US2602337A

US2602337A - Throttle control

Info

Publication number: US2602337A
Application number: US53130A
Authority: US
Inventors: Elsie R Nawman
Original assignee: JOHN F HAAS
Current assignee: JOHN F HAAS
Priority date: 1948-10-06
Filing date: 1948-10-06
Publication date: 1952-07-08
Anticipated expiration: 1969-07-08

Description

G. A. NAWMAN THROTTLE CONTROL July 8, 1952 2 SHEETS-SHEET 1 Filed 001?. 6, 1948 '37 34 36 32 38 42 \I III INVENTOR. GUY A. NAWMAN ATTORNEY Patented July 8, 1952 E-NT IC Guy A- N wman erd e Wash-1 Elsie 3- NW,- man, administratrix of said Guy A. Nawman, deceased, assignor of one-bait to John F. Haas,

Montesano, Wash.

Application Octoberfi, 1948, Serial No. 53,130

I 2 Qlaims. (C1. 74- -126) This invention relates to throttle controls and is. particularly adapted to be used in-connection with trolling boats, as the primary object of the invention is to stabilize or maintain apredetermined throttle setting that has been found to be most satisfactory in the particular trolling operation.

In the trolling for fiish, ithas beenfound that when the desired speed for that particular school of fish in question, or the water conditions has been determined, it is desirable to maintain this trolling speed throughout-the fishing operations, and by using a throttle control where push button control is available from all parts of the boat, the throttle can be advanced a step at a time or it can be retarded a step at a time.

A further object of the invention is that the number of steps of advancement or retardment can be counted by the operator so that he will know that he has arrived at the proper setting of the throttle relative to the test run.

I do not wish to be limited to the adaptation of my throttle to trolling boats, as it is admirably adapted to all type of throttle control where the operator desires to reset the throttleto a predetermined position by a remote control.

These and other incidental objects will be apparent n. the raw n s. sp cifi ti nd claim R ferrin to th d awin s:-

. Figure 1 illustrates my new and improved. throttle mounted to an inboard motor of a boat.

Figure 2 is a side view of the throttle control with the, cov rplate. remove an s oun e from the motor.

Figure 3 is an enlarged detail view of one of the magnetic plungers in its relation to the ratchet dog which is associated with the ratchet wheel, and in retracted position.

Figure 4 is the same as Figure 3 except that the dog is in forward position having moved the ratchet wheel one step.

Figure 5 is a sectional view taken on line 5-5 of Figure 2.

Figure 6 is an enlarged detail view illustrating the brake having been released from the ratchet feed wheel.

Figure '7 is the opposite side View to that illustrated in Figures 1 and 2.

Figure 8 is a detail'diagrammatical view illustrating the method of moving the ratchet wheel one step forward and how the same can be returned one-half the distance as indicated on the return movement.

Referring more specifically to the drawings:

I have illustrated a boat indicated by numeral I w h th sual i boa d me 2 for drivin the propeller 3. My new and improved throttle n rol s in ica d n en a b n me al 1. and is preferably mounted to the motor, the same being connected to the throttle rod 5, best illustrated in Figure 1. U

D sc bi v w and im r ved th t entrol more in detail. A housing 5 forms the basis of the control and has solenoids 8 and 9 fixed- 1y mounted thereto. A shaft Ii! is journalled within bearing H, the bearing II is "fixedly secured to the side J2 of the case 15 by the lock nut ft h shaft l ets Wi i h ea in d hes the erat g ar i fixe mo e h re e- This arm bei a a ted. e c i e t throttle rod control 5 at J5 in the usual manner. An a us gu de. a d f ic n m m 16 i niusiebw m n to t i 1 o the ea a d eked i th ire os on b e. leek.

nut lfl. This guide bears against the'under surface ,l3;of the ratchet wheel I9, which forms part of t e hai we e er dire y o indirectly. A floating friction brake 20 is formed on the end of e p n r 2 whi h is slidably m n ed wi in the opening 22 of the cross frame member 23, which is mounted to the case at 2.4 and to the frame work 25 at the opposite disposed side of the case. The brake 2.1! .is maintained against the side of .the ratchet wheel 19 by thespring 26. This brake is normally incontact with the iatchet wheel, holding the .samein a fixed posi- IOIL I g H Located on the rim 21 of the ratchet wheel 19 are

teeth

28 and 29 which are adapted to receive the pawls 30 and 3| which are pivotally mounted to the bars 32 at 33. The bars 32 are pivotally mounted to the framework 24 at 35. A spring 36 maintains the bars in the position indicated in Figure 3 while the adjustable stop screw 31 limits the movement of the said bars 32, as indicated in Figure 4. The pawls 30 have a bell crank portion 38 against which a spring 39 is disposed between said bell crank and the bar 32, maintaining the pawl in the position illustrated in Figure 3.

Referring to Figures 2, 3 and 4, when it is desired to advance the throttle of the motor, we

V will assume that the button 40 of the push button control switch 4! is pushed, energizing the solenoid 1 whose extended core will then move to the left as viewed in the drawings, rocking the pawl 30 into engagement with the teeth 28, as

indicated in Figure 4. Further movement of the core 42 will then pivot the bar 32 to this posit1on, also moving the ratchet wheel and the arm [4 in the direction of the arrow, pulling the throttle rod 5 to an advanced position. Each time this button is pushed the ratchet wheel will be moved the distance of one or more teeth, depending upon the adjustment of the stop screw 31. This adjustment may also compensate for wear.

Each time the ratchet wheel is moved it will be held in this position by the brake shoe 20, as above described. If it is found that the throttle has been advanced too far or it is desired to retard the same, we will assume the push button 43 is operated, energizing the solenoid 8, which will bring the pawl 31 into engagement with the teeth 29 reversing the direction of the ratchet wheel moving the throttle towards retarded position.

Referring to Figure 8, it will be noted that the teeth located on the ratchet wheels are off center relative to one another. This means when the solenoid 8 is operated the ratchet wheel will move back a half step on the first operation, this gives a fine throttle adjustment between the increased throttle and beginning to decrease the throttle, but it would only happen for one operation of the solenoid 8.

In the event it is desired to completely retard the throttle after it has been adjusted, the button 44 will be operated, energizing the solenoid 9. This will operate its core 45 in the direction of the arrow, Figure 5, against the arm 46B of the bell crank 46, which is pivotally mounted at 46A to the cross frame 23. This will raise the arm 41 of the bell crank together with its point 49 which operates within the opening .48- of the plunger 2 i, thereby raising the said plunger and releasing the brake shoe 29 from the ratchet Wheel l9 permitting the spring 50 to return the ratchet wheel to its retarded position as indicated in Figure 2. The spring 50 is secured to the crank 5|, which is fixedly secured to the shaft [0 at its one end and to the cross frame 23 at 52 at its opposite end.

A cut away portion 53 formed on the rim of the ratchel wheel engages the stop 50, limiting the movement in either direction of the ratchet wheel. The plunger 2] is permitted to be lowered engaging the brake face 20 with the ratchet wheel as soon as the solenoid 9 has been de-' magnetized, due to the'action of the spring not here shown, within the solenoid returning the core to the opposite direction of the'arrow, Figure 5.

What I claim is:

1. A speed control comprising a disk having teeth on it periphery, a frame, a lever pivoted in the frame, an L-shaped pawl pivoted on the lever to cooperate with the teeth to step by step rotate the disk in one direction, a spring for returning the lever to its normal position, a spring for holding the pawl in its normal position out of contact with the teeth, a solenoid positioned to first act against the L-shaped pawl to rock it in position to engage the teeth and thereafter rock the lever and pawl together to partially rotate the disk, an automatic brake for holding the disk in operated position, means for releasing the brake, and means for returning the disk to normal position when released by the brake.

2. A speed control comprising a disk having oppositely disposed teeth on its periphery, opposed frames, a lever pivoted to each frame, an L-shaped pawl pivoted to each lever, a spring engaging each lever to retain the pawls in normal position out of engagement with the teeth on the disk, a spring between each L-shaped lever and frame to hold the forward end of the pawls elevated in normal position, a solenoid adjacent each L-shaped pawl to first tilt the lever into teeth engaging position when one of the solenoids is operated and thereafter move the adjacent lever and rotate the disk in one of two positions, a brake for automatically holding the disk in set position, manual means for releasing the brake, and means for restoring the pawls and levers to normal position when the brake is released.

GUY A. NAWMAN.

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

UNITED STATES PATENTS