US2593170A

US2593170A - Control mechanism for marine engines

Info

Publication number: US2593170A
Application number: US644033A
Authority: US
Inventors: John F Morse
Original assignee: Individual
Current assignee: Individual
Priority date: 1946-01-29
Filing date: 1946-01-29
Publication date: 1952-04-15
Anticipated expiration: 1969-04-15

Description

April 15, 1952 JfF. MORSE CONTROL MECHANISM FOR MARINE ENGINES Filed Jan. 29;v 194e 5 Shee'as-Sheet l NNUU" 14 lNVE-NTCR :JOHN F. MORSE.

ATTORNEYS Abril 15, 1952 J. F. MORSE CONTROL MECHANISM FOR MARINE ENGINES Filed Jan. 29, 194s 3 Sheets-Sheet N v E N T o R JOHN F. MORSE ATTORNEYS April 15, 1952 J. F. MORSE CONTROL MECHANISM FOR MARINE ENGINES Filred Jan. 29, 1946 INVEN'roR :JOHN F. MORSE.

25W/af ATTORNEYS Patented Apr. 15, 1952 CONTROL MEcHANIsM Fon MARINE nNdlNns` Y John F'. Morse, Hudson, .Ohio Application J annaryZB, 1946, ,SerialNm 644,033

14 Claims. (Cl. 'I4-472) The present invention relates to the operation of engines and' particularly tothe marine engines such as used on power operated craft of various types. V In thecperation of craft of the type specified when it is desired to place the engine inreverse from cruising speed, it is necessary to reduce the speed ofethe engine before shifting the transmission which in the ordinarycraft requires the pilot to manipulate the control lever and the throttle in proper coordination to avoid injury to the transmission; If the throttle is moved to its Vextreme low during the operation of the transmission, there is danger of stalling the engine.

The present invention has as its `object the provision o f means which coordinates the movement ofthe control lever and the throttlesoV that when'the transmission is` to be thrown into re`- verse from high speed, a single movement ofthe control lever reduces the engine speed to the proper point so that'the engine isslowed down toa safe idling speed which will permit the requisite change-inthe transmission without danger of stalling the engine. l

It is also'one ofthe objectsfof the invention to combine the throttle control within a. single lever which has movement in two planes,. one to control the transmission and theV other vto operate. the

' rudder.

With such a` combination of elements, the'` pilot may operate the boat safely and surely with one hand in any situation in which he may suddenly find' himself. These'results are accomf l plished withoutin any manner interfering l.with the independent hand control of the throttle -by Which the speedk of the` craft is always under cons trol of the operator. l

f Iny the application,A the` invention has been i1- lustrated as' applied to a particular type vof craft with hydraulic-control devices foroperating the rudder and transmissiombut it will be' appreciated ,that this is the preferredfarrangement and that the invention maybe employedwithless highly specialized and perfected devicesA o IIn the drawings and description there'` isfillusg trated a control lever of the typeshown in my prior Patents Nos. 2,321,098 of June 8, 19.43, and 2,392,056 orf-,January 1,.'1946, which the lever is moved forwardly andrearwardly to control the transmission and sideways to actuate the 'rudder'.

it `Wrtt appreciated that the invention is,y

shown .and described' in its present' best' known and preferred form, but thisform is subject to Vchange or revision within thefsfcope of theV inventin afs.- s'et forth inthe appendedclaim inthe fpreferrdfprm: l

Fig. 1 is a vertical fore and aft .sectionthr'ough' a power boat equipped with the present invention in combination with the other featurestof marine control. l

Fig. 2 is a longitudinal section through aparticular typeof hydraulic* cylinder by means of which the transmission is actuated, th'isbeing the preferred method of controlling and operating the transmission, and this device is employed at times to operate the throttle in proper coordination with the transmission.

Fig. 3 is an enlarged' view of the rear endof lthe power cylinder.

Figuiv is a side viewY of theA throttle leverythe full lines showing the throttle at f-ull speed and the dotted lines showing the position of the lever in what maybe termed high idling speed, i'. e., the' speed at which the transmission may be shift-` ed safely and without danger of stalling `the engine.

Fig. 5 is a view showing, the throttle' leverA at lowest Speed..

Figy is a perspective view of the throttle leve;` at its high idling speed.

Fig. 7 is a section on the line 'vl-lj of Fig; 4;.

Referring first to Fig. 1 in which portions of'a power boat are shown, the numeral i indicates the location of a standard engine andv 2 the butter.- fly valve at the carburell, The j transmission shifting lever is indicated at 3 and the power out.- put vshaft to the propeller at 5; Aconnecting rod 6 connectslthe lever 3 toa crankw which is operated from a` gearV 9 located in a powerftransniis.` sion unit Ill usually mounted on the siderof the engine bloclr. y i "1 t,

The power transmission unit whichis sl'rowlfl herein may be one of any of the well knowndei vices of this character. Inthe'formshown here thereiis a piston l2 operating in a cylinder 'I3 and connected to a rack I 4 which is in'mesh with the' gear'S.' In the position shown in Figs. Zand 3, th'episton l2 i5 at the right-hand endj'of its stroke and the transmission will,V in thisl position, be in forward. Located at theaxis of the piston is a slide" valve I6 which is carried by a rod' I'! Y are openedby the valve |6`toadmit fluid under andthe piston,rack` t4 and connecting rod 6` are moved gtoshiftrthe transmission-'through neutral pressure' behind'theiright-hand end of the piston f to reverse. In the side of cylinder I3 and at the extreme right-hand end of the cylinder is a port 20 connected by a pipe 2l with the throttle control in a manner to be described.

It is sulcient to state at the present that when the pilot shifts the control lever to reverse so as to admit fluid under pressure behind the piston to move the transmission out of forward, the pressure fluid is conducted through the pipe 2| and actuates the throttle, and as the resistance to movement of the throttle is much less than the resistance to movement of the piston and its vconnections to the transmission, the throttle moves first so that the engine speed is automatically reduced before the transmission is shifted.

The position of the piston I2 when the transmission is in neutral and reverse is shown by the dotted lines in Fig. 3. The pressure medium employed is any one of the conventional hydraulic uids which is maintained under adequate working pressure by a pump 25.

Referring now to the forward end of the boat: The pivoted and rocking control lever by which the transmission is shifted and the rudder operated is shown at 26. While a stick is shown, a wheel may be substituted as the manually operated control device. The specific form of control stick is shown in detail in my prior application Serial No. 587,887, led April l2, 1945, now Patent No. 2,495,536 issued January 24, 1950. It is notnecessary for the purposes of the present invention that this particular form of lever be employed. For the purposes of this application it is sufficient to state that when the manual control device, which is shown in forward, is moved to the rear, through requisite connections, the shaft I9 is moved in the direction of the arrow and the result of that action is first to move the throttle if it is in cruising or high speed to what has been termed the high idle speed. Immediately that this movement of the throttle has taken place, the transmission is shifted to neutral and then to reverse, depending upon the degree to which the lever is moved.

When the control device is moved to the right or'left, corresponding movement is transmitted to the rudder (not shown) through a power unit 21 resembling the power unit I0 and connecting link 28. The power unit 21 receives its pressure fluid from the pump 25.

. The throttle which is mounted in the cabin near the control device is shown in detail in Figs. 4 to 7 inclusive.

It comprises a generally triangular or sector shaped housing 30 in the lower part of which is located the shaft 32 on which is pivotally mounted the throttle lever 33, the upper end of which projects through a slot in the housing and is provided With a grip or knob 35. Near the upper end of the leverv is secured a bracket 36 to the end of which is pivotally connected a yoke 38 which is, in turn, connected to a rod 39 and to a exible cable 40 which extends'to and operates the carburetor valve 2. When the throttle lever is in the position shown in full lines in Fig. 4, the engine is'o'perating at maximum high, and when in the position shown in Fig. at the lowest speed.

When in van intermediate position shown `in dotted lines in Fig. 4 and in the position shown vin Fig. 6, the engine is operating at the speed which may be selected as the proper idling speed to insure that the engine will not *stall when the high idling of the engine, a speed of from 200 to 300 R.. P. M. above the lowest speed is desirable. This high idle speed is to prevent stalling of the engine on going into reverse with the boat still under headway. This assures a predetermined shifting speed for emergencies and not only eliminates stalling from too low an engine speed, but also prevents damage to the reverse gear from too much engine speed at the time that the transmission is shifted.

In order to accomplish the shifting of the throttle lever and the slowing of the engine to the selected high idling speed, the pipe 2l leading from the power unit l0 is connected at its other end to a cylinder 42 which is mounted on a pivot 4I located on a bracket 43 on housing 30. In this cylinder is located the piston 44 which extends through the end of the cylinder 42 and is pivotally connected at 45 to the throttle lever 33 near its lower end. The end of the cylinder near the throttle lever is provided with a drain 46.

It will be seen, therefore, that when the control lever is moved to shift the transmission from forward into reverse, the pressure fluid acting through the line 2| will move the piston 44 to the right in Figs. 4 and 5 and shift the throttle lever to close the carburetor valve. However, for the reasons set forth, it is not desirable to throttle the engine down completely, but only to a speed at which the transmission can be shifted safely.

For the last named purpose there is mounted on the throttle lever a stop plate 48 which projects laterally beyond the lever on the side opposite from the carburetor connection 36. In order to cushion the blow when the throttle lever is moved by the piston, the plate 48 is backed up by a cushion filler 49, usually of rubber, the assembly being held on the lever by a plate 50 and bolts 5|.

Pivoted on the housing 30 so as to be in the path of the plate 48 is a stop lever 52. This lever or catch 52 is shown as pivoted at 53 on an arm 54 which is, in turn, pivoted at-55 in the housing 30. A spring 56 is located between the lever 52 and the arm 54 so that normally the lever 52 occupies the position shown in Fig. 4 with a tail portion 58 resting against the arm 54. In this position the surface 60 on the forward edge of the lever 52 is located so as to be struck by the stop plate 4-8 when the throttle lever is moved to the right by the piston as shown in Fig. 5 and in dotted lines in Fig. 4.

Immediately below the point of contact with the plate 48, the edge of the lever 52 is stepped back as shown at 62 so that the throttle lever may be moved by the operator to minimum idling speed. This is easily done by the'operator who may with his little finger engage the upper end of the lever 52 and rock it `about its pivot 53, permitting the plate 48 to pass beneath the shoulder as shown in Fig. 5.

The location of the contact surface 60 may be adjusted so that the optimum high idling speed may be attained by the threaded stud 65 which engages thelower end of the armV 54. A light spring 66 is located between the lower end of the arm 54 and the wall of the housing and a Y cushion washer 61 may belocated between the transmission is moved fromrforwardinto reverse.

While Iany kdesired speed may be selected for head of the stud 65 andthe wall of thezhousing.

It will be seen that the mechanism which has been described interferes in no. way with the normal operation of the boat, the onlydifference being that if a speed below the selected;high idle speed is desired, the operator is required to lift lever may be I mits pressure to theleft-hand end of the cylinder and the transmission is shifted" accordingly, but-this does not affect the throttle in any manner. The piston v411' in no mannerinterferes with therhand operation of the throttle.

" They mechanism `functions, however, when the throttle'lever'is moved beyond: the high idling asin cruising. If' an obstacle'shouldsuddenly appear ahead so` that quick action is necessary with a reversal of; the engine, the operator may ina `single movement pull the'control stick into reverse.; This action through they valve IBadmits' pressure fluidr into the space at' the end of the piston and the'first reaction is to drive the piston v,Mito the right, throwing the throttle into thenselectedhigh idling speed, and immediately thereafterf they piston l2 in the power unit will shift the transmission into reverse without causing damage to the transmission or causing the engine .tol stall. TheI precise sequence of Aoperations takes place because the pressure buildup in the power unit lcarries back Ato the throttlejcylinder 42, bringing the throttle to its proper: idling position before the clutch in the transmission isv disengaged. However, the interval is so shortV thatthe shift inthe transmission isl almost instantaneous'.

rWith the improved control stick, the reversal of the; transmissionV and the steering of the boat is allv done in a single operation and the pilot can.v use' bothhands to bring the boat about and i avoid whatever obstacle may have loomedup.

What is claimed is:

1. In a marine control system, for use with an engine `having a reversible transmission, a throttle lever for controlling the speed of the engine, a control lever for shifting the transmission. a stop in the path of the throttle lever and adapted to arrest the movement of the throttle lever at a point intermediate the limits of its movement, and means acting concurrently with the movement of the control lever when the transmission is shifted from forward into reverse to move the throttle lever against the stop.

2. Ina marine control system, for use with an engine. having a reversible transmission, a throttle Alever for controlling the speed I of the engine, a control lever for shifting the transmission, a shiftable stop which in one position is adapted to arrest the movement of the throttle lever when moving toward low speed at a point short of the extreme low, means acting concurrently with the movement of the control lever when the latter is shifted from forward into reverse to move the throttle lever against the stop, and means to shift the stop to permit the throttle lever to pass beyond it.

3. In a marine control system, for use with engine,` a' control device for shifting the trans'- mission, a shiftablestop in the pathof the throttle lever to arrest its movementltoward low speed Vat a point' short of extremev low., means to move the stop to permit: the throttle lever to be moved to extreme low, and means acting upon thefmovement of the control' device when the latter is shifted fromA forward to reverse to move the throttleV lever against the stopV and then to shift the transmission into reverse.

5. In a marineoontrol system, `the combination of an'engine, a reversible transmission for the engine, a throttle lever for controlling the speed of the engine', a transmission control mechanism comprising amanually operated de,- vice, a cylinder and a fluid operated pistonin the cylinder,said piston being connected' to the transmission, means actuatedby' the manually operated device for admitting'fluid under 'pres-- sure against 'the piston', a second cylinder, a second uid operated'piston inthe second cylinder and connectedto the throttle lever, a vconduit: leading from the rst cylinder to the second cylinder, and aVV stop in the path of the vthrottle lever for arresting its movement towardlow speed. l l

6. In amarine control system, the combination of an engine, reversible transmission for the engine,Y a throttle levery for controlling the speed of the engine, a` transmission control mechanism comprising a manually operated de.- vice, a cylinder anda fluid' operated pistonin the cylinder, said piston being connected to the transmission, means actuated by the manually operated device for admitting fluid under pressure against the piston 'to shift the transmissioninto reverse, a second cylinder, a second fluid operan engine having a reversible transmission, a

l stop and then to vshift the transmission into reverse.

Y 4. In a marine control system, for use withl an engine having a reversible transmission, a

, throttle lever for controlling the speed of the ated piston in the second cylinder and connected to the throttle lever, a conduit leading from the rst named cylinder to the second cylinder and Voperable to move the throttle lever toward low speed, a shiftable stop in the path of the throttle lever for arresting its `movement by the second piston at a point short of lowest speed, and means to shift the stopout of the path of the throttle lever.

7. In a marine control system, the combination of an engine, a reversible transmission for the engine, a throttle and throttle control means for regulating the speed of the engine, a transmission control mechanism, and a device connected with said control mechanism and having a connection to the throttle control means and a second connection to the transmission, said device being so constructed and arranged that it rst moves the throttle control means to reduce the engine speed and then actuates the transmission control means to shift the transmission into reverse.

8. In a marine control system, for use with an engine having a reversible transmission, a throttle for controlling the speed of the engine, a cylinder, a, piston in the cylinder, a valve for controlling the admission of fluid pressure into the cylinder behind the piston, a manually oper- .ated control device, connections from the said device to the Valve, means to connect the piston Vwith the reversible transmission, a second cylinder, a conduit connecting the said cylinders, a piston in the second cylinder, and connections between the second piston and the throttle.

9. In a marine control system, for use with an engine having a reversible transmission, a throttle lever for controlling the speed of the engine, a pressure cylinder and pistonfor operating the reversible transmission, a second cylinder and piston for moving the throttle lever to reduce the Y'speed of the engine, and a connection between the cylinders which permits pressure fluid acting to shift the transmission into reverse to enter the secondv cylinder and move the throttle.

10. In a marinecontrol system, for use with an engine having a reversible transmission, a throttle lever for controlling the speed of the engine, a pressure cylinder and piston for operating the reversible transmission, a second cylinder and piston for moving the throttle lever to reduce the speed of the engine, a shiftable stop in the path of the throttle lever to arrest the lever before the engine reaches its minimum speed, and a connection between the cylinders which permits pressure fluid acting to shift the transmission into reverse to Aenter the second cylinder and move the throttle.

11. In a marine control system for use with an engine having a, reversible transmission, a throttle and a throttle 'control means Yfor regulating the speed of the engine, a stop projecting in the path of the throttle control means at a point to arrest movement of the throttle control means short of minimum engine speed, a transmission control mechanism, a manually operated device, and means actuated by the said manually operated device which in one movement in shifting the transmission from forward to reverse, first moves thev throttle control means against the stop and then actuates the transmission control mechanism to shift the transmission into reverse.

12. A marine control system in accordance with claim 11, in which means are provided to release `8 the throttle control means for movement past the stop to reduce the speed of the engine to its minimum.

13. In a marine control system for use with an engine having a reversible transmission, a throttle operating device for controlling the speed of the engine, fluid pressure means for operating the throttle operating device, and fluid pressure means for operating the transmission, a source of fluid under pressure, a manual control device, a single valve actuated by said manual control device for simultaneously releasing the pressure fluid to both said fluid pressure means, and a stop projecting into the path of the throttle operating device to arrest its movement at a point short of extreme low engine speed.

14. A system in accordance with claim 13 in which the operation of the fluid pressure means for the throttle occurs before the operation of the fluid pressure means for the transmission.

Y JOHN F. MORSE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,206,771 Dugas July 2, 1940 2,254,144 Higgins Aug. 26, 1941 2,272,571 Maybach Feb. 10, 1942 2,358,846 Andres Sept. 26, 1944 2,380,677 Schjolin July 31, 1945 2,388,357 Hewitt Nov. 6, 1945 2,397,883 Peterson et al. Apr. 2, 1946 2,404,951 Donaldson July 30, 1946