US2987152A - Auxiliary throttle control for single lever control - Google Patents

Description

June 6, 1961 J. F. MORSE 2,987,152

AUXILIARY THROTTLE CONTROL FOR SINGLE LEVER CONTROL Filed Sept. 8, 1958 4 Sheets-Sheet 1 I L FIG I l REVERSE FORWARD H REVERSE w THROTTLE Q 77@ $1M 55 l9 56 54 36 ,5 II I 77 37 v CABLE FULL FORWARD -77 a 27 THROTTLE I IO 3 75 i] I5 I FIG. 2 I I? 1 INVENTOR.

37 a? 7 JOHN F. MRSE gasgazaa/ M8 3 $8 5' ATTORNEYS J. F. MORSE June 6, 1961 AUXILIARY THROTTLE CONTROL FOR SINGLE LEVERCONTROL Filed Sept. 8 1958 4 Sheets-Sheet 2 E S R O M F N H 0 n ATTORNEYS June 6, 1961 J. F. MORSE 2,987,152

AUXILIARY THROTTLE CONTROL FOR SINGLE LEVER CONTROL,

Filed Sept. 8, 1958 4 Sheets-Sheet 3 FIG. 5

INVENTOR.

JOHN F. MO E BY &an W

ATTORNEYS J. F. MORSE June 6, 1961 AUXILIARY THROTTLE CONTROL FOR SINGLE LEVER CONTROL 4 Sheets-Sheet 4 Filed Sept. 8, 1958 JNVENTOR MOfiSE ATTORNEYS United States Patent 2,987,152 AUXILIARY THROTTLE CONTROL FOR SINGLE LEVER CONTROL John F. Morse, 21 Clinton St., Hudson, Ohio Filed Sept. 8, 1958, Ser. No. 759,809 8 Claims. (Cl. 192-.096)

The invention relates generally to single lever controls for marine engines, and more specifically to an improved single lever remote control for an outboard marine engine. This application is a continuation-inpart of my copending application Ser. No. 7 37,314, filed May 23, 1958, now Patent No. 2,884,l09.

Outboard marine engines must be designed for operation by inexperienced operators, and a single lever control for such engines is desirable because of its simplicity and ease of operation. A satisfactory single lever control has three basic functions to perform: (1) it must shift the engine to forward or reverse while moving through a shift range, without materially advancing the throttle; (2) it must open the throttle a desired amount when moved beyond the shift range in either direction through a throttle range; and (3) it should allow some opening of the throttle without shifting for starting and warming up the engine.

Outboard engines are frequently provided with interlocking devices to prevent excessive throttle opening in neutral or in entering the shift range but it is desirable to remove such devices when the engines are operated by remote single lever controls in order to minimize the loads on the control lever. When this is done positive means must be provided in the control to limit the throttle opening in neutral, and also in the reverse shift range since excessive speeds in reverse are dangerous as well as unnecessary.

It is an important object of the present invention to provide an improved single lever control for outboard engines which performs the foregoing basic functions, and which has novel means to limit the throttle opening in the neutral position of the lever.

Another object is to provide a self-containedcontrol unit of extremely thin construction and adapted to be easily paired with a like unit for controlling twin engines with one hand.

A further object is to provide a novel neutral throttle mechanism within the control unit for opening the throttle a predetermined limited amount in the neutral position of the control lever.

A still further object is to provide a novel interlock between the neutral throttle mechanism and the single lever control mechanism which permits full operation of the neutral throttle mechanism only when thecontrol lever is in neutral position, and which permits limited operation of the neutral throttle mechanism during the clutch shifting range of the control lever. Theseand'other objects are accomplished by the improvements comprising the present invention, preferred embodiments of which are shown by way of example in the accompanying drawings, and described in detail herein. Various modifications and changes in details of construction are comprehended Within the scope of the invention as set forth in the appended claims.

In the present invention the motion of the control lever is transmitted to the clutch and throttle of the engine by push-pull cables, and as the control lever moves through the shift range it moves the core of one cableineither direction to engage the clutch in forward or reverse, while movement 0f-the lever in either directioninto the throttle range moves the core of the other cable in one direction to advancethe. throttle. With the control lever in or near neutral-position a predetermined amount of throttle advance is accomplished by providing auxiliary means moving the casing of the throttle cable in the opposite direction to the normal throttle opening movement of the core.

Referring to the drawings:

FIG. 1 is a front elevation of one embodiment of the improved control unit with the control lever and neutral throttle mechanism in neutral position, various other positions of the control lever being shown in phantom lines.

FIG. 2 is a rear end elevation of two of the improved control units of opposite hand assembled as a pair for controlling twin engines and mounted in a boat.

FIG. 3 is an inside elevation of one of the units, parts being broken away and in section, with the control lever and neutral throttle mechanism in neutral position.

FIG. 4 is a plan sectional view of the unit shown in FIG. 3.

FIG. 5 is a fragmentary inside elevation similar to FIG. 3, showing the advanced position of the neutral throttle mechanism in full lines.

FIG. 6 is a vertical sectional line 6-6 of FIG. 3.

FIG. 7 is a schematic view illustrating the manner in which the neutral throttle mechanism advances the throttle a predetermined amount by applying a reverse movement to the casing of the throttle cable.

FIG. 8 is a view similar to FIG. 3 showing a modi-' fied embodiment of the neutral throttle mechanism with the control lever in neutral position.

FIG. 9 is a fragmentary view similar to FIG; 8, showing the neutral throttle advanced a limitedamount with out locking the clutch shifting arm.

The casing 10 has a closed front plate with a rearwardly extending peripheral flange 11 forming an' open rear side adapted to mate with a similar casing of q; posite hand in the manner shown in FIG. 2. The-operating shaft '17; extends laterally through the-forward end portion of the casing and is'journaled in a bearing bushing 13 therein. The outer portion 14 of shaft} squared and has the inner end plate 15 of the main single control lever 16 keyed thereon.- A thrust washer- 17 may be interposed between the plate 15and the casing 10, and the plate is held on the squared end of the view substantially on shaft by a washer 18 and screw 19} p H The inner end of shaft-12 has an interrupted orjin termittent gear plate 20 secured thereon, as by brazing or staking, and an offset throttle arm 21 is attached to the inner face of the gear plate by screws 22 andexten'ds forwardly therefrom at right angles to the upright neu tral position of the lever 16. 'The gear plate 20: in neutral position meshes with an" intermittent shiftin g ge'afr plate 23 mounted for rotationfon astud 24 extending into the casing.

As shown, the gear 23 is of a smaller pitch than gear 20, and in this embodiment is. designed so that a 30 movement of gear 20 in eitherdirection from-neutral will rotate the gear 23 through 45 in the opposite direction. However, the relative pitches of the two :gears may be changed as desired. A shifting arm 251is S6, curedto gear 23 ancl'extencls downwardly therefrom.- In order to minimize the overall thickness o'fth'e unit to better adapt it for mating with another u'n itofopZ-i posite hand, the shifting arm is made integral andco planar with the gear'23. a

When the gearlzll is rotated beyond the 30-'-'movement' in either direction, the gear segment as "gear llll becomes: unmeshed from the gear segment offgear 23, so thatthearm 25;remains at its 45 position on eith'er sidect -"lieu? tral. Howev en'one of the arcuate faces 26'0f gear--23 R. FA

3 rotatively engages the circular edge of gear 20 as it continues to rotate, so that the arm 25 is maintained in its 45 position. The arm- 25 is connected by a push-pull cable 27 to the usual shift lever or clutch lever C of an outboard engine, and the arm 21 is connected by a pushpull cable 28 to the throttle lever 29 (FIG. 7) of the engine. These cables are of the swivel-end type, in which the end of the cable casing is rigidly mounted on the control unit, and an extension of the cable swivels on the bracket to compensate for the arcuate motion of the shifting and throttle arms.

As shown, the outer end of shifting arm 25 has a swivel connection 30 with the end of a push rod 31 which telescopes within a sleeve 32 and is secured to the end of the core 33 of push-pull cable 27. The opposite end of the sleeve 32 has a swivel connection permitting limited swinging thereof in the front end of a mounting bushing 34 secured in a clip 35 anchored to the inner surface of the front casing plate by bolts 36. The rear end of the bushing 34 is swaged or otherwise secured to the casing or sheath 37 of cable 27. A rubber or neoprene covering 38 may be provided over cable sheath 37 as a moisture seal. Resilient sleeves 39 and 40 may be provided at the joint between the bushing 34 and sleeve 32, and around the forward end of the sleeve 32, respectively.

The outer end of throttle arm 21 has a swivel connection 41 with the end of a push rod 42 which telescopes within a sleeve 43 and is secured to the end of the core .44 of push-pull cable 28. Preferably, an extension rod 45 is provided between the push rod 42 and swivel connection 41 so that by removing the extension the arm 21 can be reversed or turned 180 for connection with a pull rod for operating the throttle, without changing the position of shaft 12.

The sleeve 43 has a swivel connection with the front end of a mounting bushing 46 which is identical with the mounting bushing 34 and the rear end of the bushing 46 is secured to the sheath 47 of cable 28 in the same manner as bushing 34 is secured to the sheath 37 of cable 27. Resilient sealing sleeves 39 and 40 are provided at the joints, in the same manner as in connecting cable 27.

The mounting bushing 46 is secured in a swiveling clip 50 which is swiveled on a pin 51 eccentrically mounted in a plate 52 which has a concentric shaft extension 53 journaled in the front plate of casing 10, and the shaft has a squared end on which an auxiliary throttle lever 54 is keyed. The lever 54 is held on the shaft by means of a screw 55 and a washer 56.

Preferably, the plate 52 is substantially circular. and I has two diametrically opposite detent notches 55A and 553. In the neutral position of the throttle arm 21, as shown in FIG. 3, the notches 55A, 55B and eccentric pin are aligned and in the plane of the push rod 42 connected to the throttle arm 21. The detent notch 55A receives a spring-biased ball 56 in the neutral position of the throttle arm, and the notch 55B is provided to receive the ball if a pull rod is used for a pull-open throttle, in

lever is moved out of neutral position, thus moving the notch 61 out of alignment with plunger 57, the auxiliary throttle lever 54 is locked in the idle position of FIG. 3 because the plunger cannot be extended to allow the ball 56 to ride out of detent notch A.

Preferably, the control lever 16 is yieldingly held in neutral position by a spring-biased ball 63 received in a detent notch 64 in the gear 20. As shown in FIG. 3, the casing 65 for the spring 66 is attached to the front plate of casing 10 by screws 6-7.

When the control lever 16 is rotated 30 from neutral in either direction with the lever 54 in the idle position of FIG. 3, the shifting arm actuates the clutch by moving the swivel connection 30 through 45 in the opposite direction to either of the phantom positions shown in FIG. 3. In this range the push rod 31 and core 33 to which it is connected moves the shifting lever of the engine to fully engage the clutch of the engine in forward or reverse. In this range 30 movement ofthe throttle arm 21 on its arc causes very slight displacement of the push rod 42 and cable core 44 because the arm 21 and push rod are swinging in the same general direction on different arcs. This slight displacement of the push rod is normally absorbed by the backlash in the cable and in the throttle linkage in the motor, without causing any advance of the throttle.

Further movement of the control lever beyond 30 into the forward or reverse throttle range swings arm 21 to actuate the throttle by causing suflicient displacement of the push rod 42 to progressively advance the throttle.

Referring to FIG. 7, with the lever 54 in its idle position, and the sheath of cable 28 secured at one end to the clip 50 on the control unit and at the other end to a clip 70 on the engine E, movement of the throttle lever beyond the shift range exerts sufficient displacement of push rod 42 to correspondingly displace the push rod 71 connected to the throttle lever 29 on the engine. If it is desired to advance the throttle of the engine sufliciently to start or warm up the engine without entering the shifting range, the control lever 16 is left in neutral as shown in FIG. 3, while the auxiliary lever 54 is moved forwardly toward the position of FIG. 5. As lever 54 is moved forwardly, the eccentric pin 51 is rotated by plate 52 forwardly and upwardly and carries with it the clip 50 and the mounting bracket 46 secured to the cable sheath 47, pulling the sheath forwardly.

As shown in FIG. 7, some slack is provided in cable 28 between the clip 50 and the first clip 72 secured to the cable two or three feet to the rear. Accordingly, when the cable sheath is pulled forwardly by the throttle lever 54the slack in the cable is partly taken up as indicated by the dotted lines, and since the core is held rigid which case the plate 52 is reversed as well as the throttle arm 21.

The ball 56 is yieldingly pressed against the plate 52 by a plunger 57 urged by a spring 58. The casing 59 for the spring and plunger may be secured to the inside of the casing 10 by screws 60. The forward end of the f plunger projects through the sleeve, and when the plate 52 is rotated and the ball rides out of the detent notch, the forward end of the plunger enters a notch 61 in the gear 23 in the neutral position of the control lever 16 as shown in FIG. 5.

Accordingly, in the position of FIG. 5, wherein the plate 52 has been rotated by turning the lever 54, the gear 23 is locked in neutral position, and the control lever 16 cannot be operated until the plate 52 is returned to the neutral position of FIG. 3 to retract the plunger.

frontthe notch 61in gear 23. Conversely, ifthe control;

at the forward end by push rod 42, a differential rearward movement of the core is exerted on the throttle lever 29 to advance the throttle.

- The'total amount the throttle can be advanced can be advanced by movement of the lever 54- can be predetermined by the amount of eccentricity of the pin 51, and this should be limited to a small percentage of full throttle opening to prevent excessive speeds of the engine in neutral. The forward movement of the lever 54 is limited by engagement of the flanged end of the lever with the housing flange 11 as indicated in FIGS. 2 and 3. If a pull-open type of throttle is used, the arm 21 and plate 52 are rotated through as previously described, and rotation of platei52 moves the eccentric pin 51 on' the forward side of the shaft 53. The relativeposition of lever 54 is kept the same by replacing it on the squared end of the rotated shaft 53. Forward movement of the lever 54 will, then rotate the. pin .51 downwardly and rearwardly, causing a rearward push on the cable sheath and adifierential pull onthe throttle lever. As shown in FIGS. 2,.,4. and .6, because of the arrange ment and construction of the various parts, and particularly the one-piece construction of the shifting gear 23 and arm 25, the thickness of the unit is greatly minimized so that a pair of units can be mounted back-toback for controlling twin engines. The handles 75 on the control levers 16 are turned towards each other so that they can be grasped and operated together with one hand, as seen in FIG. 2.

When two of the control units are placed back-toback, as in FIG. 2, they may be mounted on a mounting pad 76 in a boat indicated in phantom lines by mounting bolts 77.

Since excessive speed in reverse is not desirable, the reverse movement of control lever 16in the throttle range is limited by engagement of the handle 75 with the top of the casing 10, as indicated in FIG. 1.

The normal operation of the improved unit by means of the single lever control shifts the engine into forward or reverse and advances the throttle when the lever is moved beyond the shifting range in either direction. The novel auxiliary throttle mechanism shown in FIGS. 1-7 provides for a predetermined advance of the throttle while the single lever control is in neutral, and the interlocking mechanism prevents operation of the auxiliary throttle except when the control lever is in neutral position, and prevents operation of the control lever while the auxiliary throttle is being operated.

The embodiment of FIGS. 1-7 is fully disclosed and claimed in my copending application Ser. No. 737,314, n'ow Patent No. 2,884,109 of which this application is a continuation-impart.

The embodiment shown in FIGS. 8 and 9 differs primarily in that means is provided to allow a limited advance of the'auxiliary throttle, substantially less than the full amount shown in FIG. 5, without actuating the mechanism to interlock with the shifting gear plate 23. This permits shifting of the clutch with the engine op erating at a speed slightly above idling speed, but still not high enough to damage theclutch or shifting mech anism of the engine.

Consequently, with a rough operating or improperly adjusted engine, the engine may be operated above normal idling speed during shifting until it becomes properly warmed up, after which the auxiliary throttle may be returned to normal idling position. If the engine continues to idle improperly, the auxiliary throttle may be left at the limited advance position until suitable repairs or adjustments canbe made.

Referring to FIGS. 8 and 9 the substantially circular plate 152 has a detent notch 155A which receivesthe ball 56 in the neutral position of the throttle and clutch arms 21 and 25, the ball being urged into the notch by spring-biased plunger 57 the opposite end of which: is aligned with the notch 61 in gear 23 in neutral position. When the auxiliary throttle lever 54 is fully advanced 'to the phantom line position shown in FIG. 8, the ball rides on the outer periphery of plate 152 and moves the opposite end of the plunger 57 into the notch 61in. gear 23in the same manner as in the embodiment of FIGS. l-7.

In the plate 152, however, a peripheral portion of the plate is cut away adjoining detent notch 155A to form an arcuate portion ISSB extending from detent 155A to a similar detent notch 155C. The radial depth of arcuate portion 155B is such that the ball 56 will roll over its edge without projectingthe opposite end of the plunger 57. Hence the auxiliary lever 54 can befl 'moved to the limited aEivahcepos'ition shown in FIG. 9 without actuating the plunger to lock' the clutch shifting ge rzs. The cutaway portion 155B together with deteht'not ch'es 155A and 155C may accordingly be termed an elongated detent notch.

The detent notches 155A and 155C are quite shallow, as shown, to exert some frictional resistance to hold the auxiliary lever 54 in the low idle or limited advance 6 positions. However, with some types of engines it may be desirable to omit the shallow detent notch C and have the arcuate portion 155B extend continuously to the upper. shoulder connecting it to the outer circumference of plate 152. In such case, when theauxiliary lever 54 has been left at the limited advance position of FIG. 9 and the main throttle control is then operated, the normal reaction of the throttle arm push rod will cause the ball to roll over the arcuate portion 155B and return the :lever 54 to its low idle position of FIG. 8.

For a pull-open throttle, wherein the plate 52- is mounted in a position from that shown, the plate 152 would be provided with a cut-away arcuate portion similar to portion 155B and diametrically opposite thereto.

In the operation of the embodiment shown in FIGS. 8 and 9, if due toimproper adjustment or a cold engine, the engine does not warm up properly when the auxiliary throttle lever 54 is fully advanced with the main control lever in neutral, so that it willv not idle properly when the lever 54 is returned to normal low idling position, the lever may be positioned at the limited advance po? sition of FIG. 9 until the engine has warmed up or is properly adjusted.

At this limited advance position of lever 54, the main control lever 16 can be operated to shift the clutch into forward and reverse on required occasions without damaging the clutch or engine shifting mechanism. For example, in a conventional outboard motor arranged to idle normally at about 800 r.p.m., the speed at the full, advance position of lever 54 would be between 2,000 and 3,000 r.p.m., and the limited advance. position of FIG. 9 would be set to give speeds of about 1,200 to 1,800 r.p.m. At these speeds the clutch may be shifted without damage, as long as the shifting is not done. continuously over prolonged periods. Obviously, the limited advance position of the auxiliary throttle is for emergency purposes only, and continued shifting at this position would eventually wear out the clutch mechanism.

What is claimed is:

1-, In a single lever control unit for an outboard engine, said control unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotation only during the first portion of rotation of the throttle actuating arm, said arms adapted for connection to the cores of push-pull cables for completely opening and closing the throttle and operating the clutch of the engine, the improvement comprising auxiliary throttle mechanism comprising means movably mounting the throttle cable casing on said housing, means to move said mounting means in a direction substantially opposite to normal movement of the cable core. by said throttle actuating arm to advance the throttle a prede termined amount less than complete opening, and inter locking means to hold said clutch actuating arm in neutral position actuated by movementof said mounting means when opening the throttle an amount substantially less than said predetermined advance position.

2. In a single lever control unit for an outboard engine, said control. unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotation only during the first portion of rotation of the throttle actuating arm, said arms adapted for connection to the cores of push-pull cables for completely opening and closing the throttle and operating the clutch of the engine, the improvement comprising auxiliary throttle mechanism comprising means pivotally mounting the throttle cable casing on said housing, an auxiliary lever to move said pivot means in a direction substantially opposite to normal movement of the cable coreby saidith'rot'tle actuating arm to advance the throttle a predetermined amount less than complete opening, and interlocking means to hold said clutch actuating arm in neutral position actuated by movement of said pivot means when opening the throttle an amount substantially less than said predetermined amount.

7 3. In a single lever control unit for an outboard engine, said control unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotation only duringthe first portion of rotation of the throttle actuating arm, said arms adapted for connection to the cores of push-pull cables for completely opening and closing the throttle and operating the clutch of the engine, the improvement comprising auxiliary throttle mechanism comprising a plate rotatably mounted on said housing, means pivotally mounting the throttle cable casing eccentrically on said plate, an auxil- -iarylever to rotate said plate for moving said cable casing in a direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount less than complete opening, and interlocking means to hold said clutch actuating arm in neutral position actuated by rotation of said plate when opening the throttle an amount substantially less than said predetermined advance position.

' 4. In a single lever control unit for an outboard engine, said control unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotation only during the first portion of rotation of the throttle actuating arm, said arms adapted for connection to the cores of push-pull cables for completely opening and closing the throttle and operating the clutch of the engine, the improvement comprising auxiliary throttle mechanism comprising a plate rotatably mounted on said housing, means pivotally mounting the throttle casing eccentrically on said plate, an auxiliary lever to rotate said plate for moving said cable casing in a direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount less than complete opening, detent means yieldingly holding said plate stationary and having an interlocking element to engage said clutch actuating arm in neutral position, and said plate having an elongated notch receiving said detent means whereby said plate may be rotated to advance the throttle an amount less than said predetermined amount before actuating the interlocking element.

5. In a single lever control unit for an outboard engine, said control unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotationonly during the first portion of rotation of the throttle actuating arm, said arms adapted for connection to the cores of. push-pull cables for completely opening and closing the throttle and'opcrating the clutch of the engine, the improvement-comprising auxiliary throttle mechanism comprising a plate rotatably mounted on said housing and having a detent notch, detent means normally engaged in said notch to yieldingly hold said plate stationary and having an interlocking element to engage said clutch actuating arm in neutral position, means pivotally mounting said throttle cable casing eccentrically on said plate, an auxiliary lever to rotate said plate for moving'said cable casing in a direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount less than complete opening,-and said plate having an arcuate cut-away pore tion adjoining said detent notch, whereby said plate may be rotated to advance the throttle an amount less than said predetermined amount before actuating the interlocking element to engage the clutch actuating arm.

6. In a single lever control unit for an outboard engine, said control unit having a housing, a throttle actuating arm and a clutch actuating arm operatively connected thereto for rotation only during the first portion of rotation of the throttle actuating arm, said arms adapted insane "for shifting the clutch only during the first portion of 'forconnection to the cores of push-pull cables for completely opening and closing the throttle and operating the clutch of the engine, the improvement comprising auxiliary throttle mechanism comprising a plate rotatably mounted on said housing and having a detent notch, a detent normally engaged in said notch, a spring-biased plunger yieldingly holding said detent in said notch, said clutch actuating arm having a notch to receive the opposite end of the plunger when said arm is in neutral position for locking the arm, means pivotally mounting said throttle cable casing eccentrically on said plate, an auxiliary lever to rotate said plate for moving said cable casing in a direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount less than complete opening, and said plate having an arcuate cut-away portion adjoining said detent notch, whereby said plate may be rotated to advance the throttle an amount less than said predetermined amount before actuating the plunger to engage the notch in the clutch actuating arm.

7. In a single lever control -for an outboard engine, said control unit having a housing, a throttle actuating arm operated'by the single lever and a clutch actuating arm operatively connected to said throttle actuating arm rotation of the throttle actuating arm, said arms adapted for connection to the cores of push-pull cables for operating the clutch and completely opening and closing the throttle of the engine, the improvement comprising auxiliary throttle mechanism having means movably mounting the throttle cable casing on said housing, an auxiliary lever to move'said mounting means in a direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount less than complete opening, and interlocking means connected to said mounting means for preventing advance of said throttle beyond said predetermined amount by movement of said throttle actuating arm. 8. In a single lever control for an outboard engine, said control unit having a housing, a throttle actuating arm operated by the single lever and a clutch actuating arm operatively connected to said throttle actuating arm for shifting the clutch only during the first portion of rotation of'thethrottle actuating arm, said arms adapted for connection to the cores of push-pull cables for operating the clutchand completely opening and closing the throttle of the engine, the improvement comprising auxiliary throttle mechanism having means movably mounting the throttle cable casing on said housing, means to move said mounting means ina direction substantially opposite to normal movement of the cable core by said throttle actuating arm to advance the throttle a predetermined amount le'ssfthan complete opening, and interlocking means connected to said mounting means to restrain said throttle actuating arm, said interlocking means actuated by movement of said mounting means to open the throt -tle an amount substantially less than said predetermined advance position.

References Cited in the file of this patent UNITED STATES PATENTS 2,350,505 N Haigh June 6, 1944 12,430,083 McMillan Aug. 23, 1949 2 ,716,474 Panish Aug. so, 1955 2,759,578 Manzolillo Aug. 21, 1956 Schroeder Jan. 6, 1959

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