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Publication numberUS3741044 A
Publication typeGrant
Publication dateJun 26, 1973
Filing dateDec 1, 1971
Priority dateAug 31, 1971
Publication numberUS 3741044 A, US 3741044A, US-A-3741044, US3741044 A, US3741044A
InventorsM Baba
Original AssigneeNippon Cable Sys Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Single lever control apparatus for marine engine
US 3741044 A
Abstract  available in
Images(6)
Previous page
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Claims  available in
Description  (OCR text may contain errors)

United States Patent [191 [111 3,741,044 Baba June 26, 1973 [54] SINGLE LEVER CONTROL APPARATUS 3,153,945 10/1964 Mitchell 74/876 FOR MARINE ENGINE 3,309,938 3/1967 Pervier 74/876 3,444,765 5/1969 Des Champs 74/876 Inventor: Masanao Babe, Takarazuka, J p 3,643,528 2/1972 Van der Loos 74/876 [73] Assignee: Nippon Cable System Inc.,

Hyogo-ken, Japan Primary Examiner-Arthur T. McKeon [22] F'led: 1971 Atto rneyStevens, Davis, Miller & Mosher [21] Appl. No.: 203,766

[30] Foreign Application Priority Data Aug. 31, 1971 Japan 46/67313 [57] ABSTRACT 521 US. Cl 74/876, 74/877, 192/.096 A single lever control apparatus for marine engine for 51 Int. Cl. B60k 21/00, F16d 47/00 Operating the clutch and the throttle The throttle v [58] Field of Search 192/.098; 74/876, eting member and the eluteh Operating member are p- 74 g77 erated independently of each other and when out of operation they are locked to preclude an inadvertent op- [56] References Cited eration- UNITED STATES PATENTS 2,804,782 9/1957 Erxleben 74/873 9 Claims, 16 Drawing Figures Patented June 26, 1973 3,741,044

6 Sheets-Sheet 1 FIG. I A

INVENTOR MASANAO BABA Patented June 26, 1973 6 Sheets-Sheet 2 FIGS l ta E a.

FIG.7

FIG. 6

INVENTOR MASANAO BABA Patented Jdne 26 T973 6 Sheets-Sheet 5 INVENTOR MASANAO BABA Patented June 26, 1973 6 Sheets-Sheet 4 FIG. 17

FIG. I2

INVENTOR MASANAO BABA v Patented June 26; 1973- 3,141,044

6 Sheets-Sheet 5 LNVENTOR MASANAO BABA Patented June 26, 1973 6 Sheets-Sheet 6 FIG. I4-

INVENTOR MASANAO BABA SINGLE LEVER CONTROL APPARATUS FOR MARINE ENGINE The present invention relates to a novel control apparatus for marine engine more particularly to an apparatus for controlling the clutch and throttle of a marine engine by a single lever.

It is generally required that the apparatus of this type can be operated with ease and safety even by an unskilled person. Accordingly, such apparatus must fulfil the following essential requirements. The apparatus must be so designed that the throttle will not operate before the reengagement of the clutch. In order to retain the boat at a given position against a tide or to enable the boat to move forward or backward at a constant speed, the apparatus must include a mechanism for keeping a constant throttle range even when the control lever is released from the hand. The apparatus must incorporate safety means for keeping the clutch completely in a locked state during the operation of the throttle and further means for locking the clutch in neutral position during the warming up of the engine while permitting the throttle to operate as desired so that the boat will not inadvertently start to operate for safety.

With the conventional apparatuses of the type described, it has been experienced that the throttle range advances before the clutch has completely engaged in forward or backward position, or the control lever when released from the hand rotates due to vibration or rolling or pitching of the boat to impart a varying speed to the boat since the throttle cannot be locked at the desired range. It has further been experienced that the throttle is not completely locked during the operation of the clutch or the clutch can not be locked satisfactorily during the operation of the throttle. These are drawbacks heretofore encountered with respect to safety and operation.

The present invention contemplates provision of an apparatus which fulfils the essential requirements described and which is easy to operate, applicable for engines of various types, suitable for mass production and yet compact and lightweight.

An object of the present invention is to provide a mechanism which keeps the throttle out of operation before the clutch has completely been engaged in forward or backward position.

Another object of this invention is to provide a mechanism for locking the throttle while the clutch is in operation and for locking the clutch while the throttle is in operation.

Another object of this invention is to provide a mechanism whereby the throttle range can be kept constant even when the lever is released from the hand so as to maintain the speed of the boat at a constant level.

Still another object of this invention is to provide an apparatus for versatile uses which is applicable to a throttle cable of the push or pull type.

It has been found that these objects can be achieved by an apparatus wherein a throttle operating member and a clutch operating member are rationally designed and adapted for multi-purposes and which includes simple but efficient means for relating these members with each other as well as for engaging these members with a transmission shaft serving as the pivot for the control lever.

With reference to the accompanying drawings illustrating specific embodiments, the present invention will be described below.

FIG. 1 is an elevation showing the rear of an embodiment of the control apparatus of this invention, with a rear cover removed, the view illustrating the apparatus when the control lever is in neutral position;

FIG. 2 is a part of an enlarged section taken along the line BB in FIG. 1;

FIG. 3 is a view in section taken along the line AA in FIG. 1;

FIG. 4 is a view in section of the control lever;

FIG. 5 is a perspective view of the transmission shaft;

FIG. 6 is a perspective view of the throttle operating gear;

FIG. 7 is a perspective view of the throttle operating member;

FIG. 8 is an elevation showing the clutch operating member; I

FIG. 9 is a right side view of the member shown in FIG. 8.

FIG. 10 is a perspective view of the clutch operating gear;

FIG. 11 is an elevation showing the rear of the control apparatus of this invention, with a rear cover removed, the view illustrating the apparatus when the control lever is shifted to forward position and the clutch is completely engaged in forward position.

FIG. 12 is an elevation showing the rear of the control apparatus of this invention, with a rear cover removed, the view illustrating the apparatus when the control lever is shifted to backward position and the clutch is completely engaged in backward position;

FIG. 13 is details of perspective views showing the means for mounting the cable holder on the case;

FIG. 14 is a view in sections showing other embodiment of the control apparatus of this invention;

FIG. 15 is a plane figure of the throttle operating gear shown in FIG. l4;

Referring to FIGS. 1 and 4,-a control lever 1 has a base portion 2, al ng the axis of which there are formed a hole 3 and hole 5. The hole 5, being smaller than the hole 3, passes through the base portion 2. The hole 3 is formed at its in ner face with a number of projections 4 extending in the axial direction. A transmission shaft 6 in the form of a cylinder has, in the outer peripheral surface at its end, a number of grooves 8 extending in the axial direction and engageable with the projections 4 at the desired position so as to lock the lever 1 to the transmission shaft 6 adjustably. To prevent the disengagement of the lever 1 from the transmission shaft 6, a screw 16 is driven through the base portion into a groove 17 in the outer peripheral surface of the transmission shaft 6. The transmission shaft 6 in the form of a cylinder is inte rally formed with a brim 9 at one end thereof, and two horns 13, 13' with slender parts l5, 15 at the top of their horns are formed on the surface of the brim. The brim 9 has, in the outer peripheral surface 9', three notchs 10, ll, 12 (see FIG. 5). Referring to FIG. 6, the throttle operating gear 18 formed of a flat board has a slot 19 at its center, and teeth a, b, c, and an outer peripheral surface 20. The throttle operating gear 18 is fixed to the brim 9 by screws so as to rotate with the shaft 6, the horns 13, 13' extending through its slot 19. The throttle operating member 24 v FIG. 16 is a side elevation of the gear shown in FIG is like V shape as illustrated in FIG. 7, and has at an end of the member a hole 25 for a stationary shaft 23 and several teeth 26 on the outer peripheral surface of the hole 25. At the outer end of the member there are formed a hole 29 and teeth 27 disposed on the arc with the hole 25 as the center. In the hole 29, there is disposed a metal member 74 to which the rod 60 of the throttle control cable 60 is attached. The throttle operating member has an arcuate concave face 28 between the teeth 26 and the teeth 27, and the outer peripheral surface 20 of the throttle operating gear 18 comes into sliding contact with the concave face 28. The clutch operating gear 40, as illustrated in FIG. 10, is integrally formed with a shaft 44 and agear having a tooth 41 and circumferential surfaces 42, 43. The gear includes recesses 48, 48'. At the end of the shaft 44 a cap 45 made of plastics and the like is fixed by a pin 46. As shown in FIGS. 8 and 9, the clutch operating member 30 formed of a flat board, has a hole 30 at its center, recesses 32, 32' meshing with the tooth 41 of the clutch operating gear 40 and arcuate concave faces 33,34 in sliding contact with the outer peripheral surfaces 42, 43 of the gear into facing relation to each other. The clutch operating member 30 has a hole 31 for the shaft 23 at one end, and an arm 38 with a hole 39 to the other end. In the hole 39 of the arm 38, there is disposed a metal member 75 to which the rod 59' of the clutch control cable 59 is attached. A stopper 21 projecting to the direction of the board thickness is formed over the recess 32, like L shape in its side view. The stopper has an arcuate convex face 36 with the hole 31 as a center and a recess 37. A pivot 23, formed integrally with the case 22, supports the throttle operating member 24 and the clutch operating member 30 in rotatable manner. The pivot 23 has an internal threaded portion into which a bolt 81 with a washer 82 is driven to retain these members in position. The shaft 44 of the clutch operating gear 40 passes through the center hole 7 of the transmission shaft, and the cap 45 projecting from the base portion 2 is fitted to an end of the shaft 44 and there is provided a spring 47 between the end surface 45' of the cap 45 and the step portion 7' of the hole 7 to retain the clutch operating gear 40 in position. When the lever l is in neutral position, the tooth 41 of the clutch operating gear 40 meshes with the recess 32 of the clutch operating member 30. The horns 13, 13' of the transmission shaft 6 pass through the hole 19, thereby the throttle operating gear is attached to the shaft. The slender parts 15, of the horns engage with the recesses 48, 48 of the clutch operating gear. The outer peripheral surface of the throttle operating gear is adapted for sliding contact with the arcuate concave face 28 of the throttle operating member 24 to lock the throttle operating member 24. FIG. 13 shows the part where the cable extends through the case. A holder 84 and 85 attached to the cables 59 and 60 have a groove 72 and 68 respectively. A notch 66 formed in the case 22 is in U shape, its width is equal to outer diameter of the holders 84 and 85 and a ditch 67 is formed at the inner surface of the notch. The holder 85 is disposed in the notch 66 with the groove 68 of the holder facing to the ditch 67 of the notch. Thereon the metal member 69 is disposed with the both ends fixed into the ditch 67 and the groove 68 of the holder 85 is fixed into the concave face 70 of the metal member. The holder 84 is disposed thereon with its groove 72 fixed into the concave face 71 of the member 69, further the metal member 73 with the both ends fixed into the ditch 67 is fixed-by the rear cover 25, and the groove 72 of the holder 84 is fixed into the concave face 74 of themember 73. The cap 45 fixed to the end of the clutch operating gear serves to disengage the tooth 41 of the clutch operating gear from the recess 32 of the clutch operating member. If the cap is depressed in the direction r in FIG. 3, when the lever is in neutral position, the shaft 44 of the clutch operating gear slides through the hole 7 of the transmission shaft, the tooth 41 of the clutch operating gear disengages from the recess 32 of the clutch operating member, the slender parts 15, 15 of the transmission shaft also disengage from the recesses 48, 48' and further the locking shaft 44 of the clutch operating gear is fitted into the recess 37 of the stopper of the clutch operating member, with the result that the rotation of the transmission shaft 6 by the rotation of the lever does not cause the clutch operating gear 40 and the clutch operating member 30 to rotate. Moreover the shifting of the transmission shaft 6 in forward or backward position from the neutral position brings the end surface of the slender parts 15, 15' into facing relation to the side surface of the gear 40 to prevent the clutch operating gear from moving to the original position by the spring 47. Further when the lever is not in neutral position, the cap could not be depressed in the direction r in FIG. 3 by the arcuate convex surface 36 of the stopper 21. As shown in FIGSfl and 2, the column-like member 49 and the plate spring 50 pressing the member 49 to the outer peripheral surface 9' of the brim 9 are held by the supporting member 51, 51" in the case 22. Further, the column-like member 49 and the plate spring50 are held down by the plate 52 not to be free from the supporting members. The supporting members 51, 51 are integrally formed with the case 22. The plate 52 has two slots 54, 54, wherein the screws 53, 53 are driven into the supporting member to prevent the plate 52 from sliding to the direction T or U. The plate 52 includes the notch 55, in which the end portion 61 of the locking knob 58 is fixed. Accordingly, when the locking knob 58 is driven, the plate 52 moves and the projection 62 of the plate presses in contact with the outer peripheral surface 9' of the brim 9 to prevent the transmission shaft from rotation.

The operation and the advantages of this invention will now be described. As shown in FIG. 1, when the lever 1 is in neutral position, the column-like member 49 contacting with the recess 10 of the brim 9 prevents the lever from moving accidentally. And also, the arcuate concave face 28 of the throttle operating member 24 contacts with the outer peripheral surface 20 of the throttle operating gear to prevent the throttle operating member from rotation. The tooth 41 of the clutch operating gear is engaged with the recess 32 of the clutch operating member 30, and the slender parts 15, 15' of the transmission shaft is engaged with the recess 48, 48' of the transmission gear 40. Therefore, as shown in FIG. 1 1, when the lever 1 is shifted to the forward position, i.e. in the direction F, the transmission shaft 6, the throttle operating gear 18 and the clutch operating gear 40 are rotated at the same time, with the result that the clutch operating member 30 is rotated in the reverse direction of the lever, i.e. in the direction W, causing to push the rod 59' of the clutch cable connected to the arm 38 of the clutch operating member and thereby engage the clutch in forward position. In addition, the

outer peripheral surface of the throttle operating gear 18 in sliding contact with the arcuate concave face 28 of the throttle operating member prevents the rotation of the throttle operating member 24. When the clutch has completely been engaged in the forward direction, the tooth 41 of the clutch operating gear disengages from the recess 32 of the clutch operating member 30, and the peripheral surface 42 of the clutch operating gear comes into sliding contact with the arcuate concave face 33 of the clutch operating member 30 to prevent the rotation of the clutch operating member. On the other hand, the column-like member 49 in pressing contact with the outer peripheral surface of the brim 9 of the transmission shaft engages with the notch 11 of the brim under the action of the plate spring 50, thereby notifying the operator of the completion of engagement of the clutch. Simultaneously the tooth a of the throttle operating gear comes to mesh with the teeth 26 of the throttle operating member. -If the lever is further pivoted toward the forward direction, the peripheral surface 42 of the clutch operating gear in sliding contact with the arcuate concave face 33 of the clutch operating member maintains the clutch operating member in the locked state. On the other hand, the teeth a, b, c, if the throttle operating gear 18 mesh with the teeth 26 of the throttle operating memher, with the result that the throttle operating member are rotated in the reverse direction of the lever, i.e. in the direction Y, causing to push the rod 60 of the throttle cable and thereby operate the throttle. When the lever 1 is pivoted to the forward position where the throttle range is the greatest, the throttle operating member 24 is blocked by the end face 64 of an adjusting bolt 63 which is driven into a nut 65 fixed in the lower part of the case 22. In this position, the boat achieves the highest speed. Further, the adjustment of the adjusting bolt 63 readily achieves the control of the throttle range in conformity with the performance-of the engine. Accordingly, it is easy not to overload to the engine. When the lever l is pivoted from the maximum forward drive position toward backward position, i.e. the direction B, the c, b, a, of the throttle operating gea'r mesh with the teeth 26 of the throttle operating member in order, and the throttle operating member is pivoted toward the direction Z to reduce the throttle range gradually. When the outer peripheral surface 20 of the throttle operating gear comes to slide in contact with the arcuate concave face 28 of the throttle operating member, the throttle is closed. On the other hand, the tooth 41 of the clutch operating gear, the peripheral surface 42 of which slides in contact with the arcuate concave face 33 of the clutch operating member, comes to mesh with the recess 32 of the clutch operating member. Simultaneously, the column-like member 49 is fixed into the notch 11 to notify to the operator through the hand the closing of the throttle. Through further pivotal movement of the lever 1 toward the backward position, the peripheral surface 20 of the throttle operating gear in sliding contact with the arcuate concave face of the throttle operating member 24 prevents the rotation of the throttle operating member. The tooth 41 of the clutch operating gear 40 is engaged with the recess 32 of the clutch operating member to cause the clutch operating member 30 to pivot toward the direction X and thereby bring back to the neutral position. If the lever 1 is pivoted toward the backward position, i.e. toward the direction B, to drive the boat backward or to apply the brake thereto during forward operation, the clutch operating member 30 is pivoted toward the direction X by the tooth 41 of the clutch opv erating gear meshed with the recess 32 of the clutch operating member, pulling the rod 59' of the clutch cable to engage the clutch in backward position when the peripheral surface 43 of the clutch operating gear comes to slide in contact with the arcuate concave face 34 of the clutch operating member. Simultaneously, the column-like member 49 is fixed into the notch 12 of the brim of the transmission shaft, so that the engagement in backward position of the clutch is notified to the operator through the hand. Meanwhile, the peripheral surface 28 of the throttle operating member 24 in sliding contact with the peripheral surface 20 of the throttle operating gear 18 prevents the rotation of the member 24, but when the clutch has completely been engaged, the tooth c of the throttle operating gear contacts with the step portion 56 between the teeth 27 of the throttle operating member and the arcuate concave face 28. Further pivotal movement of the lever causes the peripheral surface 43 of the clutch operating gear to slide in contact with the arcuate concave face 34 of the clutch operating member 30, and thereby prevent the rotation of the member 30. The teeth 27 of the throttle operating member 24 mesh with the teeth c, b, a, of the throttle operating gear in order, and thereby the member 24 is pivoted. When the throttle is advanced to the desired range, the stopper fixed to the suitable position of the case prevents the rotation of the lever. In this way, when the lever 1 is shifted in forward or backward direction, the throttle operating member 24 is pivoted toward the same direction and causes the rod 60 of the throttle cable to push and thereby advance the throttle range. For the forward drive, the

' teeth a, b, c, of the throttle operating gear mesh with the teeth 26 disposed near by the center of pivot of the throttle operating member 24, and for the backward drive mesh with the teeth 27 disposed at a short'distant from the center. Accordingly, for the forward drive the throttle range becomes considerably big, but for the backward drive becomes small. For the backward drive, it is desirable for safety to drive the boat at low speed as compared with the forward drive. Accordingly, this apparatus satisfies this requirement as mentioned above. The movement of the lever 1 from maximum backward drive position to neutral position gives an operation reverse to the foregoing, the description of which will be omitted. If it is necessary to give the throttle control cable an operation reverse to the foregoing depending upon the type of the engine, the throttle operating gear 18 and the throttle operating member 24 turned over respectively may be fixed to the transmission shaft 6 and the shaft 23 respectively. Under these conditions, the rod 60 of the throttle control cable may be pulled when the lever l is shifted toward the forward direction or the backward direction. If it is necessary to give the clutch control cable 59 an operation reverse to the foregoing, the clutch operating gear 40 revolved may be engaged with the transmission shaft 6 and the tooth 41 of the gear 40 may be meshed with the recess 32' of the clutch operating member.

Further to keep the boat operating at a constant speed for the forward drive orthe backward drive as when it is to be maintained at a given position against the tide by operating the throttle operating member 24, the locking knob 58 is driven to cause to press the projection 62 of the plate 52 into contact with the outer peripheral surface 9 of the brim of the transmission shaft so as to prevent the rotation of the transmission shaft 6. To warm up the engine, the push button 45 is depressed in the direction r in FIG. 3 with the lever 1 in neutral position to disengage the slender parts 15, of the transmission shaft 6 from the recesses 48, 48'

of the clutch operating gear and cause to fix the locking shaft 44 of the clutch operating gear into the recess 37 of the stopper 21 and thereby prevent the rotation of the clutch operating member. Since the clutch operating gear is disengaged from the transmission shaft, the lever 1, when pivoted from this position, will rotate only the throttle operating gear, whereby the throttle will be operated as already described for warming up the engine. It is noted that when the push button 45 is depressed to release the clutch operating gear 40 from the transmission shaft 6 and the lever l is pivotally moved, the push button 45 will not be returned to the original position even if the button is released from the hand due to the sliding contact of the slender parts 15, 15' with the surfaces 42', 43' of the clutch operating gear to prevent the clutch from engaging inadvertently.

The throttle operating gear may be formed as shown in FIGS. 14, 15, 16. The throttle operating gear 18' has, at its center, the hole 75 permitting the shaft 44 of the clutch operating gear to slide through, and at the both sides of the hole the projections 76, 76' on the surface and the projections 77, 77' corresponding to said projections on the back. Instead of the horns 13, 13' of the transmission shaft 6, the transmission shaft 6 has the recesses 78, 78 at the position corresponding to the projections 77, 77.

The projections 77, 77 are fixed into the recesses 78, 78', and the throttle operating gear is fixed to the shaft 6' by the screw driven through the screw hole 79 of said gear. The shaft 44 of the clutch operating gear slidably extends through the center holes of the transmission shaft 6 and the throttle operating gear, and the projections 76, 76 of the throttle operating gear are fixed into the recesses 48,48 of the clutch operating gear to cause the throttle operating gear to engage with the clutch operating gear. If it is necessary to give the throttle' cable 60 an operation reverse to the foregoing, the throttle operating gear 18' may be turned over, and fixed to the transmission shaft. The projections 77, 77 are fixed into the recesses 48, 48' of the clutch operating gear to cause the throttle operating gear to engage with the clutch operating gear. Since the operation and the advantages of this invention are the same as the foregoing, the description of which will be omitted.

As already described, the present apparatus has various functions and advantages, which will be summarized below:

1. The throttle does not operate before the clutch has completely been engaged in forward or backward position.

2. During the operation of the clutch, the throttle is locked, whereas the clutch remains locked while the throttle is in operation.

3. The clutch operating gear 44 can be disengaged from the transmission shaft 6 only in neutral position, with the resulting advantage that warming up of the engine can be performed with safety and that even when the push button is inadvertently depressed while the boat is in operation, the clutch will not be shifted.

4. Complete engagement of the clutch in forward or backward position is delivered to the operator through the hand, sothat it is effective in directing his attention toward the front and the back for safety.

5. The locking mechanism keeps the throttle range constant even when the lever 1 is released from the hand.

6. The push button, when merely depressed with the lever in neutral position, makes the apparatus ready for engine warming up. After warming up, the push button is returned to the original position and the apparatus is made ready for usual operation simply by returning the lever to neutral position.

What is claimed is:

1. A single lever control apparatus having a housing for operating the clutch and throttle of an engine comprising a transmission shaft (6) adjustably carrying a control lever (1), a clutch operating member and a throttle operating member to be driven by said transmission shaft, said transmission shaft (6) carrying a throttle operating gear having teeth and a locking face, said throttle operating member having a V-shaped form being rotatably supported on a stationary pivot (23) at one end, and having teeth (26, 27) oppositely at both ends and a locking face (28) between them, the locking face of said throttle operating member being engageable with the locking face (20) of said throttle operating gear to lock said throttle operating member when said control lever (l) is in neutral position, the teeth of said throttle operating gear being meshable with the teeth (26) of said throttle operating member to rotate said throttle operating member when said control lever (1) is pivoted toward one direction, the teeth of said throttle operating gear being meshable with the teeth (27) of said throttle operating member to rotate said throttle operating member in the same direction as above mentioned when said control lever 1 is pivoted toward the other direction.

2. The control apparatus as set forth in claim 1, wherein said clutch operating member (30) is rotatably supported on said stationary pivot (23) and has recess (32) and arcuate concave faces (33, 34) in symmetrical relation with each other, a tooth (41) of a clutch operating gear to be driven by said transmission shaft being meshable with said recess (32) when said control lever (1) is in neutral position, said tooth (41) being disengaged from said recess (32) and an arcuate concave face (33 or 34) of said clutch operating member being engageable with the outer peripheral surface (42 or 43) of said clutch operating gear to lock said clutch operating member when said lever (1) is pivoted a given angle from neutral position toward forward or backward position.

3. The control apparatus as set forth in claim 2, wherein said throttle operating member is locked while said clutch operating member is in operation and said clutch operating member is locked while said throttle operating member is in operation.

4. The control apparatus as set forth in claim 3, wherein said clutch operating member has a recess (32) facing to said recess (32) and said clutch operating gear (40) is engaged with said transmission shaft (6) removably.

5. The control apparatus as set forth in claim 3, wherein said transmission shaft (6) is formed cylindrically a shaft (44) of said clutch operating gear extends through said transmission shaft slidably, and said shaft (44) when depressed in the axial direction permits said clutch operating member to disengage from said clutch operating gear.

6. The control apparatus as set forth in claim 5, wherein said clutch operating member (30) has a stopper (21) having a recess (37) and when said shaft (44) of the clutch operating gear slides through said shaft (6) to disengage said clutch operating gear from said transmission shaft when said control lever (1) is in neutral position, a locking shaft (44) of said clutch operat ing gear is fixed into said recess (37) to lock said clutch operating member, said stopper prevents said clutch operating gear from disengaging from said clutch operating member when the lever (l) is shifted in forward or backward direction.

7. The control apparatus as set forth in claim 6, wherein said clutch operating gear engages with said transmission shaft when the slender parts (15, of said transmission shaft or the projections of a throttle operating gear (18') are fixed into the recesses (48, 48) of said clutch operating gear, and the end face of said slender parts (15, 15') or the projections of the throttle operating gear (18') contact with the brim face (43') to prevent said clutch operating gear from engaging with said transmission shaft when said slender parts (l5, 15') or the projections of said throttle operating gear (18') disengage from said recesses (48, 48') and said control lever 1 is pivoted toward forward and backward positions.

8. The control apparatus as set forth in claim 7, wherein said clutch operating member is formed with an recess (32') in symmetrical relation to said recess (32), and said clutch operating gear (40) are fixed into said transmission shaft removably.

9. The control apparatus as set forth in claim 8, wherein a brim (9) is integrally formed with said transmission shaft, and notches (l0, l1, 12) are formed at the outer peripheral surface of said brim, and a column-like member (49) are fixed into said notches 10, 11, and 12) in turn when said control lever (l) is in neutral position, engaged completely in forward position and backward position.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3929039 *May 7, 1974Dec 30, 1975Teknoflex Control System AbSingle lever control device
US4034835 *Mar 13, 1975Jul 12, 1977Nippon Cable System Inc.Clutch and throttle control mechanism
US4144956 *Aug 29, 1977Mar 20, 1979Nippon Cable Systems Inc.Single lever control unit for engines
US4204111 *Oct 19, 1977May 20, 1980Monsanto CompanyHeating improvements in a preform reheat system
US4253349 *Mar 5, 1979Mar 3, 1981Brunswick CorporationControl unit for marine engines employing neutral lock mechanism
US4512451 *Jun 21, 1982Apr 23, 1985Jacob KobeltSingle lever control assembly to permit disengagement between two functions
US4951520 *Nov 17, 1988Aug 28, 1990Outboard Marine CorporationSingle lever control
Classifications
U.S. Classification477/113, 477/107
International ClassificationB63H21/22
Cooperative ClassificationB63H21/213
European ClassificationB63H21/21B