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Publication numberUS3842695 A
Publication typeGrant
Publication dateOct 22, 1974
Filing dateSep 4, 1973
Priority dateSep 4, 1973
Publication numberUS 3842695 A, US 3842695A, US-A-3842695, US3842695 A, US3842695A
InventorsR Farrington, L Horvath
Original AssigneeTeleflex Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Single lever control
US 3842695 A
Images(2)
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Description  (OCR text may contain errors)

United StatesPatent [191 Farrington et a1.

1 1 SINGLE LEVER CONTROL [751 Inventors: Robert K. Farrington, Shaker Heights; Louis T. Horvath, Solon, both of Ohio [73] Assignee: Teleflexlncorporated, Cleveland,

Ohio

[22] Filed: Sept. 4, 1973 [21] Appl. No.: 394,359

Primary Examiner-Robert G. Sheridan Assistant Examiner-G. L. Auton Attorney, Agent, or Firm-McGlynn and Milton 5 7 ABSTRACT A single lever remote control assembly for marine power units or engines which is mounted at a position remote from the engine and connected to the engine by motion transmitting remote control assembly of the type including a motion transmitting control or cable element movably supported by a conduit. The assembly includes an elongated housing having a bottom portion offset rearwardly from the top portion. A tubular actuating shaft is rotatably supported by the housing and supports a single control lever. Throttle and transmission driving gears are disposed about the actuating shaft with the throttle driving gear being keyed to the shaft. A non-rotatable slider shaft is slideably supported within the actuating shaft and includes an annular recess in which a key is disposed, the key having a projection movable into and out of a slot in the transmission driving gear whereby the slider shaft may be pulled outwardly to disengage the key from the transmission driving gear to rotate the throttle driving gear independently of the transmission driving gear. The throttle driving gear is in meshing engagement with a throttle driven gear which is coaxially supported by the housing with a transmission driven gear, which is in turn in meshing engagement with the transmission driving gear. A pin is supported by the inward end of the slider shaft and projects through the housing to prevent rotation of the slider shaft and to engage a hole in the transmission driving gear for preventing rotation of the transmission driving gear when the slider shaft has been pulled outwardly whereby the throttle driving gear may be rotated independently of the transmission driving gear. A bracket is pivotally connected to the bottom portion of the housing and includes two axially spaced conduit receiving pockets. A projection is rotated upon rotation of the transmission driven gear and a switch means is supported by the housing to coact with the projection when the projection is in the neutral position whereby the engine may be started whenever the single lever is in the neutral position regardless of whether or not the single lever is in drivingconnection with the transmission driving gear through the key supported in the annular groove in the slider shaft.

16 Claims, 9 Drawing Figures SINGLE LEVER CONTROL The subject invention relates to a remote control assembly for marine power units or engines and, more particularly, to a single lever control which provides multiple outputs for the throttle and transmission controls respectively.

Typically, single lever controls of this type are mounted in the cockpit of small pleasure craft and are connected through motion transmitting remote control assemblies, of the type including a cable or control member movably supported in a conduit, for transmitting motion between the remote control assembly and the throttle and transmission or clutch components of a marine engine. Normally, a first push pull motion transmitting assembly is utilized to connect such a single lever control assembly to the engine transmission for shifting the transmission from neutral to a forward or reverse drive position. A second push pull motion transmitting assembly is utilized to interconnect the single lever remote control assembly and the engine throttle. Normally, when the single lever or operating handle is moved forwardly from a neutral position, the transmission is first placed in the forward mode and thereafter the throttle is engaged in an increasing fashion. When the lever is rotated in the rearward direction from the neutral position, the transmission is first placed in the rearward mode and thereafter the throttle is actuated in an increasing manner. Means are provided for operatively connecting the single lever operating handle to both push pull assemblies to provide the function wherein, when the handle is pivoted forwardly or rearwardly, the engine transmission is first shifted from neutral to forward or reverse, depending upon the direction of movement of the single lever, and thereafter the throttle is advanced.

Prior art single lever assemblies also include means to disconnect the single lever or operating handle from the transmission linkage when the single lever or operating handle is in the neutral position so that the lever or handle may thereafter be moved either forwardly or rearwardly to advance the throttle while the transmission remains in neutral.

An example of such a remote control assembly known to the prior art is shown in US. Pat. No. 3,581,603, which is now owned by the assignee of the instant invention. That assembly includes transmission and throttle gears mounted in side-by-side relationship on a shaft which is rotatable only. The shaft is hollow and slideably supports a slider on the inside and the transmission and throttle driving gears on the outside. A key is mounted on the slider and extends through and beyond an elongated slot in the wall of the shaft. Depending upon the axial position of the slider, the key is either engaged or disengaged in a keyway in the transmission driving gear. This same key always engages a slot in the throttle driving gear whereby the slider, the shaft, and the throttle driving gear all rotate together, the key being slideable with the slider relative to the throttle driving gear but always in engagement with the slot therein. After a period of time the sliding movement of the key relative to the throttle driving gear can cause wear to allow slight movement of the control lever without moving the throttle driving gear.

The subject invention provides an improved remote control assembly for marine power units.

The subject invention provides such a remote control assembly which includes a housing, hollow actuating shaft means rotatably supported by the housing, throttle driving means at least in part supported on the actuating shaft means, transmission driving means at least in part supported on the actuating shaft means, and slidershaft means supported within the actuating shaft means for axial movement relative thereto between first and second positions and being non-rotatable with respect to the housing with key means movable about the slider shaft in response to movement of the actuating shaft means for engaging the transmission driving means only when the slider shaft means is in the second position whereby the actuating shaft means moves only the throttle driving means when the slider shaft is in the first position and moves both the throttle transmission driving means when the slider shaft means is in the second position.

Another feature of this invention is to provide such an assembly including means independent of the slider shaft means for preventing relative rotational movement between the actuating shaft means and the throttle driving means.

Still another feature of this invention is to provide such a control assembly including a pivotally supported bracket means having first and second axially spaced conduit receiving means for supporting a conduit axially of itself at either of the first and second receiving means.

A further feature of this invention is to provide such a remote control assembly having a housing with its bottom portion offset rearwardly from the upper portron.

Other advantages of the instant invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawing wherein:

FIG. 1 is a front view of a preferred embodiment of the subject invention;

FIG. 2 is a cross-sectional view taken substantially along line 2-2 of FIG. 1;

FIG. 3 is a cross-sectional view taken substantially along line 3-3 of FIG. 1;

FIG. 4 is a rear view taken substantially along line 4-4 of FIG. 2;

FIG. 5 is a fragmentary cross-sectional view taken substantially along line 5-5 of FIG. 4;

FIG. 6 is afragmentary cross-sectional view taken substantially along line 6-6 of FIG. 2;

FIG. 7 is a fragmentary cross-sectional view taken substantially along line 7-7 of FIG. 2;

FIG. 8 is a planned view of a component forming one-half of an insert for surrounding a conduit and disposition in the conduit receiving means supported by the housing; and

FIG. 9 is an alternative insert of a different size than that shown in FIG. 8.

Referring now to the drawings, a single lever remote control assembly constructed in accordance with the subject invention is generally shown at 10.

The assembly 10 includes a housing generally indicated at 12 and including the housing components 14 and 16. The housing components 14 and 16 are secured together by the bolts or screws 17 shown in FIGS. 4, 6 and 7. The assembly illustrated, is attached to a horizontally disposed bulkhead 18, such ponent (not shown) would be substituted for the housing component 16 to accommodate the side mounting in a vertically disposed bulkhead. A decorative cover 24 is disposed over the upper portion of the housing. The housing 12 includes ears or tabs 26 and the screw fasteners 28 secure the cover 24 thereto.

The housing 12 is elongated between its top and bottom and includes front and rear faces generally indicated at 30 and 32, respectively. The housing includes an offset portion 34 which extends rearwardly to position the lower or bottom portion of the housing rearwardly of the upper or top portion of the housing, the purpose of which will become more clear hereinafter.

A single lever or operating handle 36 is movably or rotatably supported on the front face of the housing 12. More specifically, the single lever 36 is non-rotatably secured through a spline connection, or the like, and a set screw 38 to a hollow actuating shaft means or member 40. The actuating shaft 40 is rotatably supported in the housing 12 through the bearings 42 and 44 and is retained axially in position by the snap rings 46.

The assembly also includes throttle driving means which is at least in part supported on the actuating shaft 40. More specifically, the throttle driving means includes a throttle driving gear 48 which is rotated by the actuating shaft 40. The throttle driving gear 48 has a slot therein-and a key 50 is disposed in that slot and in a slot in the actuating shaft 40 whereby rotation of the actuating shaft 40 effects rotation of the throttle driving gear 48. The throttle driving means also includes a throttle driven gear 52 rotatably supported by the housing through a throttle control shaft 54. As best illustrated in FIG. 6, the end of the throttle shaft 54 has an irregular configuration mating with a hole in the throttle driven gear 52 so that upon rotation of the throttle driven gear 52, the throttle shaft 54 rotates. As illustrated in FIG. 6, the throttle driving gear 48 is disposed for meshing engagement with the throttle driven gear 52.

The assembly also includes transmission driving means which is at least in 'part supported by the actuating shaft 40. More specifically, the transmission driving means includes a transmission driving gear 56 rotatably supported on the actuating shaft 40. The transmission driving means also includes a transmission driven gear 58 which is splined to a transmission sleeve shaft member 60, which is in turn rotatably supported on the shaft 54. A bearing 62 rotatably supports the outward end of the throttle shaft 54 and a bearing 64 rotatably supports the transmission shaft 60 within the housing component 14. Thus, the throttle shaft 54 may rotate independently of the transmission shaft 60 and the transmission shaft 60 may rotate within the housing independently of the throttle shaft 54. As best illustrated in FIG. 7, the transmission driving gear 56 is disposed for meshing engagement with the transmission driven gear 58. The transmission sleeve shaft 60 is rotatably supported by the housing through the bearing 64 and is splined to the transmission driven gear 58 for rotation thereby. The throttle shaft 54 is rotatably disposed within the sleeve shaft 60 and is connected to the throttle driven gear 52 for rotation thereby.

A ball detent assembly, generally shown at 66, is supported by the housing 12 and coacts with a detent 68 in the throttle driving gear 48 to indicate a neutral position. In a similar manner, a second ball detent assembly, generally indicated at 70, coacts with a detent 72 in the transmission driven gear 58 for indicating a neutral position.

A throttle control arm 74 is secured to the end of the throttle shaft 54 to be pivoted or rotated thereby about the axis of the throttle shaft 54. The transmission sleeve shaft 60 has formed integrally therewith laterally extending arms 76 and a downwardly extending projection arm, or portion 78. A cable or control member connector 80 is pivotally attached by a pin 82 to the lower end of the throttle arm 74. The connector 80 is adapted through threads to be connected to a motion transmitting rod, cable, core or control member of the type which is movably supported in a conduit. A similar connector 84 is pivotally attached to a bracket 86 through a pin 88 and is adapted for the connection to a motion transmitting rod, cable, core, or control element leading to the transmission of a marine engine. The bracket 86 is secured to one of the arms 76 through fasteners 90, the bracket being attachable to either of the arms 76.

The assembly 10 also includes a slider shaft means or member 92 supported within the hollow actuating shaft 40 for axiai movement relative thereto between a first position (shown in full lines in FIG. 2) and a second position (shown in phantom in FIG. 2). A ball detent 93 maintains the slider shaft 92 in either of the first or second axial positions as it coacts with holes or detents in the actuating shaft 40 when the latter is in the neutral position. The transmission driving gear 56 has a slot 94 therein and a key 96 is disposed in an annular groove 98 in the slider shaft 92 whereby the key 96 is movable with the throttle driving gear 50 about the slider shaft 92 in response to movement of the actuating shaft 40. The key 96 includes a projection 100 which is loosely disposed ina slot in the throttle driving gear 48 when disconnected from the transmission driving gear 56 but is axially movable so as to be only in engagement with the slot 96 in the transmission driving gear 56 when the slider shaft 92 is in the position shown in phantom in FIG. 2. The slider shaft 92 is non-rotatable with respect to the housing 12 and, therefore, the key 96 rotates about the annular groove 98 of the slider shaft 92. The key 96 includes arms extending about the slider shaft 92, a radial portion disposed in a slot 102 in the actuating shaft 40, and a projection 100 from the radial portion and extending into the slot in the throttle driving gear 48, as best shown in FIG. 6. The key 96 is rotated by the shaft 40 because the radial projection thereof is in nonrotative engagement with the slot 102 in the shaft 40. The slider shaft 92 has a knob 104 secured thereto for axially shifting the slider shaft 92. It is to be understood that the throttle driving gear 48 is driven by the shaft 92 through the key 50 and not through the key 100, and the key 96 is rotated by the shaft 40.

Also included is a stop means comprising the member 106 and the pin 108 for preventing rotation of the slider shaft 92 relative to the housing 12. The pin 108 is parallel but spaced from the axis of the slider shaft 92 and the housing 12 has a hole therein through which the pin 108 extends. Additionally, the transmission driving gear 56 has a recess or hole 110 therein for receiving the pin 108 when the slider shaft 92 is in the first position (as illustrated in FIG. 2) where the transmission driving means is in the neutral position to align the recess or hole 110 with the pin 108. When the slider shaft 92 is moved to the position shown in phantom lines in FIG. 2, the pin 108 is removed from the hole 110 in the transmission driving gear 56 to allow the transmission driving gear 56 to be rotated by the actuating shaft 40 through the key 96, which has its projec tion 100 disposed in the slot 94 in the transmission driving gear 56.

The assembly is shown in the neutral position where the transmission would be in neutral and the throttle at idle. Furthermore, the slider shaft 92 is in the position where the transmission driving gear 56 has been disengaged by the projection 100 of the key 96 and the key 96 is free to rotate about the slider shaft 92 upon rotation of the actuating shaft 40. The transmission driving gear 56 is prevented from rotating by the disposition of the pin 108 in the recess or hole 110. In this position, the throttle may be advanced by moving the single lever or operating handle 36 to rotate the actuating shaft 40 in either direction to effect a pivotal or rotational movement of the throttle control arm 74. This mode is frequently used for engine warmup purposes.

In normal operation, however, the slider shaft 92 will be moved to the right to the position shown in phantom in FIG. 2, where the projection 100 engages the second axial slot 94 in the transmission driving gear 56. In this position, the pin 108 will be removed from the hole 110 in the transmission driving gear to allow free rotational movement of the transmission driving gear 56.

The throttle and transmission driving gears 48 and 56 are rotatable in either a clockwise or counterclockwise direction from the neutral position illustrated. Upon initial rotation in either direction of the throttle driving gear 48, there is no resultant rotational movement of the throttle driven gear 52 and therefore no rotation of the throttle control shaft 54 or movement of the throttle control arm 74. It is apparent, however, that initial rotation of the transmission driving gear 56 effects immediate rotation of transmission driven gear 58 and consequent rotation of the transmission sleeve shaft 60 to move the control connector 84. This rotational movement of the transmission sleeve shaft 60 independently of the throttle control shaft 54 places the transmission in gear, either forward or reverse depending upon the direction of movement of the lever 36. After the transmission has been engaged, the meshing of the teeth of the transmission driving and driven gears 56 and 58 is discontinued and a convex surface 112 on the transmission driving gear 56 comes into contact with a coacting concave surface 114 on the transmission driven gear 58. This locks the transmission shaft 60 against further rotation but permits further rotation of the throttle control shaft 54 which occurs when the teeth of the throttle driving gear 48 engage the teeth of the throttle driven gear 52. Thus, upon movement of the lever 36, the transmission shaft 60 first rotates to shift the transmission into gear and thereafter the throttle control shaft 54 rotates to increase the speed of the engine.

During the maneuvering of a marine craft the engine frequently stalls when the transmission is in gear. In the prior art single lever controls having a means for disconnecting the transmission linkage from the throttle linkage, the disconnection must be effected in the neutral position before the engine may be restarted. In other words, it has been necessary to disconnect the transmission linkage in the neutral position before being able to restart the engine. To overcome this deficiency the instant assembly includes a switch means generally indicated at 116 and adapted by the leads 118 for connection to the ignition of the marine engine. The switch means 116 is engageable by the projection 78 extending transversely of the sleeve shaft 60 when the transmission driving gear 56 is in the neutral position for allowing the engine to be started in the neutral position independently of movement of the slider shaft 92. In this manner, when the engine stalls, the lever may be moved immediately to the neutral position and the engine started without the requirement of disconnecting the transmission driving gear from the actuation shaft 40 by movement of the slider shaft 92.

The assembly also includes a bracket means or member 121) which is pivotally connected through a bolt 122 to the bottom of the housing 12. More specifically, the bracket is disposed on the rear face 32 of the housing 12. The bracket includes first and second axially spaced conduit receiving means or pockets 124. As alluded to hereinabove, the assembly 10 is utilized to move a motion transmitting core or cable element which is normally slideably supported in a conduit. The conduit receiving pockets 124 are adapted to receive the end of the conduit. More specifically, the inserts 126 and 128 are adapted to receive the ends of conduits of two different sizes and configurations. The inserts 126 and 128 are identical on the outside and include raised portions 130 which may be disposed in recesses 132 in the respective pockets 124. When either of the inserts 126 or 128 is utilized, it is disposed in mating engagement with a fitting on a conduit so as to be in bearing engagement with one-half of the circumference of the fitting and the raised portion within the insert mating a corresponding undercut or annular recess in the conduit fitting. An insert so engaging a conduit fitting is placed in one of the pockets 124 and a retainer member 134 is secured in place by a bolt 136 to retain the retainer in whichever pocket it may be placed. The retainer member includes an inwardly projecting dimple which is disposed in the undercut or recess in the conduit fitting to prevent the retainer member 134 from rotating out of position.

The bracket 120 is shown in a central position in FIG. 4 and in that position the axial center lines of the pockets 124 are disposed on a line which passes through the pivotal center of the bolt 122 or the axis of pivotal rotation of the bracket 120. Depending upon whether the throttle actuation requires a push or pull movement, the throttle control arm 74 may be disposed as shown in FIG. 4 where it projects downwardly from the throttle control shaft 54, or a position where it projects upwardly from the throttle control shaft 54. The bracket means 120 provides versatility in accommodating placement of a conduit whether the control arm 74 extends upwardly or downwardly. In practice, the fitting on the conduit is placed in the lower pocket 124 when the arm 74 extends downwardly as shown and the arm pulls the core element attached thereto and slidably supported in the conduit. When the arm 74 is rotated from the position shown so that it extends upwardly, the fitting on the conduit is disposed in the upper pocket 124 and the arm pushes the core element when rotated. The bracket 120 is pivotally attached to the housing 12 to accommodate for swinging movement of the throttle control arm 74 to prevent excessive bend in the conduit or the motion transmitting cable or core element movably supported by the conduit. More specifically, the manner in which the bracket supports the conduit and core element by way of the pockets 124 and recess 139 demands that the conduit bend a substantial distance along its length in a direction away from the assembly. This prevents a swiveling type movement of the conduit and core element at the point of attachment to the assembly, which swiveling movement causes high operating loads resisting movement of the core element.

The housing also includes a pair of laterally spaced conduit receiving means or pockets I40 disposed on the front face thereof. The conduit receiving pockets 140 are adapted to receive the end of a conduit supporting a core or cable element adapted to be attached to the connector 84 of the transmission actuating mechanism. A conduit receiving pocket 140 on one side would be utilized when the bracket 86 is attached to one of the arms 76 whereas the conduit would be disposed in the opposite pocket 140 when the bracket 86 is attached to the other transmission arm 76. Otherwise the pocketsl40 are the same as the pockets 124.

As mentioned above, the housing has a rearwardly extending offset 34 so that the bottom of the housing is rearwardly offset from the top of the housing. In this manner, the transmission connector or transmission control arm 76 is substantially vertically aligned with the conduit receiving pockets 140 on the front face of the bottom of the housing, which, of course, allows the transmission control element to be substantially straight without fore and aft bends.

The actuating shaft 40 rotates about a first axis which is spaced and parallel to a second axis about which the shafts 54 and 60 rotate. As shown in FIG. 4 a plane passing longitudinally down through the middle or center line of housing 12 from top to bottom includes these first and second axes of rotation, the longitudinal axis of the throttle control arm 74, the axes of the conduit receiving pockets 124 of the bracket 120 when the bracket is in an intermediate position, and the pivotal connection of the bracket 120 to the housing 12.

The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation.

Obviously, many modifications and variations in the instant invention are possible in light of the above teachings. it is, therefore, to be understood that the invention may be practiced otherwise than as specifically described and yet remain within the scope of the depending claims.

The embodiments of the instant invention in which an exclusive property or privilege is claimed are defined as follows:

I. A remote control assembly for marine power units comprising; a housing, hollow actuating shaft means rotatably supported by said housing for rotation about a first axis, throttle driving means at least in part supported on said shaft means, transmission driving means at least in part supported on said shaft means, slider shaft means supported within said actuating shaft means for axial movement relative thereto between first and second positions, said slider shaft means being non-rotatable with respect to said housing and having an annular groove extending thereabout, and key means disposed in said groove for movement therein about said slider shaft in response to movement of said actuating shaft means and said key means being axially shiftable by said slider shaft for engaging said transmission driving means only when said slider shaft means is in said second position, whereby said actuating shaft means moves only said throttle driving means when said slider shaft means is in said first position and moves both of said throttle and transmission driving means when in said second position.

2. An assembly as set forth in claim 1 including means independent of said slider shaft means for preventing relative rotational movement between said actuating shaft means and said throttle driving means.

3. An assembly as set forth in claim 1 wherein said slider shaft means includes stop means coacting with said housing for preventing rotation of said slider shaft means relative to'said housing.

4. An assembly as set forth in claim 3 wherein said throttle driving means includes a first axial slot therein and said key means includes a projection disposed in said slot when said slider shaft means is in said first position.

5. An assembly as set forth in claim 4 wherein said transmission driving means includes a second axial slot therein for receiving said projection of said key means when said slider shaft means is in said second position for moving said throttle and transmission driving means in unison.

6. An assembly as set forth in claim 5 wherein said slider shaft means includes stop means coacting with said housing for preventing rotation of said slider shaft means when in said first and second positions and for preventing rotation of said transmission driving means when in said first position.

7. An assembly as set forth in claim 6 wherein said stop means includes a pin parallel to but spaced from the axis of said slider shaft means, said housing having a hole through which said pin extends, said transmission driving means having a recess therein for receiving said pin when said slider shaft means is in said first position and said transmission driving means is in a neutral position where said recess is aligned with said pin.

8. An assembly as set forth in claim 7 wherein said throttle driving means includes a throttle driving gear rotated by said actuating shaft means and a throttle driven gear rotatably supported by said housing for rotation about a second axis which is spaced from and parallel to said first axis about which said actuation shaft means rotates, a key interconnecting said throttle driving gear and said actuating shaft means for preventing rotation of said throttle driving gear relative to said actuating shaft means, said throttle driving and driven gears being disposed for meshing engagement with one another, said transmission driving means includes a transmission driving gear rotatably supported on said actuating shaft means and having said second axial slot therein and a transmission driven gear supported by said housing for rotation about said second axis, said transmission driving and driven gears being disposed for meshing engagement with one another, a transmission sleeve-shaft rotatably supported by said housing and connected to said transmission driven gear for rotation thereby, a throttle shaft rotatably disposed within said sleeve shaft and connected to said throttle driven gear for rotation thereby, a throttle arm extending transversely from said throttle shaft and adapted for connection to a throttle push pull control element, a transmission arm extending transversely from said sleeve shaft and adapted for connection to a transmission push pull control element, an arm extending transversely from said sleeve shaft, switch means adapted for connection to the ignition of a marine power unit and engageable by said arm when said transmission driving gear is in said neutral position for allowing the engine to be started in said neutral position, and bracket means pivotally connected to said housing and including first and second axially spaced conduit receiving means whereby a conduit may be supported thereby at either of said axially spaced receiving means.

9. An assembly as set forth in claim 8 wherein a plane passing transversely through said housing from top to bottom includes said first and second axes.

10. An assembly as set forth in claim 9 wherein said plane includes the longitudinal axis of said arm when the latter is in said neutral position.

11. An assembly as set forth in claim 10 wherein said plane includes said first and second axially spaced conduit receiving means when said bracket is in an intermediate position.

12. An assembly as set forth in claim 1 wherein said slider shaft means includes stop means coacting with said housing for preventing rotation of said slider shaft means when in said first and second positions and for preventing rotation of said transmission driving means when in said first position.

13. An assembly as set forth in claim 12 wherein said stop means includes a pin parallel to but spaced from the axis of said slider shaft means, said housing having a hole through which said pin extends, said transmission driving means having a recess therein for receiving said pin when said slider shaft means is in said first position and said transmission driving means is in a neutral position where said recess is aligned with said pin.

14. An assembly as set forth in claim 1 including switch means adapted for connection to the ignition of the marine power unit and actuated bysaid transmission driving means when the latter is in a neutral position for allowing starting of the power unit when in said neutral position.

15. An assembly set forth in claim 1 including bracket means pivotally connected to said housing and including first and second axially spaced conduit receiving means for supporting a conduit axially of itself at either of said first and second receiving means.

16. An assembly as set forth in claim 15 wherein said housing includes front and rear faces, said bracket being disposed on said rear face, said housing including a pair of laterally spaced conduit receiving means on said front face.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4131037 *Jul 29, 1977Dec 26, 1978Incom International Inc.Adjustable interlock hand lever
US4137799 *Jul 29, 1977Feb 6, 1979Incom International Inc.Adjustable interlock hand lever
US4232771 *Jan 8, 1979Nov 11, 1980Outboard Marine CorporationSingle lever remote control
US4253349 *Mar 5, 1979Mar 3, 1981Brunswick CorporationControl unit for marine engines employing neutral lock mechanism
US4951520 *Nov 17, 1988Aug 28, 1990Outboard Marine CorporationSingle lever control
USRE31861 *Nov 9, 1982Apr 9, 1985Outboard Marine CorporationSingle lever remote control for engine throttle and clutch
EP0012141A1 *Dec 19, 1978Jun 25, 1980Incom International Inc.Control unit braking apparatus
EP0012142A1 *Dec 19, 1978Jun 25, 1980Incom International Inc.Control unit adjustable interlock apparatus
Classifications
U.S. Classification477/113, 74/511.00R, 74/372
International ClassificationB63H21/22, F02D37/00, F02D29/02
Cooperative ClassificationF02D29/02, F02D37/00, B63H21/213
European ClassificationB63H21/21B, F02D37/00, F02D29/02