or both of the propulsion units 35 and 37 so that one or both of their longitudinal axes 35A and/or 37A form a sufficiently large angle with the longitudinal axis 29 of the watercraft 21, the most disruptive portions of the wash of one or both of the propulsion units can be less disruptive of the wake waves, particularly in the region of the peak wave PW and a portion of one or both of the diverging wake waves DWW close to the peak wave, i.e. the portion SA of the wake waves of largest amplitude and/or greatest wave energy.

In another example, FIG. 4 shows a first propulsion unit 35 oriented so that it is toed-in substantially more than the second propulsion unit 37. A line extending from the longitudinal axis 35A of the toed-in first propulsion unit 35 may intersect with a port side diverging wake wave DWW at a greater distance DG from the peak wave PW than the distance DN at which a line extending from the longitudinal axis 37A of the less toed-in or non-toed-in second propulsion unit 37 intersects with a starboard side diverging wake wave DWW. In this way, there is less disruption of the port side diverging wake wave DWW, at least in the region of the peak wave PW and the portion of the port side diverging wake wave close to the peak wave, i.e., the portion of the port side wake wave of largest amplitude and/or greatest wave energy. If both the first propulsion unit 35 and the second propulsion unit 37 are oriented in a wake wave-generating mode with the larger toe angles than during normal operating mode, the distance at which lines extending from the longitudinal axes 35A and 37A of the toed-in first propulsion unit and second propulsion unit will ordinarily intersect with the port and starboard side diverging wake waves DWW at a greater distance from the peak wave PW than the distance at which lines extending from the longitudinal axes of the first propulsion unit and the second propulsion unit that are oriented at a normal operating mode orientation will intersect with the diverging wake waves, at least when the watercraft travels at about the same speed in the wake wave generating mode as in the normal operating mode.

It will often but not necessarily be the case that, if the two propulsion units produce the same thrust in both the normal operating mode and the wake wave generating mode, both the angle at which a line extending along the longitudinal axis of at least one of the two propulsion units intersects with a diverging wake wave behind the watercraft may be larger in the wake wave generating mode than in the normal operating mode and the distance from the peak wave at which a line extending along the longitudinal axis of at least one of the two propulsion units intersects with a diverging wake wave behind the watercraft may be larger in the wake wave generating mode than in the normal operating mode. It is not, however, a necessary feature of all aspects of the present invention that the two propulsion units produce the same thrust in both the normal operating mode and the wake wave generating mode.

In the wake wave generating mode, the controller 39 may be arranged to rotate at least one of the first propulsion unit 35 and the second propulsion unit 37 so that at least one of the first propulsion unit and the second propulsion unit has a different trim than during normal operating mode.

The watercraft 21 will typically also include, mounted on at least one of the first side 31 and the second side 33 of the hull, a water deflecting device 41 (shown in phantom in a deployed condition in FIGS. 6A-6D) such as a deflector, tab, or other plate-like device mounted on the watercraft hull 23 that diverts the normal flow of water past the watercraft hull. One type of water deflecting device 41 is deployable between a neutral position in which the water deflecting device forms a first angle, usually 0°, with the centerline 29 and one or more deployed positions in which the water deflecting device forms a second, non-zero angle with the centerline that is larger than the first angle. The water deflecting device 41 will ordinarily be movable from the neutral position to a deployed position under control of the controller 39 and, in the wake wave generating mode, the controller 39 will ordinarily be arranged to move the water deflecting device to a deployed position. FIGS. 6A-6D show a watercraft 21 with water deflecting devices 41 on both the first and second sides 31 and 33 of the hull, however, ordinarily, a water deflecting device will only be deployed (and provided) on a single side of the hull as shown in the embodiments of the watercraft shown in FIGS. 7A-9D where it is desired to create a wave for wakesurfing. When the controller 39 is in the wake wave generating mode and the water deflecting device 41 is deployed, a wake wave generating mode wake wave will be generated on the side of the watercraft 21 opposite the water deflecting device 41.

The watercraft 21 may also include a ballast arrangement, which may be one or more ballast tanks 43 to hold water or one or more ballast bags positioned in the hull 23 near the stern 27. FIGS. 6A-6D show the watercraft 21 with two discrete ballast tanks 43 on opposite sides of the watercraft, while FIGS. 7A-9D show the watercraft with a single ballast tank on one side of the watercraft. The controller 39 can be arranged to control, during the wake wave generating mode, filling, or emptying of the ballast tank or tanks 43 to cause the stern to be lower on the one of the first side 31 or the second side 33 of the watercraft 21 on which a filled ballast tank, or a ballast tank that is more filled than a ballast tank on the opposite side of the watercraft, is disposed where it is desired to create a wave for wakesurfing. Wake wave generating mode wake waves will be generated proximate the lower side of the watercraft 21.

The controller 39 may also be operable to control operation of the first and second propulsion units 35 and 37 to alter the thrust and of the first and second propulsion units during the wake wave generating mode relative to the thrusts provided during normal operating mode.

The controller 39 may also be operable to control operation of the first and second propulsion units 35 and 37 to alter the speed of the watercraft 21 relative to speeds provided during normal operating mode.

In the wake wave generating mode, the controller 39 will ordinarily increase the toe angles of one or both of the first propulsion unit 35 and second propulsion unit 37 relative to their toe angles during normal operating mode. Usually, but not necessarily, at least one of (a) the first propulsion unit wake wave generating mode toe-in angle is greater than the first propulsion unit normal mode toe angle and (b) the second propulsion unit wake wave generating mode toe-in angle is greater than the second propulsion unit normal mode toe angle.

In the wake wave generating mode, the controller 39 may also alter the trim angles of one or both of the first propulsion unit 35 and second propulsion unit 37 relative to their trim angles during normal operating mode. More particularly, in the wake wave generating mode, if the controller 39 is arranged to alter the trim angles of the first propulsion unit 35 and second propulsion unit 37 relative to their trim angles during normal operating mode, it will ordinarily be done so that the stern will be lower on the one of the first side 31 or the second side 33 of the watercraft 21 where it is desired to create a wave for wakesurfing. The wake wave generating mode wake waves will ordinarily be generated proximate the lower side of the watercraft 21.

In the wake wave generating mode, the controller 39 may also deploy a water deflecting device 41, if provided. With conventional water deflecting devices, when the watercraft 21 is operated in wake wave generating mode, wake waves will be generated on the side of the watercraft opposite the water deflecting device 41.

In the wake wave generating mode, the controller 39 may also adjust ballast in the stern of the watercraft, such as by filling a ballast tank 43, if provided, on a side of the watercraft 21 on which it is desired to form a wake wave generating mode wake wave and empty any ballast tank on an opposite side of the watercraft.

In the wake wave generating mode, the controller 39 will ordinarily do at least one and, preferably, more than one or all of (1) increasing toe angles of one or both of the first propulsion unit 35 and second propulsion unit 37 relative to their toe angles during normal operating mode, (2) altering the trim angles of one or both of the first propulsion unit and second propulsion unit relative to their trim angles during normal operating mode, (3) deploying a water deflecting device 41, (4) adjusting ballast in the stern of the watercraft 21, (5) altering the thrust of the first propulsion unit and second propulsion unit, and (6) altering the speed of the watercraft.

FIG. 5A shows how, when a watercraft 21 is operated in normal operating mode, its propulsion units 35 and 37 and the longitudinal lines 35A and 37A extending from the axes of those propulsion units will be disposed at a certain depth relative to the cavity C and the converging waves CW defining the cavity formed by displacement of water by the moving watercraft. FIG. 5B shows how, when the same watercraft 21 is operated in a wake wave generating mode, at least one of its propulsion units 35 and 37 (illustrated, propulsion unit 35) and the longitudinal line 35A extending from the axes of that propulsion unit may be disposed at a greater depth relative to the cavity C and the converging waves CW defining the cavity, particularly if the wake is generated on a side of the watercraft that is lower than the other side of the watercraft, which may be accomplished by appropriate adjustment of the toe angles of the propulsion units, the trim angles of the propulsion units, the ballast of the watercraft, the position of a water deflecting device 41, the thrust of the propulsion units, or some combination of two or more of these factors. FIG. 5B shows the watercraft 21 tilted toward the side of the watercraft on which the wake wave will be generated. A surfable wake wave can also be generated in a watercraft 21 operated in a wake wave generating mode but where the watercraft is not tilted or is not tilted as dramatically as illustrated in FIG. 5B where the longitudinal line 35A′ (shown in dashed lines in FIG. 5A) extending rearwardly from the axis of at least one of the propulsion units 35 and 37 (illustrated, propulsion unit 35) is disposed at a greater depth relative to the cavity C than is the case when that same propulsion unit is not in a wake wave generating mode orientation.

In the wake wave generating mode, the controller 39 can be arranged to rotate the first propulsion unit 35 and second propulsion unit 37 to have equal toe angles (in absolute values) as seen in FIGS. 7A-7D and 9A-9D. The watercraft 21 shown in FIGS. 7A-7D has the first propulsion unit 35 and second propulsion unit 37 oriented at 10° and −10° toe-in angles, respectively. The watercraft 21 shown in FIGS. 9A-9D has the first propulsion unit 35 and second propulsion unit 37 oriented at 5° and −5° toe-in angles, respectively. Alternatively, in the wake wave generating mode, the controller 39 can be arranged to rotate the first propulsion unit 35 and second propulsion unit 37 to have unequal toe-in angles (in absolute values). The watercraft 21 shown in FIGS. 8A-8D has the first propulsion unit 35 and second propulsion unit 37 oriented at 2° and −9° toe-in angles, respectively. Ordinarily, in the wake wave generating mode, it is presently contemplated that the controller 39 will be arranged to rotate the first propulsion unit 35 and second propulsion unit 37 so that toe angles of the first propulsion unit and second propulsion unit define an angle of not more than 20 degrees relative to one another, however, a larger relative angle may be desirable in certain circumstances. The particular toe angle(s) of the first propulsion unit 35 and second propulsion unit 37 will ordinarily be selected to achieve an optimal wake wave generating mode wake wave for the particular watercraft 21.

In the wake wave generating mode, the controller 39 will ordinarily be arranged to rotate the first propulsion unit 35 and second propulsion unit 37 so that trim angles of the first propulsion unit and second propulsion unit define an angle of not more than 10 degrees relative to one another, although a larger relative angle may be desirable in certain circumstances. FIGS. 7C and 7D and FIGS. 8C and 8D show a watercraft 21 with the first propulsion unit 35 and second propulsion unit 37 oriented at 6° and −3° trim angles, respectively, and FIGS. 9C and 9D show a watercraft 21 with the first propulsion unit 35 and second propulsion unit 37 oriented at −3° and 6° trim angles, respectively. 18. In the wake wave generating mode, the first propulsion unit 35 and second propulsion unit 37 may be rotated to have equal or unequal toe angles in absolute values.

A method of generating surfable wake waves with a watercraft 21 according to an aspect of the present invention is provided. The watercraft 21 can comprise a hull 23 having a longitudinal centerline 29 and a first and second side 31 and 33 on opposite sides of the centerline, a first propulsion unit 35 rotatably mounted to the hull on the first side of the hull, and a second propulsion unit 37 rotatably mounted to the hull on the second side of the hull. The first propulsion unit 35 and the second propulsion unit 37 can be independently rotatable relative to the hull 23 by a controller 39. According to the method, the first propulsion unit 35 and the second propulsion unit 37 are rotated, in a normal operating mode, to at least one normal operating mode orientation in which normal operating mode orientation no surfable wake wave is produced. The first propulsion unit 35 and the second propulsion unit 37 are rotated, in a wake wave generating mode, to a wake wave generating mode orientation in which wake wave generating orientation a surfable wake wave is produced According to an aspect of the method: in the normal operating mode orientation, the first propulsion unit 35 can have a first propulsion unit normal mode toe angle and the second propulsion unit 37 can have a second propulsion unit normal mode toe angle; in the wake wave generating mode, the first propulsion unit can have a first propulsion unit wake wave generating mode toe angle and the second propulsion unit can have a second propulsion unit wake wave generating mode toe angle; and at least one of the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle. Usually, but not necessarily, at least one of (a) the first propulsion unit wake wave generating mode toe-in angle is greater than the first propulsion unit normal mode toe angle and (b) the second propulsion unit wake wave generating mode toe-in angle is greater than the second propulsion unit normal mode toe angle.

According to an aspect of the method, both the first propulsion unit 35 and the second propulsion unit 37 are rotated, in the wake wave generating mode, so that the first propulsion unit wake wave generating mode toe angle is greater than the first propulsion unit normal mode toe angle and the second propulsion unit wake wave generating mode toe angle is greater than the second propulsion unit normal mode toe angle.

According to an aspect of the method, in the wake wave generating mode, the first propulsion unit 35 and second propulsion unit 37 can be rotated to have unequal toe angles in absolute values. Alternatively, in the wake wave generating mode, the first propulsion unit 35 and second propulsion unit 37 can be rotated to have equal toe angles in absolute values. In the wake wave generating mode, the first propulsion unit 35 and second propulsion unit 37 will ordinarily be rotated so that toe angles of the first propulsion unit and second propulsion unit define an angle of not more than 20 degrees relative to one another.

According to an aspect of the method, the first propulsion unit wake wave generating mode toe angle and the second propulsion unit wake wave generating mode toe angle can be, but are not necessarily, selected to cause occurrence of at least one of:

• • (a) a wash of the at least one of the first propulsion unit 35 and the second propulsion unit 37 being less disruptive of at least one of a converging wave CW, a peak wave PW, and a diverging wake wave DWW of a wake of the watercraft 21 in the wake wave generating mode than in the normal operating mode;
  • (b) a line extending from at least one of the first propulsion unit longitudinal axis 35A and the second propulsion unit longitudinal axis 37A intersecting with the diverging wake wave DWW of the watercraft at a greater distance DG from the peak wave PW formed by the watercraft than the distance DN at which the line intersects with the diverging wake wave in the normal operating mode;
  • (c) the line extending from at least one of the first propulsion unit longitudinal axis 35A and the second propulsion unit longitudinal axis 37A intersecting with the diverging wake wave DWW of the watercraft at a greater angle A2 than the angle A at which the line intersects with the diverging wake wave in the normal operating mode; and
  • (d) the line extending from at least one of the first propulsion unit longitudinal axis and the second propulsion unit longitudinal axis being directed into deeper water by a cavity formed at a stern of the watercraft due to displacement of water by movement of the watercraft than in the normal operating mode.

According to an aspect of the method, in the wake wave generating mode, at least one of the first propulsion unit 35 and the second propulsion unit 37 are rotated so that at least one of the first propulsion unit and the second propulsion unit has a different trim angle than during normal operating mode. In the wake wave generating mode, the first propulsion unit 35 and the second propulsion unit 37 will ordinarily be rotated so that trim angles of the first propulsion unit and second propulsion unit define an angle of not more than 10 degrees relative to one another.

According to an aspect of the method, the watercraft 21 can comprise, mounted on at least one of the first side 31 and the second side 33 of the hull 23, a water deflecting device 41, and the method can comprise deploying the water deflecting device from a neutral position in which the water deflecting device forms a first angle with the centerline to a deployed position in which the water deflecting device forms a second, non-zero angle with the centerline that is larger than the first angle.

According to an aspect of the method, in the wake wave generating mode, a ballast tank or tanks 43 can be filled or emptied as appropriate to cause the stern to be lower on the one of the first side 31 or the second side 33 of the watercraft 21 on which a filled ballast tank, or a ballast tank that is more filled than a ballast tank on the opposite side of the watercraft, is disposed.

The controller 39 is ordinarily a form of computer system. FIG. 10 is a schematic diagram of an illustrative computer system 1000 of a type suitable for implementing examples disclosed herein. The computer system 1000 is adapted to execute instructions from a computer-readable medium to perform these and/or any of the functions or processing described herein. The computer system 1000 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 1000 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and/or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, the control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

The computer system 1000 may comprise at least one computing device or electronic device capable of including firmware, hardware, and/or executing software instructions to implement the functionality described herein. The computer system 1000 may include processing circuitry 1002 (e.g., processing circuitry including one or more processor devices or control units), a memory 1004, and a system bus 1006. The computer system 1000 may include at least one computing device having the processing circuitry 1002. The system bus 1006 provides an interface for system components including, but not limited to, the memory 1004 and the processing circuitry 1002. The processing circuitry 1002 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 1004. The processing circuitry 1002 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 1002 may further include computer executable code that controls operation of the programmable device.

The system bus 1006 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and/or a local bus using any of a variety of bus architectures. The memory 1004 may be one or more devices for storing data and/or computer code for completing or facilitating methods described herein. The memory 1004 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 1004 may be communicably connected to the processing circuitry 1002 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 1004 may include non-volatile memory 1008 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 1010 (e.g., random-access memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 1002. A basic input/output system (BIOS) 1012 may be stored in the non-volatile memory 1008 and can include the basic routines that help to transfer information between elements within the computer system 1000.

The computer system 1000 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 1014, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 1014 and other drives associated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.

Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and/or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 1014 and/or in the volatile memory 1010, which may include an operating system 1016 and/or one or more program modules 1018. All or a portion of the examples disclosed herein may be implemented as a computer program 1020 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 1014, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 1002 to carry out actions described herein. Thus, the computer-readable program code of the computer program 1020 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 1002. In some examples, the storage device 1014 may be a computer program product (e.g., readable storage medium) storing the computer program 1020 thereon, where at least a portion of a computer program 1020 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 1002. The processing circuitry 1002 may serve as a controller or control system for the computer system 1000 that is to implement the functionality described herein.

The computer system 1000 may include an input device interface 1022 configured to receive input and selections to be communicated to the computer system 1000 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 1002 through the input device interface 1022 coupled to the system bus 1006 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 1000 may include an output device interface 1024 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 1000 may include a communications interface 1026 suitable for communicating with a network as appropriate or desired.

The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software.

Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms “comprises,” “comprising,” “includes,” and/or “including” when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and/or groups thereof.

It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.