JPH026294A - Device for controlling engine of ship - Google Patents

Abstract

PURPOSE:To facilitate an assembly adjusting operation and maintenance and simply conform the captioned device to an engine with a different cable operating direction at the time of carrying out a throttling operation by means of an operating board or a free throttle lever by making a throttle arm oscillated around a first or a second pivot. CONSTITUTION:In order to apply the captioned device to a push-type engine by changing same from a pull-type engine, the link position between a transmission link 21 and a rotary link 19 is varied to a tapped hole 23 side, to enable a link 21 to be pushed forward at the time of pulling up a free throttle lever 20. Further the arm roller 25 of an operating board 10 is removed and installed on the other installing hole and, as it is engaged with a cam groove on the front side of a driving disk, the operating board 10 and a link point Q are positioned on the left side, in a neutral position. Hence, as the link 21 is pushed forward, the bottom side of a throttle lever 18 is oscillated rearward to push a throttle cable and accelerate the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a marine engine control device. More specifically, the engine speed control (throttle control) and forward-neutral-reverse switching control (clutch control) of small vessels such as motorboats can be controlled remotely using a single control lever 7 located in the driver's seat. Relating to a device for operation.

[Prior art] As a conventional marine engine control device, Japanese Patent Application Laid-Open No. 59-1
The one shown in Japanese Patent No. 14197 is known.

In this device, for example, as shown in Fig. 6, when a drive disk (52) that is pivotally supported in a housing (51) is rotated by an operating lever (53), the clutch will move in a certain area (angular range) before and after the neutral position. Only the arm (54) swings, and the clutch is switched between forward movement, neutral movement, and backward movement through the clutch operation cable (including the cable end rod; the same applies hereinafter) (55).

When the drive disk (52) is further rotated beyond the above-mentioned range, only the throttle arm (5B) swings, and the output of the engine is adjusted via the throttle operation cable (57).

The actuation plate (61) having a cam roller (60) that engages with the cam groove (59) of the drive disk (52) is installed upside down and attached to the throttle arm (
5B) and the other engagement hole (B2), the type that accelerates when pulling the throttle cable (57) (
It can also be applied to pull-type engines.

The device shown in FIG. 6 also has a free throttle lever (63) for freely operating the throttle when the operating lever (53) is in the neutral position.

[Problems to be Solved by the Invention] In the conventional device (device disclosed in Japanese Patent Application Laid-Open No. 59-114197), when it is adapted to a boat having a type of engine in which the operating direction of the throttle operating cable (57) is reversed, The work is complicated because it is necessary to remove the actuating plate (6), change the mounting position of the cam roller (60) to the back side, and then reassemble the inverted actuating plate (61).

Further, an arc-shaped cam groove (65) is formed in the link (B4) that is interposed between the free throttle lever (ea) and the throttle arm (56) and rotates around the pin (67), and the free throttle lever Since it engages with the cam roller (6B) at the tip of (63) in a so-called line contact, it is not preferable in terms of wear and the like.

Furthermore, since it is necessary to rotate the actuating plate (61) by a large amount when rotating the free throttle lever (63), the mechanism is complicated, and therefore there is a problem that assembly and preparation work and maintenance are complicated.

The present invention maintains the operability of the conventional device and simplifies the mechanism, thereby facilitating assembly and adjustment work and maintenance, and is easily adaptable to engines of different types in which the throttle cable is operated in different directions. The object of the present invention is to provide a marine engine control device that can

[Means for Solving the Problems] The device of the present invention includes an actuation plate that is pushed and pulled by a cam provided on a drive disk, and is provided so as to extend in the direction of movement of the actuation plate and to move in that direction. a transmission link that is pushed and pulled in response to the operation of the free throttle lever, and a first pivot point connected to the vicinity of the tip of the transmission link, and a second pivot point different from the first pivot point of the actuating plate. It consists of a throttle arm that is connected to the vicinity of the tip.When operating the throttle using the operating plate, the throttle arm swings around the first pivot point, and when operating the throttle using the free throttle lever, the throttle arm swings around the second pivot point. It is configured to swing.

[Operation] During normal driving, the free throttle lever is in the idling position, and the throttle arm swings around the first pivot point, which is the connection point between the transmission link and the throttle arm. During a warm-up operation of the engine, the second pivot point, which is the connection point between the actuating plate and the throttle arm, serves as a fulcrum, and the throttle arm swings. That is, the first and second pivot points alternately serve as both the leverage point and the fulcrum of the lever.

Since all of the above operations involve only contact with the rotating surface of the pin joint, the durability of the rotation mechanism of the free throttle arm is improved and the entire mechanism of the device is simple.

Additionally, the movement of the transmission link and actuating plate basically does not require rotational movement; for example, if a structure is adopted that allows some vertical relief on the transmission link side, the actuating plate can be configured to move linearly with respect to the housing. . In this case, the advantage is that the layer mechanism is simplified, the movement of the throttle arm becomes smoother, and the swing angle of the throttle operation cable when the throttle arm swings becomes smaller.

In addition, when forming a pull-type cam and a push-type cam to face each other on the drive disk, simply change the position of the cam roller on the actuation plate and change the connection position of the rotation link and transmission link. This makes it easy to adapt to both pull and push engines.

[Example] Next, the present invention will be described in detail with reference to the drawings.

1 and 2 are perspective views of the housing cover side and the housing body side, respectively, showing one embodiment of the device of the present invention, and FIGS. 3 and 4 show the inside of the device of FIGS. 1 and 2, respectively. 5 is a front view showing the apparatus shown in FIG. 1 in a rearranged state; FIG.

First, the cover side half of the engine control device will be explained with reference to FIG. This is combined with the other half shown in FIG. 2 to form an engine control device.

Two block-shaped guide portions (2) and (3) are respectively provided protruding from the housing cover (1). A hole (4) formed in the main guide part (2) near the center of the device has a guide pusher (6) with a square stepped flange (5).
) is fitted. The cylindrical inner surface (7) of the guide push (6) corresponds to the boss (9) of the drive disk (8) in FIG.
The stepped flange (5) is in sliding contact with the square hole 011 formed in the actuating plate (IQ) and the back surface of the actuating plate so that the actuating plate can freely slide in the linear direction. invite.

A flanged slide push ring is slidably fitted into the square hole formed in the sub-guide portion (3), and a slide push ring protrudes from the tip of the actuating plate M to the back side. The flange pins are connected. Therefore, the actuating plate (to) is reliably maintained in linear motion over a long span from side to side by both guide portions (2) and (3).

A throttle arm Oa is rotatably attached between the slide push n and the actuating plate (to) via the pin.

A disk-shaped rotating link 09 is attached above the main guide part ('2J) so as to be rotatable with respect to the housing cover (1).The rotating link □□□ is attached to the outside of the housing cover (1). The rotary link 09 is fixed to its base or rotating shaft so as to be rotationally driven by the free throttle lever ■ located in the rotary link 09.The rotary link 09 has transmission links (21) at two positions symmetrical to the rotation center There are screw holes for mounting.

Furthermore, in the case of FIG. 1, one end of the transmission link [21] is pin-jointed to the hole at the upper end of the throttle arm (181), and the other end is pin-jointed to the front screw hole at position 1g. This results in a parallel arrangement in which the transmission links are arranged approximately parallel to the actuating plate and are driven in approximately the same direction.

Also, on both sides of the square hole 01) of the actuating plate, mounting holes (to) and surfaces for mounting cam rollers that engage with the grooved cams of the drive disk (8) are drilled, respectively.
In the case shown in FIG. 1, the cam roller retainer is installed in the rear mounting hole (27) (see FIG. 5).

Next, the structure of the housing body side will be explained with reference to FIG. 2.

A drive disk (8) is rotatably provided in the center of the housing body (2), and is connected so as to be rotationally driven by an operating lever on the outside of the housing body (2).

Two U-shaped cam grooves (7) and (3[) are formed in the drive disk (8) so as to face each other with the boss (9) as the center. Each cam groove (31) has an arc-shaped rest area (Ro) centered on the rotation center of the drive disk (8), and an operating area that extends circumferentially from both ends of the rest area somewhat toward the rotation center. (R1'), (R
r). One of the operating ranges (Rf') is extended for forward movement so that the engine can be operated to full throttle, and the other (Rr) is for reverse movement.

On the back side of the drive disk (8), one tooth (32) and a cylindrical sliding surface (33) are integrally formed as shown by the broken line in FIG. 4. The collar (32) and the sliding surface (33) are two parts formed at opposing parts of a clutch arm (34) rotatably provided in the housing body.
Together with the book teeth (34a) and the concave sliding surface (36), they constitute a clutch operation mechanism, and both work together to perform clutch operation, which will be described later, in the same manner as a conventionally known mechanism.

The half-circuits shown in FIGS. 1 and 2 are stacked on top of each other, with the cam rollers fitting into the cam grooves (2) of the drive disk (8), and assembled using screws or the like.

Next, the operation of the apparatus constructed as described above will be explained with reference to FIGS. 3 and 4.

First, clutch operation will be explained with reference to FIG.

When the control lever j is pointing straight up, the tooth (3)
2) and (34a), the clutch arm (3)
4) is also facing downwards, which is the "neutral" position. Next, push the operating lever 4 forward (arrow (A) side) and the tooth (3
2) and (34a) are engaged with each other, the lower end of the clutch arm (34) swings forward, and the clutch cable (35) is pulled in the direction of arrow (1) to switch to "forward".

When the operating lever (to) is reversely tilted in the direction of arrow (B), the clutch arm (34) also swings rearward, and the clutch cable (
35) in the direction of arrow (A2).

During the clutch operation, cam roller 4 is in the rest area (Ro)
Since the engine moves at a constant speed, the actuating plate M and throttle arm 08 shown in Fig. 3 do not operate either. When the clutch operation is completed, the concave sliding surface (3B) at the base of the clutch arm (34) comes into contact with the cylindrical sliding surface (33) of the drive disk (8).

Therefore, even if the operating lever 4 is rotated any further, the clutch arm (34) will not swing and will be locked at that angle.

Note that such a latch operation, including the locking mechanism, is almost the same as the conventional one.

When the operating lever is further rotated in the direction of the arrow (A), the cam roller (to) enters the forward movement region (R'') of the cam groove (30), causing the rotation of the drive disk (8) as shown in Fig. 3. The actuating plate M is slid in the direction of arrow (C) according to the moving angle.

As a result, the throttle arm OF3 is connected to the transmission link (2).
The engine swings in the direction of the arrow (E) about the connection point (P) with the engine, and accelerates the engine by pulling the throttle cable (37) (see the two-dot chain line (S)). Meanwhile, the connection point (Q) between the throttle arm Oa and the actuating plate 001 performs a linear movement, and the connection point (P) with the transmission link (2I) is connected to the connection point (screw hole) between the rotation link 09 and the transmission link (21+). The lower end of the throttle arm OF3 simply moves up and down at the connecting point (P).
Alternatively, the width of vertical movement (the vertical width for the same operation stroke) is smaller than when rotating around (Q).

Therefore, the connecting rod (37a) and guide vibe (37b) provided at the end of the throttle cable (37) are
) has the advantage of having a small swing angle.

The operation of returning the control lever to its original neutral position and the operation of the control lever in the backward direction are the same as the forward operation described above, except that they are in the opposite direction.

Next, referring to FIG. 1, the free throttle operation when the engine is idling will be explained. When the operating lever is in the neutral state and the clutch is in the "neutral" position, the actuating plate is in the normal position (the position shown by the solid line on the right side of Figure 1). In this state, when the free throttle lever is activated in the direction of the arrow (U), the rotating link (IcI) also rotates in the same direction, and the transmission link (2rJ
Pull in the backward direction (arrow (T) direction). As a result, the lower side of the throttle arm Oa is the connection point (Q) with the actuating plate 00).
The throttle cable (37
)pull. This allows the engine to be idling.

Although the case where it is assembled into a pull-type engine has been described above, the apparatus shown in FIGS. 1 and 2 can be easily applied to a push-type engine by rearranging it as described below.

First, as shown in Fig. 5, the transmission link and the rotation link 09
Change the connection position to the side of the screw hole.

This allows the transmission link to be pushed forward when the free throttle lever ■ is pulled up.

Furthermore, the cam roller retainer of the actuating plate (10) is removed and attached to the other mounting hole (4 in FIG. 1), and engaged with the cam groove (31) on the front side of the drive disk (8) in FIG. 2. As a result, in the neutral position, the actuating plate M and the connecting point (Q) are in the fifth position.
Located on the left side as shown.

Therefore, when the transmission link (21) is pushed forward, the lower side of the throttle lever a8 swings backward, pushing the throttle cable (37) and accelerating the engine.

Regarding the throttle operation using the operation lever (to), when the operation lever 4 is operated to move forward, the cam roller prisoner enters the forward movement area <Rr''), and the actuation plate (to) is moved backward to the full throttle position. Pull it to swing the throttle arm Oa rearward.

Therefore, even if rearranged as shown in Figure 5,
In exactly the same way as the explanation for the case in Figure 3, use the operating lever (
) and the free throttle lever head, the throttle cable (37) can be pushed or pulled to the acceleration side or deceleration side.

In the device of the present invention, as in the conventional device, a brake means ((40) in Fig. 4) is provided for the drive disk in order to provide an appropriate sense of resistance to the operation of the control lever (to). It is preferable to provide a conventionally known interlock mechanism ((41) in FIG. 3) so that the free throttle lever (1) and the free throttle lever (2) are not accidentally operated at the same time.

Appropriate detent means may also be provided to inform the operator of a particular angular position (end of rotation, etc.) of the drive disk (8) or the rotating link a9.

Furthermore, if a through hole is formed in the housing cover (1), the boss of the operating lever (to) can be fixed to the tip of the boss (9) of the drive disk (8) through the hole.
This allows the operating lever to be attached to the housing cover side. In addition, by stacking one with the operating lever attached to the housing cover side and one with the operating lever attached to the housing body side with the operating lever outside, it is possible to create two so-called twin engines. It can also be used as an operating device for some types of motorboats.

In addition, (43) in Fig. 4 is the ignition key switch, and (44) is the limit switch that detects the position of the drive disk and the trim switch (for controlling the vertical angle of the outboard engine) installed on the operating lever. switch)
This is a terminal for connecting to electrical devices such as.

Further, (29a) in FIG. 1 is a lever connected to a trigger attached to the grip portion of the operating lever 4. The lever holder allows the operating lever 4 to rotate (or enter the throttle operating position) only when the trigger is being pulled with a finger, and is used to operate and release the <- interlock.

[Effects of the Invention] The device of the present invention can perform clutch switching and throttle operation with a single operation lever, and maintains the operability of conventional devices, such as allowing free idling with a free throttle lever. Furthermore, the mechanism is simple, making assembly and maintenance easy. Furthermore, by simply rearranging parts, it can be applied to pull-type and push-type engines.

[Brief explanation of the drawing]

1 and 2 are perspective views of the housing cover side and the housing body side, respectively, showing one embodiment of the marine engine control device of the present invention, and FIGS. 3 and 4 are perspective views of the device shown in FIGS. 1 and 2, respectively. FIG. 5 is a front view showing the device shown in FIG. 1 in a rearranged state, and FIG. 6 is a front view showing the inside of an example of a conventional marine engine control device. (Main symbols in the drawings) (8): Drive disk (10), Operating plate OF3: Throttle arm 09, Rotating link ■: Free throttle lever aD: Transmission link (P): First pivot point. (Q);Second pivot point

Claims (1)

[Scope of Claims] 1. An actuating plate that is pushed and pulled by a cam provided on a drive disk; and an actuating plate that extends in and moves in the direction of movement of the actuating plate, and is provided to operate the free throttle lever. a transmission link that is pushed and pulled in accordance with the above, and a throttle that is connected to the vicinity of the tip of the transmission link at a first pivot point and connected to the vicinity of the tip of the actuating plate at a second pivot point different from the first pivot point. The throttle arm is configured to swing around a first pivot point when the throttle is operated by the operating plate, and swing around the second pivot point when the throttle is operated by the free throttle lever. Marine engine control equipment. 2. The actuating plate is attached to the housing cover and guided for linear movement, and the proximal end of the transmission link is pivoted to a free end of a rotary link rotatably provided with respect to the housing cover. 2. The device of claim 1, wherein: 3. A push cam and a pull cam are provided on the drive disk so as to face each other across the center of rotation of the drive disk, and the cam roller attached to the actuating plate engages with the push cam, or It is configured to be selectively attached to a position where it engages with the pull cam, and the rotational link and the transmission link are respectively provided at two pivot positions symmetrical with respect to the center of rotation of the rotational link. 3. Apparatus according to claim 2.