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Publication numberUS3161075 A
Publication typeGrant
Publication dateDec 15, 1964
Filing dateSep 27, 1962
Priority dateSep 27, 1962
Publication numberUS 3161075 A, US 3161075A, US-A-3161075, US3161075 A, US3161075A
InventorsWayne F Horning, Robert W Jones
Original AssigneeInboard Marine Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Motor control system
US 3161075 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

De 15, 1964 w. F. HORNING ETAL 3,161,075

MOTOR CONTROL SYSTEM Filed Sept. 27, 1962 4 Sl'xeecs-Sheerl l 4x5/ar fiar De 15, 1964 w. F. HoRNlNG ETAL 3,161,075

MOTOR CONTROL SYSTEM 4 Sheets-Sheet 2 Filed Sept. 27, 1962 fm?. f

M? ,f m ZZ 5&2 Z

W. F. HORNING ETAL Dec. 15, 1964 MOTOR CONTROL SYSTEM Filed Sept. 27, 1962 4 Sheets-Sheet 5 Dec. 15, 1964 w. F. HORNING ETAL 3,161,075

MOTOR CONTROL SYSTEM Filed Sept. 27, 1962 4 Sheets-Sheet 4 Rza@ 70 United States Patent O Mi ce 3,15Ltl'75 MTOR CNTRL SYSTEM Wayne F. Horning, Arcadia, and iobert W. iones, San

Gabriel, Calif., assignors to inhoard Marine, Inc., leniple City, Calif., a corporation oi California Filed Sept. 27, i962, Ser. No. 226,696 i9 tlainis. (Cl. M -472) This invention relates to a system for controlling a prime mover and a power output member that is actuated thereby through a selective transmission.

While the invention is widely adaptable for its purpose, it has special utility for marine use and has been initially embodied ina single-lever control system for a boat having an inboard motor and a reversibly driven propeller. This initial embodiment of the invention has been chosen to illustrate the underlying principles for those skilled in the art who may have occasion to apply the same basic concepts to other speciiic purposes.

In a well known type of control system for a motorboat, a single control lever is directly connected by two cables respectively to a gear shift lever and a motor throttle lever, and the gear shift lever is, in turn, directly connected to a slidingly keyed clutch member movable along a drive shaft between two bevel gears equipped with clutch teeth. The single control lever is movable from a neutral position through a forward range of positions to propel the boat forward and is movable from the neutral position through a rearward range of positions for reverse propulsion of the boat.

In an initial portion of the forward range, the clutch member is shifted from a neutral position into engagement with the clutch teeth of the forward gear while the engine idles and then further forward movement of the control lever after the gear shift is accomplished accelerates the engine. ln like manner, the clutch member is shifted from its neutral position into engagement with the clutch teeth of the reverse gear in response to initial rearward movement of the control lever and then further rearward movement of the control lever accelerates the engine in reverse.

The described control system serves its purpose but, unfortunately, requires consistent expert manipulation of .the control lever to avoid subjecting the clutch teeth to damaging impact. Skill is required because the character of the movement of the control lever out of its neutral position directly determines the character of movement of the clutch element and too often the manual movement of the control lever is not deciselyrapid and complete as required to avoid clashing and grinding of the cooperating clutch teeth. inexpert manipulation shortens the life of the gearing and may be serious if it causes a breakdown while the boat is far from shore. Obviously such a control system is only too easily incapacitated by a novice.

To meet this situation, the present invention provides a control system in which the gears are shifted in a constant optimum manner regardless of the manner ot manipulation of the control lever. For this purpose the gear shift mechanism is separately powered for operation with a predetermined snap action and carries out this operation automatically whenever it is triggered by u movement of the control lever to one of its predetermined gear-shifting positions.

While this concept may be carried out in various ways by pneumatic, hydraulic or electrical actuating means, a combination oi pneumatic and electrical means is preferred. For this purpose the invention takes advantage of the pressure differential developed at the intake of an internal combustion engine to derive power from the intake to change gears with a constant snap action, the

' 3,l6l,75 Patented Dec. l5, 1964 pneumatic power being controlled by remotely operated solenoid valves.

Deriving energy from the engine intake has the advantage oi' avoiding the necessity of'providing a separate power source and using solenoid valves makes possible remote control circuitry incorporating the essential safeguards with a minimum number of moving parts. While such a control system is powerless for changing gears when the engine is not turning over, fortuitously, the required power is created so promptly when the engine is started that no difficulties arise. Thus ir the dead engine is left in gear and the control leverV is then set for neual beforethe engine is started, energization of the starter snaps the gear into neutral before power can be transmitted to the propeller.

The previously described prior art control system may also lead to trouble because a single movement of the lever through and past its neutral position reverses the propeller. In an emergency occurring in a crowded area, a novice pilot may intend merely to decelerate the engine and place the gear in neutral to avoid trouble and danger but may, instead, instinctively pull the control lever so far back as to change the operation abruptly from forward travel to full speed in reverse. inadvertent full reversal of the propeller may back the boat intoY a second boat or against a swimmer.

The invention eliminates this hazard by an arrangement in which an instinctive backward pull to the limit of the control lever merely serves to decelerate the engine and place the gears in neutral. The rotation of the propeller can be reversed only by a manipulation of the control that can be performed quickly but, nevertheless, must be so deliberate as to avoid inadvertence.

Broadly described, the invention provides a piston in a pneumatic cylinder to shift gears by power derived from the engine intake, the cylinder being equipped with solenoid valves for remote actuation by a single control lever. The control lever which is connected by a cable to the engine throttle carries a control element that rides in a U-shaped guideway. Forward movement of the lever from a neutral position can be carried out with the control element in either of the two legs of the U-shaped guideway. [is the lever is advanced with the control element in one leg of the guideway, the control element rst trips a switch to place the engine in forward gear and then the lever progressively opens the throttle. In like manner, advancing the control element along the other leg ofthe guideway lirst trips a second switch to place the engine in reverse gear and then accelerates the engine. Pulling the lever full back to its neutral position causes the engine to idle with the gears in neutral.

To start the engine, aV lock-out member is manually shifted from a normal position to a lockout positionat which it actuates a switch to place the gears in neutral and at the same time cuts ofi all circuitry that might place the engine in gear. An automatic latch for the lock-out member releases 'the lock-out member for manual operation only when the control lever is pulled all the way back to its limit neutral position. At all other times the latch locks the lockout member in whichever of its two positions it may be placed. The starter circuit for the engine is normally inoperative but becomes operative whenever the lock-out member is in its lock-out position.

Because ofthe described interlocking relationships, the engine cannot be started unless the gears are in neutral and the gears cannot be shifted out of neutral unless the engine is decelerated. When the engine is started with the lock-out member in its lock-out position, the control lever may be advanced at will to warm up the engine because the gearing stays in neutral until the operator deliberately restores the lock-out member to its normal position.

The features and advantages of the invention may be understood from the following detailed description and the accompanying drawings.

In the drawings, which are to be regarded as merely illustrative:

FIG. l is a perspective View of an inboard motorboat incorporating the presently preferred embodiment of the invention;

FIG. 2 is an enlarged elevational view of a control housing with a single control lever extending upward from the housing;

FIG. 3 is a simplified elevation view of the control mechanism inside the housing;

FIG. 4 is a fragmentary elevational view showing a U-shaped guideway with which the control lever coopcrates;

FIG. 5 is a fragmentary View similar to FIG. 3 showing the control lever in a forward position with the lock-out member in its normal position;

FIG. 6 is a View similar to FIG. 5 showing the lock-out member in its alternate lock-out position;

FIG. 7 is a simplified somewhat diagrammatic view showing the gearing and the gear shift mechanism; and

FIGS. 8-11 Iare wiring diagrams showing how the control system functions at different adjustments of the single control lever and the associated lock-out member.

In the drawings, illustrating the selected embodiment of the invention, FIG. 1 shows a boat equipped with a propeller that is driven by an inboard motor concealed in an air-cooled compartment 22, which compartment has air-intake ports 24 on its opposite sides and two rearwardly directed air-discharge ports 25. Steering is accomplished by changing the relative angular position of the propeller 20 under the control of a steering wheel 26 and both the direction of rotation of the propeller and the power delivered to the propeller are governed by a single control lever that extends upward from a control hous- 32. Mounted on the control housing 32 is a manually operable knob 34 for lock-out control.

As shown in FIG. 7, the gearing for controlling the direction of rotation of the propeller 20 is of a well known construction which utilizes a clutch coll-ar 35. The clutch collar 35 is slidingly keyed on a downwardly extending drive shaft 36 for movement between two spaced bevel gears 38 and 40 that are rotatably mounted on the drive shaft. The clutch collar 35 has two sets of clutch teeth 42 for engagement with cooperative clutch teeth 44 on the two bevel gears. The two bevel gears 38 and 40 are in mesh with la third bevel gear 45 which is connected directly to the propeller 20.

The clutch collar 35 is shown in its upper position in engagement with the upper bevel gear 38 for reverse rotation of the propeller 20. At its opposite lower limit position the clutch collar engages the lower bevel gear to rotate the propeller 20 in the direction for forward propulsion. At an intermediate position the clutch collar is in neutral being out of engagement with both of the two bevel gears 38 `and 40 to disconnect the propeller from the drive shaft 36.

In a well known manner the clutch collar 35 is rotatably engaged by a control fork 46 that is carried by a suitably guided operating rod 48. The upper end of the operating rod 48 is connected by a pivot 50 to one arm of a lever 52 that is pivoted on la fixed fulcrum 54. The second arm of the lever 52 is connected by a pivot 55 to the lower end of a piston rod 56 that is carried by a piston 60 in a pneumatic control cylinder 61. In the construction shown the cylinder 61 is relatively thin and carries a single peripheral O-ring 62.

The upper wall of the control cylinder 61 is provided with a bleeder port 64 in communication with the atmosphere and the lower wall is provided with a similar bleeder port 65. A pipeline 63 from the air intake of the engine is connected to a port 66 at the upper end of the control cylinder 61 by a branch pipe 68 under the control of what may be conveniently termed a forward solenoid valve 70. In like manner the pipeline 63 is connected to a lower port 72 of the control cylinder by a branch pipe 74 under the control of what may be termed a reverse solenoid valve 75. A third branch pipe 76 is connected to a plurality of horizontally aligned small ports 78 at the midpoint of the control cylinder under the control of a third solenoid valve 80 which may be conveniently termed a neutral solenoid valve.

FIG. 7 shows the piston 60 at its lowermost position for reverse rotation of the propeller 20. With the two solenoid valves 70 and 80 closed, the piston may be quickly snapped to this lowermost position by opening the solenoid valve 75 to exhaust air at the underside of the piston 60 at a faster rate than air may be replenished by inflow through the lower bleeder port 65. In like manner with the two solenoid valves 75 and 80 closed the upper solenoid valve 70 may be opened to lower the pressure on the upper side of the piston 60 in an abrupt manner to snap the piston to its upper limit position for forward rotation of the propeller.

It the neutral solenoid valve 80 is opened while the two solenoid valves 70 and 75 are closed, the piston 60 is moved from whatever position it may occupy to a central position at which the O-ring 62 cuts otf the ports 78. Thus if the piston is in its lower position shown in FIG. 7, the ports 78 will exhaust air from the space above the piston faster than the lair can be replenished through the upper bleeder port 64 to create a vacuum on the upper side of the piston. It has been found that the piston moves decisively to its central position with no tendency to hunt or fluctuate.

As shown in FIG. l, a cable 82 is connected to the control level 30 for operating the throttle level (not shown) of the engine in a well known manner and the control lever is adapted to maintain any position at which it may be placed notwithstanding the force exerted by the spring means of the throttle. In the construction shown, the control lever 30 is pivotally mounted on a base plate 84 by means including a screw 85 that may be `adjusted to tighten the lever against a friction plate 86 to provide whatever degree of frictional resistance is required. In a well known manner, the connection of the control lever 30 with the throttle of the engine provides a range of lost motion to keep the engine from being accelerated during the initial movement of the control lever out of its rightward limit position that is shown in solid lines in FIG. 3.

Slidingly mounted in a longitudinal bore 88 in the control lever 30 is a plunger 90 which normally is positioned with Aan end portion protruding from the handle end of the lever as shown. The plunger 90 .is normally held at its extended position in a yielding manner by a concealed coil spring 94. The plunger 90 carries a slide block 95 which may be termed a control element since it carries a laterally extending lug or pin 96 for selective control of a forward switch 98 and a reverse switch 100. The slide block g5 slidingly engages a guideway, generally designated 102 (FIG. 4), in the form of a U-shaped slot cut in the base plate 84, the guideway having two equally spaced leg portions 104 and 105 interconnected by a third portion 106.

The rightward position of the control lever 30 shown in solid lines in FIG. 3 is the neutral position at which the slide block is freely movable in the third portion 106 of the U-shaped guideway. Normally the spring 94 holds the slide block 95 at its upper position to traverse the upper leg 104 of the guideway but whenever the control lever is at its neutral position shown in FIG. 3, the protruding end of the plunger 90 may be depressed by thumb pressure to lower the slide block 95 into alignment with the lower leg of the guideway.

If the control lever 30 is advanced from its neutral position with the slide block 95 in the upper leg 104 of the gnideway, the pin 96 carried by the slide block encounters a forked operating arm 108 of the forward switch 98 and swings the operating arm from the normal position shown in FIG. 3 to a second position at a slight angle from the irst position. The forward switch 93 is of the character of a 4toggle switch in which the operating arm 108 moves past center as it shifts from one of its positions to the other and therefore maintains whichever of its two positions in which it may be placed. Thus as the pin 96 passes the forward switch i8 in either direction it changes the position of the operating arm 1.193.

Manually depressing the plunger 90 against the resistance of the spring 94 carries the pin 96 into engagement with a forked operating arm 1li) of the reverse switch lilf which functions in the same manner as the operating arm of the forward switch. Thus movement of the slide block 95 into the lower leg ltl of the guideway causes the pin 96 to swing the operating arm il@ of the reverse switch from its normal position to a second position. The intermediate position of the control lever 3d that is designated 30a in FIG. 3 is the idling position at which the engine idles in gear, the engine idling in forward gear if the slide block 95 is in the upper leg lilli of the guideway, and idling in reverse gear if the slide block is in the lower leg 105 of the guideway. Thus the movement of the control lever 3@ from its rightward limit neutral position to its idling position indicated at Sila changes gears from neutral to either forward or reverse and does so without accelerating the idle engine. Advancing the control lever from the idling position shown in 3dr: to an advanced position, such as the position indicated at 30h, accelerates the engine for increased speed either forward or rearward in accord with whichever of the two legs Mld and ltlS of the guideway is engaged by the slide block 95.

Preferably detent means is provided to engage the control lever 30 in a yielding manner at its neutral and idling positions. `In the construction shown, a detent ball liz seats in a recess 11d when the control lever is at its neutral position and seats in a second recess 115 when the control lever is in its idling position. A concealed spring llo exerts pressure on the detent ball M2 in accord With the adjustment of a set screw M8.

The detent ball i12 is carried by a block lZli that is mounted on the base plate tid by suitable screws E22, and the reverse switch ltli is carried by a short bar 124i that is mounted on the block liti# by screws 1.25. ln like manner the froward switch 93 is carried by a short bar 126 that is secured by screws lZlwhich extend through a spacer block 130 into the base plate Sd. Y

A third switch ll `of the same toggle type, which may be termed the lock-out switch, is mounted on a block 134 that is secured to the base plate $4 by suitable screws L35. The lock-out switch m2 has the usual forked operating arm 13o which is operated by the finger i3?, of what may be termed a lock-out member Mtl, the lock-out member being mounted on the 4block l2@ by a pivot M2. ri`he lock-out member ldd is manually actuated by the previously mentioned lock-out knob 34 on the exterior of the control housing 32 and may be swung manually from its normal position shown in FlG. '3 to its lockout position shown in FIG. 6 to shift the operating arm 136 of the lock-out switch from its normal position to its lock-out position.

It is contemplated that an automatic latch will hold the lock-out member la@ in whichever of its two positions it may be placed and that this latch will be released kto permit change in position of the lock-out member only when the control lever 30 is at its neutral position in abutment with-the block 12d. For this purpose a latch plunger 144'@ which is slidingly mounted in the block llii under the pressure of a concealed coil spring 145 (FG. 3) carries a latch pin ldd which extends outward through an aperture 14S of the lock-out member. When the control lever .30 is at its neutral position as shown in FlG. 3, the control lever dept-eases the latch plunger 144 to shift the latch pin 146 to a position in the aperture M8 that gives the lock-out member Mil freedom for pivotal d movement between its two positions. lever 3l) is moved out of neutral position, the latch pin 146 is shifted to one of two recesses of the aperture 14S to immobilize the lock-out member. Thus if the lock-out member 11i-tl is at its normal position when the control lever is advanced out of neutral, the latch pin 146 engages a recess l5@ to immobilize the locloout member in the manner shown in FlG. 5; and if the lock-out member is in its alternate effective position the latch pin enters a second recess lSZ to immobilize the lock-out member in the manner shown in FlG. 6.

As described in detail hereafter, the three switches 9d, itil? and 132 and the three solenoid valves "itl, Sd and '75 are incorporated in a suitable control circuit to provide the desired mode of operation. When only the forward switch 9S is actuated, the forward solenoid valve 70 is energized and when only the reverse switch lil@ is actuated, the reverse solenoid valve '75 is energized. It none of the three switches is actuated, the neutral solenoid valve titi is energized. Actuation of the lock-out witches L32 isolates the two switches 9S and lil@ to make them ineffective and in addition energizes the neutral solenoid valve Sil. The actuation of the lock-out switch 3h32 has the further function of making a starter circuit operative, the starter circuit being inoperative at all other times.

Operation The manner in which the described control system functions for its purpose may be readily understood from the vforegoing description.

To start the engine, the control lever Et) is placed in its neutral position shown in FlG. 3 to release the latch pin M6 from the recess lStl and then the lock-out knob 3d is manipulated to swing the lock-out member 140 from its normal position shown in FlG. 3 to its lock-out position shown in FlG. 6 with consequent actuation of the lock-out switch E32. Then engine is then started and the control lever 3d is swung forward from its neutral position to warm up the engine with the engine out of gear. The locloout member le@ is releasably held in its lock-out position by the lock-out switch and when the control lever 3l? moves out of its neutral position, the

latch plunger ldd is released for spring actuation to shift the latch pin M6 into the recess E52 as shown in FIG. 6 to lock the lock-out member in its lock-out position.

After the engine is warmed up the control lever 3@ is placed in its neutral position to release the latch pin 1416 from the recess M2 and the locloo'ut knob 34 is manipulated to return the lock-out member lil@ to its normal position shown in FlG. 3. It is because the locloout switch lSZ is of the toggle type, that the lock-out switch serves as yielding means to yieldingly maintain the lockout member lll@ in whichever of its two positions it may be .placed by manipulation of the locloout knob 34.

it the plunger @il is not depressed and the control lever 3@ is advanced to the idling position Stirathc forward switch 9% is tripped by the slide block pin 96 to energize the forward solenoid valve '7d without accelerating the engine. Continued forward movement or" the control lever beyond the idling position progressively opens the throttle to accelerate the engine.

To reverse the engine, the plunger 9d is depressed while the control lever E@ is in its neutral position and then the slide block is advanced along the lower leg 165 of the guideway. The initial movement of the slide block along the leg lt of the guideway trips the reverse switch lili? to energize the reverse solenoid valve '7S with the engine still idling. When the control lever is advanced beyond the idling position the engine is accelerated in` reverse gear.

lf the dead engine is in either forward or reverse, the suction created at the engine intake when the starter circuit is closed draws air from the control cylinder 6l through the port 7S promptly at a faster rate than lthe air can be replenished either through the bleeder port 64 When the control.

or the bleeder port 65 and the piston 60 snaps to its neutral position to place the clutch collar 35 in neutral position before any significant amount of power can be transmitted Ito the propeller 2t). Thereafter the piston eti shifts with a snap action from position to position in accord with rthe operation of the three solenoid valves.

It is apparent that the rapidity with which the piston 60 shifts from position to position is independent of the rate of manual movement of the control lever 30, since, in etfect, the function of the control lever is merely to trigger the pneumatic power means for making the actual gear shift, It is apparent that the pneumatic power means may be readily designed for an optimum rate of response of the piston 60 to change gears since the diameter of the control cylinder 61 may be selected for whatever magnitude of actuating force is desired and the iiow capacity of the passages of communication between the control chamber and the engine intake may be increased or decreased for corresponding change in the rate of response of the piston. Thus, the control system provides a long service life for the gearing regardless of any incxpert manipulation ofthe control lever. Itis also apparent that if the control lever 3@ is instinctively pulled back to its limit position to decelerate the forward movement of the boat the engine merely idles in neutral with no possibility of the engine being both reversed and accelerated.. The reversal of the engine from forward speed is accomplished in a simple manner but nevertheless must be carried out deliberately with little chance of inadvertent reversal of the engine.

W ifi/zg Diagram FIG. 8 shows the state of the control circuit when, as shown in FIG. 3, the control lever Sti is at its neutral position and the lock-out member 14S is at its normal ineffective position. It can be seen in FIG. S that each of the three switches 9S, ltlt] and 132 is a double-throw double-pole switch having four contacts. In FIG. 8 an source represented by a grounded battery 15S energizes the neutral solenoid valve 80 through the folfolinwg circuit: contact 156 of the lock-out switch 132, switch member 158, contact 160, wire 162, contact 164 of the forward switch 93, switch member 165, contact 166, wire 16S, contact 176 of the reverse switch 10i), switch member 172, contact 173 and wire 174 to the grounded neutral solenoid valve Sti.

FIG. 9 shows the state of the control circuit when the lock-out member 140 is manually swung from its normal position to its second effective lock-out position shown in FIG. 6. With the switch member 152i of the lock-out switch 132 at its rightward position against two contacts 175 and 176, the wire 162 is cut ofi from the source to prevent energization of either the forward solenoid valve 70 or the reverse solenoid valve 75. The neutral solenoid valve 8) is energized through the following circuit from the source: wire 178, contact 175, switch member 158, contact 176, the coil of a starter relay 18) and wire 174 to the grounded neutral solenoid valve. The energization of the starter relay 18@ actuates the contact arm 182 of the relay to make the starter circuit elective for starting the engine.

FIG. l shows the state of the control circuit when the slide block 95 is advanced into the leg 194 of the guideway to the idling position or beyond. The EMF. source energizes the forward solenoid valve 70 through the following circuit: contact 156 of the lockout switch 132, switch member 153, contact 169, wire 162, contact 134 of the forward switch 98, switch member 165, contact 185, and wire 186 to the grounded forward solenoid valve 70.

FIG. 1l shows the state of the control circuit when the slide block 95 is advanced in the lower leg 165 of the guideway to the idling position of the control lever or beyond. The source energizes the reverse solenoid 75 through the following circuit: contact 156 of the lock-out switch 132, switch member S, contact 169, wire 187, contact 188 of the reverse switch 1th?, switch 8 member 172, contact 19t), and wire 192 to the grounded reverse solenoid valve 75.

Our description in specific detail of the selected embodiment of the invention will suggest various changes, substitutions and other departures from our disclosure without departing from the spirit and scope of the appended claims.

We claim:

l. In a control system for a prime mover and a transmission that reversibly connects the prime mover with a power output member, the combination of:

a irst electrically responsive means to adjust the transmission to drive said output member in one direction;

a second electrically responsive means to adjust the transmission to drive said output member in the opposite direction;

a third electrically responsive means to adjust said transmission to disconnect the output member from the prime mover;

a control member for the transmission movable in one respect from a neutral position through a range of positions to cause the transmission to drive said output member in said one direction and movable in a second respect from a neutral position through a range of positions to cause the transmission to drive said output member in the opposite direction;

means to increase the power output of said prime mover in response to movement of said control member in either of its respects away from neutral position beyond a predetermined point;

a first switch means responsive to said control member for actuation when the control member moves away from neutral position in said first respect;

a second switch means responsive to the control member for actuation when the control member moves away from neutral position in said second respect;

an EMF. source; and

circuitry to connect said source to said first electrically responsive means in response to actuation of said first switch, to connect the source to the second electrically responsive means in response to actuation of said second switch means and to connect the E.M.F. source to said third electrically responsive means when neither of the two switch means is actuated.

2, The combination as set forth in claim 1 which further includes:

a third manually operable switch means to isolate said first and second electrically responsive means from the source and to connect the E.M.F. source to said third electrically responsive means; and

normally inoperative means to start the prime mover, said starting means being operative in response to actuation of said third switch means.

3. In a control system for a prime mover and a transmission that reversibly connects the prime mover with a power output member, the combination of:

a first electrically responsive means to adjust the transmission to drive said output member in one direction;

a -second electrically responsive means to adjust the transmission to drive said output member in the opposite direction;

a third electrically responsive means to adjust said transmission to disconnect the output member from the prime mover;

a control member for the transmission movable in one respect from a neutral position through a range of positions to cause the transmission to drive said output member in said one direction and movable in a second respect from a neutral position through a range of positions to cause the transmission to drive said output member in the opposite direction;

means to increase the power output of said prime mover in response to movement of said control 9 member in either of its respects away `from neutral position beyond a predetermined point;

a hrst double-pole double-throw switch movable from a normal position to a second position 'in response to movement of said control means from neutral position in said iirst respect; v

a second double-pole double-throw switch movable from a normal position to a second position in response to movement of said control member from neutral in said second respect;

i a third double-pole `double-throw switch manually movable from a iirst position to a second position;

an source; and

circuit means to connect said source to said third electrically responsive means through the three switches when the three switches are in their normal positions, to connect said EME. source to said first electrically responsive means through said first and third switches when only the tirst switch is in its second position and to connect the source to said second electrically responsive means through said second and third switches when only the irst switch is in its second position.

4. A combination as set forth in claim 3' which includes circuitry to isolate said first and second electrically responsive means from the source land to connect the EMF. source to said third electrically responsive means through the third switch when the third switch is in its second position. v v

5. A combination as set forth in claim 4 which includes normally inoperative means to start the prime mover, said starting means being responsive to said third switch to become operative when said third switch is in its second position.v

6. lnA a control system for a prime mover anda transmission that reversibly connects the prime mover with a power output member, the combinationpof:

a iirst electrically responsive means to adjust the transmission to'drive saidoutput member in one direction; j

a second electrically responsive means to adjust the transmission to drive said output member in the opposite direction;

a third electrically responsive means to adjust said transmissionv to disconnect the output member from the prime mover;

a control member for the transmission movable in one respect from a neutral position through a range of positions to cause the transmission to drive said output member in said one direction and movable in a second respect from a neutral position through a range of positions to cause the transmission to drive said outputy member in the opposite direction; g

means to increase the power output of said prime mover in response to movement of said control member in either ot its respects away from neutral position beyond a predetermined point;

a first switch means responsive to saidcontrol member for actuation when the control member moves from neutral position in said irst respect;

a second switch means responsive to the control member for actuation when the control member moves away from neutral position in said second respect;

a third manually actuated switch means;

an source; j i t circuit means including said three switches ,to connect said source to said first electrically responsive means in response to movement of said tirst switch means to its second position while the first and third switches are in their normalV positions, to connect said source to said second electrically responsive means in response to movement of said second switch means to its second position while the first and third switch means are in their normal posi- .tions to connect said source to said third elec- Atrically responsive means in response to movement oi all three of the switch means to their normal positions, and both to isolate the iirst and second electrically responsive means from the source and to connect the BMF. source to the third electrically responsive means in response to actuation of the third switch means.

7. A combination as set forth in claim 6 which includes normally inoperative means to start the prime mover, said lstarting means being responsive to said third switch means to become operative when the third switch means is actuated. v

8. In a control system for a power output member actuated by a prime mover through a transmission that is adjustable for forward, reverse and neutral, the combination of:

a manually operable control member movable from a limit position in opposite respects along a given path;

means to increase the power output of the prime mover in response to movement of said control member in either of its respects away from neutral position beyond a predetermined point;

means forming a guidewayadjacent said control member having uniformly spaced irst and second portions extending from said limit position of the control members. in the direction of said path andra third portionA interconnecting the first and second portions at the limit position of the control member; a control element carried by said control member in moving engagement Vwithvsaid guideway, said control element being movable relative to thecontrol memberlaterally of said path; v manual means to shift said control element along said third portion of the guideway to enter said irst and second portions of the guidewayl selectively when the control member is at said limit position; means responsive to movement of said control clement from said third portion of the guideway along said first portion of the guideway to adjust said, transmission for forward operation of the output member; means responsive to'movement of said control element from said third portion of the guideway along said second portion of the guideway to adjust said trans-v mission for reverse movement of the output member; and

`means responsive to movement of the control member to said limit position to adjust said transmissionv at neutral to disconnect the` output member from the prime mover. v. i 9. A combination as set forth in claim 8 which includes:

manually operable means movable from a normal position to a second position :to lock said transmission 1n neutral; and v a latch to hold said locking means in its locking position, said latch being releasable in response-t0 movement of said control member to its limit position. 10. A combination as set `forth in claim 9 which includes normally inoperative means to start the prime mover, said starting means being responsive to said lockmg meansvto become operative when the locking means is in its `locking position. f

l1. In a control system for a prime mover and a transmission that Vreversibly connects the prime mover with a power output member, the combination of:

a a control member for the transmission `movable in onev respect from a neutral position through a range in response to movement of said control member in either of its respects away from neutral position beyond a predetermined point;

a control chamber;

a movable liuid-pressure-responsive wall dividing said chamber into two portions, said movable wall having two opposite limit positions and an intermediate position, said movable Wall being operatively connected to said transmission to adjust the transmission to drive the output member in one direction when the movable wall is at one of its positions, to adjust the transmission to drive the output member in the opposite direction when the movable wall is at its opposite limit position, and to adjust the transmission to disconnect the output member from the prime mover when the movable wall is at its intermediate position; and

means responsive to said control member to vary the iiuid pressure in said chamber to place said movable wall at its first limit position when the control member moves away from neutral position in said first respect, and to vary the fiuid pressure in said chamber to place said movable wall at its second limit position when the control member moves away from neutral in said second respect, and to vary the fluid pressure in the chamber to place said movable wall at said intermediate position when the control member is at its neutral position.

12. A combination as set forth in claim 11 which further includes:

manual means to make said responsive means nonresponsive to the control member and regulate the pressure in said chamber to maintain said movable wall at its intermediate position to permit the control member to accelerate the prime mover Without actuating the output member.

13. A combination as set forth in claim 12 which includes normally inoperative means to start the prime mover, said starting means being responsive to said manual means to become operative when the manual means is operated.

14. In a control system for a prime mover and a transmission that reversibly connects the prime mover with a power output member, the combination of:

a control cylinder having bleeder ports to the atmosphere in its opposite ends;

a piston in said cylinder connected to said transmission for adjustment thereof;

a lirst electrically responsive means to exhaust air from one end of said cylinder to position said piston to adjust the transmission to drive the output member in one direction;

a second electrically -responsive means to exhaust air from the other end of said cylinder to position said piston to adjust the transmission to drive the output member in the opposite direction;

a third electrically responsive means to exhaust air from a central region of the cylinder to position the piston in the central region to disconnect the output member from the prime mover;

a control member for the transmission movable in one respect from a neutral position through a range of positions to cause the transmission to drive said output member in said one direction and movable in a second respect from a neutral position through a range of positions to cause the transmission to drive said output member in the opposite direction;

means to increase the power output of said prime mover in response to movement of said control member in either of its respects away from neutral position beyond a predetermined point;

a first switch means responsive to said control member for actuation when the control member moves away form neutral position in said rst respect;

a second switch means responsive to the control member for actuation when the control member moves away from neutral position in'said second respect; an e.m.f. source;

circuitry to connect said e.m.f. source to said tirst electrically responsive means in response to actuation of said first switch means, to connect the e.m.f. source to the second electrically responsive means in response to actuation of said second switch means and to connect the e.m.f. source to said third electrically responsive means when neither of the two switch means is actuated;

a third manual switch means operable to isolate said first and second electrically responsive means from the e.m.f source and to connect the e.m.f. source to said third electrically responsive means; and

normally inoperative means to start the prime mover, said starting means being operative in response to operation of said third switch means.

15. In a control system for a prime mover and a transmission that reversibly connects the prime mover with a power output member, the combination of:

a control cylinder having bleeder ports to the atmosphere at its opposite ends;

a piston in said cylinder connected to said transmission for adjustment thereof;

a irst electrically responsive means to exhaust air from one end of said cylinder to position said piston to adjust the transmission to drive the output member in one direction;

a second electrically responsive means to exhaust air from the other end of said cylinder to position said piston to adjust the transmission to drive the output member in the opposite direction;

a thirdv electrically responsive means to exhaust air from a central region of the cylinder to position the piston in the central region to disconnect the output member from the prime mover;

a control member for the transmission movable in one respect from a neutral position through a range of positions to cause the transmission to drive said output member in said one direction and movable in a second respect from a neutral position through a range of positions to cause the transmission to drive said output member in the opposite direction;

means to increase the power output of said prime mover in response to movement of said control member in either of its respects away from neutral position beyond a predetermined point;

a first switch means responsive to said control member for actuation when the control member moves from neutral position in said first respect;

a second switch means responsive to the control member for actuation when the control member moves away from neutral position in said second respect;

a third manually actuated switch means;

an source; and

circuit means including said three switches to connect said source to said first electrically responsive means in response to movement of said first switch means to its second position while the first and third switches are in their normal positions, to connect said source to said second electrically responsive means in response to movement of said lsecond switch means to its second position while the rst and third switch means are in their normal positions, to connect said E.M.F. source to said third electrically responsive means in response to movement of all three of the switch means to their normal positions, and both to isolate the rst and second electrically responsive means from the E.M.F. source and to connect the source to the third electrically responsive means in response to actuation of the third switch means.

16. A combination as set forth in claim 15 which includes normally inoperative means to start the prime mover, said starting means being responsive to said third switch means to become operative when the third switch means is actuated. Y

17. In a control system for a prime mover Vand a transmission that reversibly connects the prime mover with a power output member, the combination of:

a control cylinder having bleeder ports to the atmosphere in its opposite ends;

a piston in said cylinder connected to said transmission for adjustment thereof;

a rst electrically responsive means to exhaust air from one end offsaid cylinder to position said piston to adjust-the transmission to drive the output member in one direction;

a `second electrically responsive means to exhaust air from the other end of said cylinder to position said piston to adjust the transmission to drive the output member in the opposite direction.

a third electrically responsive means to exhaust air from a central region of the cylinder to position the piston in the central region to disconnect the output member from the prime mover; f

a manually operable control member movable in a given direction from a limit position;

means forming la guideway adjacent said vcontrol member having uniformly spaced first and second portions extendingfrom said limit position ofthe control member in said direction and -a third portion interconnecting the' first and second portions at the limit position of the control member;

a control element carried by said control member in lmoving engagement with said gnideway, said control element being movable relative to the control laterally of said direction;

manual means to shift saidcontrol element along said third portion of the guideway to enter sai-:i first and second portions of the guideway selectively when the control member is at said limit position;

a rst switch means responsive to said control element for actuation when the control element moves along said lirst portion of the guideway;

a'second switch means responsive to the control element for actuation when the control element moves along said second portion of the guideway;

an source; and

circuitry to connect said source to said first electrically responsive means invresponse to actuation of said first switch means, to connect the source to the second electrically responsive means in response to actuation of said second switch means and Vto connect the source to said third electrically responsive means when neither of the two switch means is actuated. 18. Actuating means to change the gears in a transmission that connects a prime mover to a power output member, comprising:

a cylinder having bleeder ports continuously open to the atmosphere in the opposite end regions thereof; a piston in said cylinder connected to said transmission to change the gears to forward when the piston is at a first position at one end of the cylinder, to change the gears to reverse when the piston is at a second position at the other end of the cylinder, and to disconnect the prime mover from the output member when the piston is at a third intermediate position; a first remotely controlled means to exhaust air from one end of the cylinder faster Vthan air can iiow into the cylinder through the bleeder port at the samel end of the cylinder to place the pist-on at said first position;

Va second remotely controlled means to exhaust air from the other end of the cylinder faster than air can flow into the cylinder through the bleeder port at said other end ofthe cylinder to place said piston at said second position; and

a third remotely controlled means to exhaust air from said prime mover is an internal combustion engine with an air intake; and Y in which each of said remotely controlled means is connected to said intake for the purpose of exhausting air from the cylinder.

References Cited in the tile of this patent` UNITED STATES PATENTS 2,206,771 Dugas a July 2, 1940 2,534,002 Crowell 1 Dec. 12, 1950 2,617,311 Miller Nov. 11, 1952 2,966,970 Morse Jan. 3, 1961

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2206771 *Nov 24, 1939Jul 2, 1940Jr Joseph J DugasOperating valve for vacuum systems for controlling marine clutches
US2534002 *Apr 19, 1946Dec 12, 1950Rosalie WillisPower unit for shifting gears of marine engines
US2617311 *Apr 3, 1950Nov 11, 1952Karl F WeikelCombination throttle and shift control
US2966970 *Oct 6, 1959Jan 3, 1961John F MorseSingle lever control for electrical gear shift
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3250350 *Apr 30, 1964May 10, 1966Outboard Marine CorpSingle lever control for clutch and motor
US3782350 *Jul 17, 1972Jan 1, 1974Outboard Marine CorpNeutral start only mechanism
US3789688 *Jan 18, 1971Feb 5, 1974Minks FInterrelated shift, starter and clutch controls
US4854193 *Mar 25, 1988Aug 8, 1989Babcock Industries Inc.Key interlock system for automatic floor mounted transmission shifter
EP0203273A1 *Feb 28, 1986Dec 3, 1986VDO Adolf Schindling AGPropulsion control system
Classifications
U.S. Classification477/99, 192/74, 74/365, 74/30, 74/DIG.800, 91/357, 74/364
International ClassificationB63H21/22
Cooperative ClassificationY10S74/08, B63H21/213
European ClassificationB63H21/21B