JPS6129009B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a single-lever control device used when two different control objects are remotely controlled by a single lever.

Mainly in small boats and the like, a clutch mechanism for switching forward and backward movement of a propulsion engine and a throttle mechanism for speed control are each connected to a control device via a push-pull cable. In a single-lever control system in which these two cables are driven and controlled by a single main lever, clutch control must be completed before throttle control can begin, and throttle control must The clutch must be constructed so that it cannot be returned to the neutral position before the clutch is put into no-load operation. In addition, if a secondary lever is provided to perform throttle control when the main lever is in the neutral position to enable warm-up operation, this secondary lever can only be operated when the clutch is held in the neutral position. The main lever and the clutch must both be held in a neutral position while the secondary lever is being moved to the operating position.

Since the above-mentioned requirements are necessary for ensuring safety and for simple and easy control, various proposals have been made in the past (for example, U.S. Pat. Nos. 3,780,842 and 4,013,155). etc)
However, all of these have the disadvantage that they have a complicated structure, require labor to manufacture, and are expensive.

The present invention has been made under the above circumstances, and its purpose is to satisfy all of the above requirements, have a simple structure, be compact, and be manufactured at low cost, and furthermore, have a control mode. The object of the present invention is to provide a single-lever type control device that can be easily adapted to various different controlled parts and is particularly suitable for small boat engines.

Hereinafter, the present invention will be described with reference to an illustrated embodiment. In the following, a case will be described in which the present invention is applied to clutch and throttle control of a marine engine, but the present invention is not limited thereto.

In the drawing, the housing 1 includes a through hole 2 formed approximately in the center of the bottom portion 1a, a through hole 3 formed on one side, a support shaft 4 protruding from the other side, and a projection on the outer circumference of the through hole 2. A pair of arcuate protrusions 5 and 6 and a through hole 7 formed in the rear wall 1b are provided.

The main lever 8 has a base portion 8a inserted into the through hole 2, and is rotatably supported by the housing 1.
A lock bar 9 is supported on the main lever 8 so as to be slidable in the longitudinal direction. Lock bar 9 is main lever 8
The spring 10 interposed between the notch 9a and the stopper 1
1, the distal end 9b enters the gap between the protrusions 5 and 6 and holds the main lever 8 at the neutral position N, preventing the main lever 8 from being moved inadvertently. It is designed to prevent

The base 12a of the sub lever 12 is inserted into the through hole 3, and is rotatably supported by the housing 1.

Inside the housing 1, there is a cam member 13 integrally attached to the base 8a of the main lever 8;
A crank member 14 is integrally attached to the base 12a of the sub-lever 12, and first and second crank members are rotatably and concentrically supported on the support shaft 4, respectively.
The drive members 15 and 16 are arranged so that their rotational axes lie on the same plane and are parallel to each other.

The cam member 13 is located at the base 8a of the main lever 8.
A concentric shaft portion 17 and a cam groove 18 of a predetermined width are provided on the end face facing away from the cam groove. Cam groove 18
consists of a first cam part 18a having an arcuate shape concentric with the cam member 13, and second cam parts 18b and 18c connected to both ends of the first cam part 18a, respectively. Each has a predetermined arc shape, and each end is formed close to the rotational axis of the cam member 13, and the whole has a substantially horseshoe shape. The cam member 13 is the first
A toothed portion 19 is provided on the outer periphery of the driving member 15 and is positioned opposite to the driving member 15 . This tooth part 19
and the first cam portion 18a are disposed so that their circumferential center portions are substantially aligned, and arcuate convex portions 20 concentric with the cam member 13 are provided on both sides of the tooth portion 19 in the circumferential direction.
a, 20b are formed. The cam member 13 has an outer circumferential portion 20c that is concentric with the tooth portion 19 and the arcuate convex portions 20a, 20b and is formed in an arc shape. The cam member 13 has cutout portions 21a, 21b, and 21c formed at a position opposite to the tooth portion 19 and on both sides circumferentially apart from the tooth portion 19, and a cutout portion 21a disposed in the middle, which is substantially the same in the circumferential direction. and locking grooves 22 formed at different positions in the axial direction. In the cam member 13, when the main lever 8 is in the neutral position N, the first cam portion 18a and tooth portion 19 are oriented toward the first drive member 15 side, and the notch portion 21a and the locking groove 22 are oriented toward the crank member 14 side. It is positioned as follows.

The crank member 14 has a substantially disk shape, and locking grooves 23 are formed on the outer periphery of the crank member 14, which are located opposite to each other.
a, 23b, and a pin 24 eccentrically located and parallel to the rotation axis. Crank member 14
When the sub-lever 12 is at the cut-off position E, one of the locking grooves 23a and 23b, for example 23a
is positioned so as to face the cam member 13 side.

A lock member 25 is provided between the cam member 13 and the crank member 14, and is capable of reciprocating in a direction perpendicular to the rotation axes of these two members.
The locking member 25 is supported by the main body 26 so as to be movable and rotatable in the longitudinal direction of the groove 27 of the main body 26, and is in rolling contact with the outer circumferential portion 20c of the cam member 13 and is engaged with and disengaged from the notches 21a, 21b, 21c. A first roller 28 that is freely engageable and a main body 26 and a first roller 28 that are located in a groove 27 and are provided with a spring seat 29 between the main body 26 and the first roller 28 are separated from each other. The spring member 30 is rotatably supported by the main body 26 and rolls into contact with the outer circumference of the crank member 14, and the locking groove 23
a, 23b and a second roller 3 that can be releasably engaged with the second roller 3;
1, and a protrusion 32 provided on the main body 26 so as to be removably engageable with the locking groove 22 of the cam member 13. The protrusion 32 separates from the locking groove 22 of the cam member 13 only when the second roller 31 is engaged with the locking groove 23a or 23b of the crank member 14, allowing the cam member 13 to rotate. When the cam member 13 is rotationally displaced from the position where the locking groove 22 and the protrusion 32 are opposed to each other (neutral position), the locking member 25 comes into contact with the outer peripheral portion 20c of the cam member 13.
The crank member 14 is formed to be able to prevent movement of the crank member 14 toward the cam member, and thus prevent the crank member 14 from rotating. Further, the first roller 28 has notches 21a, 21
b, 21c to sense the rotational position of the main lever 8.

The first driving member 15 includes a main body 33 and a main body 33.
The teeth 19 of the cam member 13 are formed on the outer circumference of the cam member 13.
a toothed portion 34 that can mesh with the toothed portion 34; arcuate recessed portions 35a and 35b connected to both sides of the toothed portion 34 in the circumferential direction;
The leg portion 33a extending in the radial direction of No. 3 and the leg portion 33
It is provided with a pin 37 erected at the tip of a. The recesses 35a and 35b are formed so as to be able to come into sliding contact with the arcuate projections 20a and 20b of the cam member 13,
When the teeth 19 and 34 are in a non-meshing state, the cam member 13 is allowed to rotate and the first drive member 1
5 is prevented from rotating. That is, the cam member 13 and the first drive member 15 are connected by a gear lever.

The second drive member 16 has a pair of mounting holes 38a and 38b formed symmetrically and parallel to the rotation axis;
It includes a pin 39 attached to one of the attachment holes 38a, 38b, for example 38a, and a pin 40 erected at the tip of the leg 16a extending in the radial direction. One end of a link 41 is rotatably connected to the second drive member 16 via a pin 39. A roller 43 is rotatably supported at the other end of the link 41 via a pin 42.
The roller 43 is fitted into the cam groove 18 of the cam member 13 and is in rolling contact with the side wall of the groove 18. A substantially doglegged arm 44 whose intermediate portion is rotatably supported by the cam member 13 via the shaft 17 has the pin 42 slidably inserted into a through groove 45 formed at one end. At the same time, the pin 24 of the crank member 14 is slidably inserted into the through groove 46 formed at the other end.

The first and second drive members 15 and 16 have pins 3
One end of each core 49, 50 of a clutch control push-pull cable 47 and a throttle control push-pull cable 48 are rotatably connected via cables 7, 40, respectively. The push-pull cables 47, 48 pass through the through hole 7 of the housing 1 and are extended to the outside, and the other ends of the cores 49, 50 are connected to the first and second terminals of a controlled part (not shown, for example, a marine propulsion engine). Each is coupled to a control mechanism (eg, clutch, throttle control mechanism).

Next, the operation when the device configured as described above is applied to the crank and throttle control of a marine engine will be explained. When the main lever 8 is in the neutral position N and the auxiliary lever 12 is in the initial position E, the various parts of the device are in relative positions as shown in FIG. 2, and the clutch (first control mechanism) is in the neutral position. The engine (controlled part) is in a no-load operating state. In this state, the protrusion 3 of the locking member 25
2 has disengaged from the locking groove 22 of the cam member 13, and when the lock bar 9 is moved against the spring 10 so that the tip end 9b disengages from the gap between the protrusions 5 and 6 of the housing 1, the main The lever 8 becomes rotatable.

Move the main lever 8 from the neutral position N to the first control region, that is, the forward (reverse) clutch control region N-A, N-.
When the cam member 13 is rotated in the direction C, the cam member 13 is also rotated in the same direction, and the first roller 28 of the lock member 25 is pushed out from the notch 21a of the cam member 13 against the spring member 30 and rolls into contact with the outer peripheral portion 20c. . Cam member 1
3 rotates in the same direction, the first drive member 15 is rotated in the counterclockwise (clockwise) direction in FIG. The core 49 of the clutch control cable 47 is moved to the right (left) via the pin 37. When the main lever 8 reaches the forward (reverse) extreme position of the clutch control area, that is, the forward (reverse) shift completion position A, C, the first drive member 15 moves forward (rear) as shown in FIG. The clutch is rotated to the extreme forward position, and the clutch is set to the forward (reverse) position via the core 49. In this state, the first roller 2
8 engages with the notches 21b, 21c, and the teeth 19,
34 is in a non-meshing state, and the roller 43 is in the cam groove 1.
It is located at the forward (reverse) side extreme position of the first cam portion 18a at 8, that is, at the boundary with the second cam portions 18b and 18c. Note that as the cam member 13 rotates, the roller 43 changes relative to the cam groove 18, but since the first cam portion 18a is formed in an arc shape concentric with the cam member 13, the main lever 8 The position of the pin 42 remains unchanged until the extreme positions A and C are reached. Therefore, since the link 41 is not displaced, the second drive member 16 and the core 50 of the throttle control cable 48 are held at the no-load operating position without being displaced.

Move the main lever 8 from the above positions A and C to the second control area, that is, the forward (reverse) throttle control area A-.
When the cam member 13 is rotated in the directions B and CD, the cam member 13 is also rotated in the same direction, and the first roller 28 moves into the notch 21.
b, 21c and rolls into contact with the outer peripheral portion 20c. As the cam member 13 rotates, the roller 43 is moved along the second cam portions 18b, 18c of the cam groove 18 in a direction approaching the rotation axis. As a result, the second drive member 16 is rotationally displaced counterclockwise via the pin 42, link 41, and pin 39 as shown in FIG. 6, so that the core 50 of the throttle control cable 48 is moved to the right. The throttle is controlled in a direction that increases the engine rotational speed. The main lever 8 is at the extreme position B of the same area A-B, C-D,
When D is reached, the throttle is controlled to a position where the engine rotational speed is maximum. Note that when the main lever 8 is located in the throttle control area A-B, CD, the tooth portion 19 of the cam member 13 does not mesh with the tooth portion 34 of the first drive member 15, and the cam The convex portions 20a, 20b of the member 13 are in sliding contact with the concave portions 35a, 35b of the first drive member 15. Therefore, regardless of the rotation of the cam member 13, the first drive member 15 is not rotated, and the clutch is held in the forward (reverse) position.

When the main lever 8 is rotationally displaced in the opposite direction to that described above, the throttle is controlled in a direction that reduces the engine rotational speed, and when the main lever 8 reaches positions A and C, a no-load operating state is entered. When the main lever 8 is pivoted into the clutch control ranges NA and N-C, the opposite operation to that described above takes place, and when the neutral position N is reached, the clutch is also returned to the neutral position.

When the main lever 8 is in the neutral position N, the sub lever 1
2 is rotated clockwise from the initial position E as shown in FIG. The main body 26 is pushed out and comes into rolling contact with the outer peripheral part, and the main body 26
The protrusion 32 is moved to the right against the
fits into the locking groove 22 of the cam member 13. As the pin 24 is rotated clockwise as the crank member 14 rotates, the relative displacement between the pin 24 and the through groove 46 causes the arm 44 to rotate clockwise around the shaft 17 of the cam member 13. Rotated. As a result, the roller 43 moves toward the first cam portion 18 of the cam groove 18 due to the relative displacement between the through groove 45 of the arm 44 and the pin 42.
Since it is moved along a, pin 42 and link 4
1 and pin 39, the second drive member 16 is rotated counterclockwise. Therefore, the core 50 of the throttle control cable 48 is moved via the pin 40, and the throttle is controlled so that the engine is warmed up. There is no need to explain that the device returns to its initial state by returning the sub lever 12 to the initial position E.

In FIG. 8, the crank member 14, link 4
1 and the arm 44 are arranged symmetrically with respect to the plane containing the respective rotation axes of the cam member 13, the crank member 14, the first and second drive members 15 and 16, and the second drive member 16, a pin 39 is attached to the other attachment hole 38b. That is, the crank member 14 is rotated 180 degrees from the position shown in FIG. It is installed upside down. Further, the second drive member 16 has been pivoted counterclockwise from the position shown in FIG. 2, and therefore the core 50 of the throttle control cable 48 has been moved to the right. Other aspects are the same as in FIG.

In this case, when the main lever 8 is rotationally displaced to the forward (reverse) throttle control area, the roller 43 is rotated as the cam member 13 is rotated in the clockwise (counterclockwise) direction. Second cam portion 1 of groove 18
8b, 18c, the second drive member 16
is rotated clockwise, and the core 50 is moved to the left. Further, when the sub lever 12 is rotationally displaced clockwise from the initial position E, the second drive member 16 is rotated clockwise due to the counterclockwise rotation of the arm 44, and the core 50 is moved to the left. Therefore, it can be applied to engines in which the throttle control direction is opposite to that described above.

According to the above configuration, since the cam member 13 and the first drive member 15 are connected by the Geneva gear, the first drive member 15 is activated only when the main lever 8 is in the first control area N-A, N-C. rotated, second
There is no rotational displacement when in the control areas AB, CD. Further, the link 41 has one end connected to the second end.
It is connected to the drive member 16 via a pin 39, and the other end is controlled via a pin 42 to restrict movement in the radial direction by the cam groove 18 of the cam member 13, and movement in the circumferential direction by the through groove 45 of the arm 44. and the cam groove 18 is in the first control area NA, N-
A first cam portion 18a corresponding to C is formed in an arc shape concentric with the cam member 13, and a second cam portion 18b corresponding to second control areas AB, CD,
18c has an arc shape that gradually approaches the center of rotation. Therefore, the second drive member 16 is connected to the main lever 8
is rotated only when it is in the second control area AB, CD, and is not rotationally displaced when it is in the first control area NA, NC. Furthermore, arm 4
4 has an intermediate portion rotatably supported by a shaft portion 17 provided concentrically with the cam member 13, and a pin 24 of the crank member 14 is inserted into a through groove 46 at the other end. 14 and cam member 1
A locking member 25 is provided between the two members 13 and 14 to interlock the two members 13 and 14.
As described above, the main lever 8 is allowed to rotate only when the auxiliary lever 12 is at the initial position E, and the auxiliary lever 12 is allowed to rotate only when the main lever 8 is at the neutral position N. Moreover, the main lever 8 is provided with a lock bar 9 for holding it in a neutral position. Therefore, it is possible to prevent the occurrence of erroneous operation of the device and associated failures, and to safely and easily control the operation of the controlled section.

Further, since the first drive member 15 and the second drive member 16 are arranged so that their respective rotation axes coincide with each other, the pins 37 and 40, and therefore the push-pull cable 4
The movable ranges of the cores 49 and 50 of the cores 7 and 48 can be set to be equal to each other, contributing to miniaturization of the device and reduction in the number of parts. Furthermore, since the cam member 13, the crank member 14, and the first and second drive members 15, 16 are arranged so that their rotational axes are parallel to each other on the same plane, the crank member 14 can be rotationally displaced as described above. This not only makes it easy to perform warm-up operations through the second drive member 16, but also allows engines with different throttle control directions to be easily applied by changing the attachment of the crank member 14, arm 44, link 41, etc. Can be adapted. Moreover, the crank member 14
Since the pin 24 is inserted through the through groove 46 of the arm 44, the optimal stroke of the throttle during warm-up operation can be selected by appropriately setting the shape of the through groove 46 according to the rotation radius of the pin 24. This allows a large degree of freedom in design.

As described above, the present invention includes a housing, a main lever rotatably supported by the housing,
The first control area and the second control area are linked to this main lever.
a cam member rotatably supported by the housing across a control region; a first cam portion formed on the cam member and corresponding to the first control region; and a second cam portion corresponding to the second control region. a cam groove consisting of a cam portion; a first drive member rotatably supported by the housing, connected to a clutch control cable, and operatively engaged with the cam member only in the first control region; a second drive member rotatably supported around a common axis with the first drive member and connected to a throttle control cable; an arm rotatably supported around a common axis with the cam member; A secondary lever rotatably attached to the housing, and a crank rotatably supported by the housing in conjunction with the secondary lever, and one end of the arm is connected to a position eccentric from the center of rotation. a member and means for holding the crank member in a predetermined rotational position;
a link whose one end side engages with the cam groove and the arm between the rotation shafts of the first and second drive members and the rotation axis of the cam member, and whose other end side is connected to the second drive member; This is a single-lever type control device characterized by comprising:

Therefore, according to the present invention, by rotating a single main lever, the clutch can be controlled in the first control region and the throttle can be controlled in the second control region. The engine can be warmed up by rotating the auxiliary lever.

Further, as a means for variably setting the rotation angle of the arm, a crank member connected to the sub-lever for rotating the arm, and a means for holding the crank member at a predetermined rotation position are provided. The marine engine can be warmed up by rotating the lever.

Further, as a means for holding the crank member at a predetermined rotational position, a roller is provided in rolling contact with the outer circumferential portion of the cam member, and a roller is provided between the cam member and the crank member so as to be able to freely reciprocate, and is formed in both of these members. A locking member is provided, which includes a main body having a protrusion that can be engaged and detached from each of the locking grooves, and a spring member that biases the roller and the main body in a direction to separate them from each other, and the cam member and the crank member are If one of the locking grooves is allowed to rotate only from the position where they face each other, the main lever and the secondary lever can be interlocked to improve safety. can.

Furthermore, since the first and second drive members are rotatably supported around a common axis, the device can be further downsized. Furthermore, if the connecting position of the link to the second drive member is changed, the second
The rotation direction and rotation angle of the drive member can be variably set. Therefore, it can be easily adapted to various types of engines with different throttle control modes, so it is highly versatile and particularly suitable for small boat engines.

[Brief explanation of the drawing]

Figure 1 is a front view showing one embodiment of the present invention, Figure 2 is a front view showing one embodiment of the present invention;
The figure is a cutaway rear view of the same example, and Figure 3 is the − of Figure 2.
4 is a sectional view taken along the - line in FIG. 2, FIGS. 5 through 7 are explanatory views of the operation, and FIG. 8 is an explanatory view showing a case where the parts arrangement is different. 1...Housing, 8...Main lever, 12...
Sub-lever, 13...Cam member, 14...Crank member, 15...First drive member, 16...Second drive member, 18...Cam groove, 19, 34...Teeth, 2
2, 23a, 23b...Latching groove, 26...Main body,
28...First roller, 31...Second roller (protrusion), 30...Spring member, 32...Protrusion (protrusion),
39, 42...pin, 41...link, 43...
Roller, 44... Arm, 45, 46... Transparent groove.

Claims (1)

[Scope of Claims] 1. A housing, a main lever rotatably supported by the housing, and the housing rotatable between a first control area and a second control area in conjunction with the main lever. a cam member supported by the cam member; a cam groove formed in the cam member having a circular arc shape concentric with the cam member and corresponding to the first control region; and a first cam portion corresponding to the first control region; a cam groove having one end connected to the first cam part and a second cam part having the other end close to the center of rotation of the cam member; a first drive member to which a cable is connected and which interlockably engages with the cam member only in the first control region; a throttle control cable which is rotatably supported around a common axis with the first drive member; a second drive member to which the cam member is connected; an arm rotatably supported around a common axis with the cam member; a sub-lever rotatably attached to the housing; a crank member that is rotatably supported by the housing and has one end side connected to the arm eccentrically from the center of rotation; means for holding the crank member at a predetermined rotational position; a link that engages with the cam groove and the arm between the rotation shafts of the first and second drive members and the rotation shaft of the cam member, and whose other end side is connected to the second drive member; A single-lever control device that is characterized by: 2. The means for holding the crank member at a predetermined rotational position is provided reciprocably between a roller that rolls into contact with the outer circumference of the cam member, and the cam member and the crank member, and is formed on both of these members. The cam member includes a main body having protrusions facing away from each other so as to be able to engage and detach from each of the locking grooves, and a spring member that biases the roller and the main body in a direction to separate them from each other. 2. The single lever type control device according to claim 1, wherein rotation of either one of the crank member and the locking groove is permitted only from a position where the locking grooves face each other. 3. The single-lever type control device according to claim 1, wherein the second drive member is formed to be able to selectively connect one end of the link to a plurality of different positions.