US2851899A - Motorboat engine control means - Google Patents

Description

Sept. 16, 1958 J. G. lNGREs MOTORBOAT ENGINE CONTROL MEANS Filed Jan. 13. 1953 2 Sheets-Sheet 1 ll- V6 77o ,25x/rese Eve/e T THEOTTLE 8 Q 50 74 77 LE VER 34 THROTTLE E r/Ees /0/ ZEVEQSE LEI/Ef? 1N VENTOR ,ASA/w07 6. /NG/EES ATTORNEY sePf- 16. 1958 J. G. INGREs 2,851,899

MoToRBoAT ENGINE CONTROL MEANS Filed Jan. 13. 1953 2 Sheets-Sheet 2 7287 ige/(E l N VENTOR JEAN/vor 6. #va/255 Y Egg/v '@TQORNEY United States Patent Q MOTORBOAT ENGINE CONTRGL MEANS Jeannot G. Ingres, Dearborn, Mich., assigner to Automatic Shifters, Inc., Richmond, Va., a corporation of Virginia Application January 13, 1953, Serial No. 331,008

7 Claims. (Cl. 74--472) This invention relates to motorboat engine control means, and more particularly to the controlling of the throttles of twin motorboat engines during the operation of the reverse levers thereof.

Twin screw motorboats, cruisers, and the like are pro vided with one engine for each propeller, and each engine is provided with its own reverse gear. Of course, each engine is a complete power plant in itself, being provided with the usual carburetor and the throttle levers therefor conventionally arranged adjacent an instrument panel. When both propeller screws are driving the boat forwardly, the two reverse levers are left in forward position, and the operators hands are free to control the throttle levers of the two engines, the speed of the engines usually being synchronized by operation of the throttle levers in accordance with tachometer operations as viewed on the instrument panel.

When a motor boat of this type is being turned under conditions in which it is not sutliciently responsive to rudder control, for example when backing out of a dock and turning outwardly therefrom, the operator usually maneuvers the boat by operation of the regular reverse levers, one of the levers being placed in reverse position to cooperate with the forwardly turning other propeller to provide for a sharp turning of the boat. The maneuvering of the two reverse levers requires the use of both hands ofthe operator, and when so maneuvering the boat, it is the common practice arbitrarily to set the throttle levers at a given relatively low speed position and the throttle levers cannot be controlled by the operato-r while he is maneuvering the reverse levers.

An important object of the present invention is to provide a novel type of throttle control mechanism for a motorboat engine, wherein the throttle of the engine may be opened in conjunction with the operation of a reverse lever by manipulation of a manual control handle arranged in close proximity to the reverse lever.

A further object is to provide novel control means for the throttles of the respective motors of a twin screw boat having reverse gears operable by reverse levers, wherein the throttle control means for each motor is arranged in close proximity to and operable simultaneously with the associated reverse gear, to permit the operator to accelerate the speed of operation of either or both motors without releasing his hands from the reverse gears.

A further object is to provide such a mechanism wherein the throttle of either motor may be opened to accelerate the associated motor regardless of the positions of the associated conventional throttle control levers.

A further object is to provide such a mechanism having conventional throttle control levers for the respective motors connected by motion transmitting mechanisms to control the throttles, and to provide in each motion transmitting mechanism a device operable independently of the throttle control lever for accelerating the speed of either engine.

A further object is to provide such a mechanism wherein the devices for controlling the engine throttles independently of the throttle levers each comprises a control handle adjacent one of the reverse levers and operable by hand of the operator grasping such lever while maintaining it in any desired position.

@ther objects and advantages of the invention will become apparent during the course of the following description.

ln the drawings l have shown two embodiments of the invention. In this showing:

Figure l is a plan View of a motorboat twin screw power plant showing the two engines and associated elements;

Figure 2 is a face view of a conventional control panel for such power plant showing the auxiliary control devices associated therewith;

Figure 3 is an enlarged fragmentary side elevation of the means for transmitting motion to the throttle of one of the engines and associated elements, an electrical diagram for a solenoid control valve being shown;

Figure 4 is a plan view of the same, 4omitting the control valve means, parts being shown in section;

Figure 5 is a detail sectional View on line 5 5 of Figure 3, parts being shown in elevation, and indicating the connection of one of the throttle levers to the means for operating such lever; and

Figure 6 is a view generally similar to Figure 4, showing a modified type of means operable as au auxiliary device for moving one of the engine throttles.

Referring to Figure l, the numerals 1o and 1l indicate as a whole a pair of motorboat engines for respectively driving the twin screws of a boat. Each engine, through a reverse gear 12, drives a conventional propeller shaft 12. Each reverse gear has the usual rock shaft 13 to which is connected a crank 14 movable back and forth in the usual manner between forward and reverse gear positions. To operate the cranks, motion transmitting means 15 is shown as being connected to each crank, and this motion transmitting means is operable through the medium of the usual reverse lever 16 (Figure 2).

Each reverse lever is preferably arranged at one end of a control panel il? of any desired type having the usual voltmeter, ammeter, tachometer, etc. for each of the engines. The control panel is carried by a conventional housing 18, and into this housing project rock shafts 19 carrying the respective reverse levers 16 and to which the motion transmitting means l5 for the reverse gear cranks are connected in a conventional manner. The housing 13 has associated therewith a pair of throttle levers 22, shown in the present instance as being supported above the housing 18, and the throttle levers are operable as described for controlling the respective carburetors 24 (Figure l) of the engines l0, these carburetors supplying explosive mixtures through the conventional manifolds 23 to the cylinders of the engines lll and lli.

Each carburetor 2d is provided with a conventional throttle valve (not shown) mounted on a throttle shaft 2.5 to which is connected the lower end of a lever 26 the upper end 27 of which is offset, as shown in Figure 5, away from the carburetor 24. The upper end 27 of each lever 26 extends into a yoke indicated as a whole by the numeral 2S and having arms 29 connected by a head 30 at one end, the other ends of the arms 29 being turned outwardly to form attaching feet 3i for a purpose to be described.

A rigid tube 3d is connected to the yoke head 30, as at 35, and has one end thereof rigidly connected, as at 36, to an operating shaft 37. This shaft may be flexible and operable in a flexible housing 3S, and the other end.

of each shaft 37 is connected, as at 39, to one of the throttle levers 22. Movement of either throttle lever, through its shaft 37 and yoke 28, imparts movement to one of the throttle operating levers 26, as further described below.

As shown in Figure 3, each yoke arm 29 is slotted longitudinally as at 42, and a pin 43 extends through these slots. The pin 43 is pivotally connected to the upper end ofthe associated lever arm 27 and, as will become apparent below, the pin 43 of each throttle operating unit is normally arranged in the upper ends of the slots 42, which position is shown in Figure 3. Each pin 43 is biased to such position by a return spring 45, connected to the associated lever arm 27 to bias the corresponding throttle to idling position. It will be obvious that any movement of the flexible shaft 37 to the right in Figures 3 and 4 will move the pin 43 in the same direction to rock the shaft clockwise to open the associated throttle.

It further will be apparent that the pin 43 of each throttle operating unit is movable downwardly and to the right in Figure 3, independently of the yoke 28, to similarly rock the associated throttle shaft 25, and means are provided for effecting such movement of the pin 43. Referring to Figures 3 and 4, the numeral 50 indicates as a whole a small fluid pressure motor comprising casing sections 51 and 52 having a flexible diaphragm 53 clamped therebetween, as clearly shown at the bottom of Figure 4. The attaching feet 31 of the yoke 28 are secured as at 54 to the casing section 52.

An operating arm 56 is associated with each throttle operating unit and has its body portion extending into the associated yoke 28 and pivotally connected at its upper end to the pin 43, as shown in Figure 4. The right-hand end of the member 56 is bent laterally and riveted or otherwise connected, as at 57, to the diaphragm 53, the member 56 projecting through an opening 58 extending axially through the casing section 52.

The diaphragm 53 divides the motor into a pair of chambers 59 and 60, the former of which is in fixed communication with the atmosphere through the opening 58. The casing section 51 carries a sleeve 62 xed thereto axially thereof, and a union 63, carried by the sleeve 62, connects thereto a pipe 64 opening into the chamber 60. A spring 65 projects into the sleeve 62 and has one end engaging the union 63 and its opposite end engaging a spring seat 66 connected to the diaphragm 53 by the rivet 57. The spring 65 obviously tends to hold the diaphragm 53 in the normal position shown in Figure 4. The pipe 64 is threaded in the union 63 and is held in adjusted positions by a lock nut 63.

Referring to Figure 3, numeral 70 designates a valve housing having a central pocket 71 in which is arranged a resilient valve 72 carried by the lower end of a stem forming part of the armature 73 of a solenoid 74. This solenoid includes a coil 75 one terminal of which is grounded as at 76. The other terminal of the solenoid is connected by a wire 77 to a switch diagrammatically indicated at 78 and further referred to below as to its association with other parts of the mechanism. The switch 78 is connected to one terminal of a source 79 the other terminal of which is grounded as at 80.

The pocket 71 communicates through a port 84 with a chamber 85 in fixed communication with the atmosphere through a port 86. The pocket 71 is also adapted to communicate with a port 87, and the ports 84 and 87 are provided at their adjacent ends respectively with valve seats 88 and S9. The port 87 is connected by a pipe 90 with the associated intake manifold 23 (Figures l and 3).

The pipe 64 which communicates with the motor chamber 60, as stated, is connected at its outer end to a flexible pipe 95 leading, as diagrammatically shown in Figure 3, to a .port or passage 96 communicating with the .pocket or chamber 71. When the valve 72 is in the 4 normal position shown in Figure 3, the motor chamber 60 will communicate with the atmosphere through the pipe 95, port 96, chamber 71, port 84, chamber 85, and port 86. When the solenoid 74 is energized, the valve 72 moves upwardly to close the atmospheric port 84 and open the vacuum port 87, whereupon the motor chamber 60 will be connected with the intake manifold of its associated engine to energize the motor 50, pull downwardly on the connecting member 56, and thus open the associated engine throttle, as further described below.

Figures 3 and 4 illustrate the operating means associated with the throttle control mechanism for each motor. Each switch 78 is mounted in a housing 100 (Figure 2) carried by the associated reverse lever 16, and each switch is provided with an operating finger 101 adjacent the handle 102 of the associated reverse lever. Thus, while grasping either handle 102, the operating finger 101 of the associated switch may be moved to energize the associated solenoid 74.

The means described for effecting movement of each pin 43 independently of the associated throttle lever 22 is highly effective, and very little current is required for the operation of the solenoids 74. In place of the vacuum motor 50 for each throttle control mechanism, a solenoid 105 (Figure 6) may be employed, such solenoid having an armature 106 connected to the associated connecting member 56. The circuit for each solenoid 105 will be the same as in Figure 3, and upon a closing movement of either switch 78, one solenoid 10S will be energized to move the connecting member 56 in the same manner that this is done bythe vacuum motor in the form of the invention shown above. The solenoid 105 is not preferred since it must be substantially heavier than the solenoids 74 and will constitute a greater drain on the battery or batteries of the boat.

Operation It will be apparent that the throttle levers 22 are arranged in close proximity to each other to facilitate their simultaneous operation; and in the straight-away driving of the boat, these levers will be arranged in a position to drive both motors at the same speed as indicated by the engine tachometers on the instrument panel. As indicated in Figure 4, the throttle levers referred to are connected to the exible shaft 37 or other motion transmitting means to transmit movement to either or both yokes 28 to operate the lever 27 and turn the throttle shaft 25. The uid pressure motor of each throttle control unit is fixed to the yoke 28 of such unit and moves bodily therewith, this movement being permitted by the flexible pipe connection in each case. It will be apparent that the biasing spring 45 (Figure 3) of each throttle unit keeps the pin 43 in the upper end of the slot 42 to tend to maintain the throttle levers in idling position. These levers are provided with the conventional friction or detent means for holding them in any position in which they are placed. Any movement of the throttle levers to open the throttles moves the yokes 28 and pins 43 downwardly as viewed in Figure 3, and upon movement of the throttle levers in the opposite direction, the return springs 45 cause the pins 43 to follow such movement. The engine throttles are thus controllable by the throttle levers independently of the fluid pressure motor 50.

Assuming that the boat is to be maneuvered to turn it, such operation is facilitated by the controlling of the twin engines in accordance with conventional practice. It is one of the advantages of a twin screw boat that steering in close quarters at low speeds can be readily practiced by placing one motor in forward gear and the other in reverse. The present invention is intended greatly to facilitate such maneuvering. v

It is the common practice under the conditions referred to, to `set the throttle levers for somewhat above idling engine speeds and then to control the motors by grasping the handles 102 of the reverse gear levers. Manipulating these levers requires both hands, and the operator cannot control engine speeds in conventional mechanism while manipulating the reverse levers. As stated, the throttles are opened beyond idling speeds, but conventionally are not opened to a substantial extent, since the speeding up of the engines puts a great strain on the reverse gears as the latter are moved back 4and forth between their forward or reverse and neutral positions.

In the present apparatus both throttles may be left in idling position, or in slightly above idling position, and both throttles may be operated with easy facility without the operators having to release his hands from the reverse levers. For example, with the engines both idling, the operator `may push forwardly on the left-hand reverse lever in Figure 2 and pull rearwardly on the other reverse lever. Then, without touching the throttle levers, the operator may speed up either or both of the engines merely by operating one or both of the switch fingers 101. This operation may be performed without releasing either hand from the reverse lever, merely `by hooking one nger around each switch finger 101. The switches 78 (Figure 3) may be of any desired type and will be biased to open position to be moved to closed position upon operation of the corresponding switch linger 101.

Assuming that the engine Whose throttle control mechanism is illustrated in Figures 3 and 4 is to be accelerated, the closing of the switch 78 will energize the solenoid 74, thus moving the valve 72 from the normal position shown in Figure 3, to the other position, closing the air port 84, and opening the vacuum port 87. The motor chamber 60 (Figure 4) then will be connected to the intake manifold and the diaphragm 53 will be moved to the right and motion will be transmitted through the arm S6 to the pin 43 to pull downwardly and to the right on the lever 27 (Figure 3), and this operation takes place independently f the throttle lever without changing the position thereof. The movement of the lever 27 under such conditions will be limited by the length of the slot 42 or by the throw of the diaphragm 53 in accordance with the adjustment of the pipe 64, whichever distance is smaller.

As stated, the power movement of the lever 27 takes place independently of the associated throttle lever, and this is true with respect to any given setting of the lever. However, the throttle of either engine may be opened wider to the same extent, regardless of the -setting of either throttle lever, since the beginning of the power movement of the pin 43 -will take place from the position of the pin 43 predetermined in accordance with the setting of the associated throttle lever.

When the maneuvering of the boat has been completed, or it is desired for any other reason to return either throttle to 'a setting corresponding to the setting of its throttle lever, the switch linger 101 merely will be released to de-energize the solenoid 74, whereupon the valve 72 will drop to its normal position to open the motor chamber 60 to the atmosphere. The spring 65 will then return the diaphragm 53, yoke 28, arm 56, and pin 43 to their previous position, with the pin 43 in the upper end of the slot 42, wherever such end of the slot will have been positioned in accordance with the manual setting of the corresponding throttle lever.

In the form of the invention shown in Figure 6, the operations are carried out in exactly the same manner, the only difference vbeing that the power means for operating the arm 56 will be the solenoid 105, movement of the armature 106 of which will pull the arm 56 to advance the throttle of either engine. The structure in Figure 5 is substantially simpler, but its use is not recommended Where substantial maneuvering of the boat customarily takes place, since the current drain on the battery is greater where a solenoid is depended upon to move the 6 throttle than is true as in Figure 3, where a solenoid is depended upon merely to move a light valve.

With either form of the invention, a switch linger is arranged `adjacent the reverse lever `and movable to energize a power means for advancing the throttle of an engine regardless of the setting of the throttle lever. In either case, the throttle lever will remain in its manually adjusted position, and the present device will function to advance the throttle a predetermined angular turning movement, regardless of the position from which such operation starts, the starting position being determined in accordance with the setting of the manually operable throttle levers. The invention greatly facilitates the handling and controlling of the engines of the boat, and particularly with respect to twin screw boats wherein the propellers are driven from separate engines, `which it is highly desirable to control in the operation of the two screws for maneuvering the boat.

I claim:

l. A throttle control mechanism for internal combustion engines comprising a throttle controlling member having a normal throttle idling position and movable in a given direction from such position to accelerate the engine, means biasing said member towards such normal position, a -manually operable throttle control lever, motion transmitting connections between said lever and said member, said motion transmitting connections comprising an element movable by said lever and provided with a slot, and a pin carried by said member and operable in said slot, said biasing means urging said pin to one end of said slot to be normally movable by said element upon movement `of said lever, and means carried by said motion transmitting connections for transmitting movement to said pin independently of said element to move said member in said direction.

2. A mechanism constructed in 'accordance with claim l vwherein the means for moving said pin comprises a power device having mechanical connection with said pin, and manually operable means for controlling energization of said power device.

3. A mechanism constructed in accordance with claim 1 wherein the means for moving said pin comprises a differential fluid pressure operated motor having a pressure movable member connected to said pin, and a manually controllable valve lmechanism for energizing said motor.

4. A mechanism constructed in accordance with claim l wherein the means for moving said pin comprises a diierential uid pressure operated motor having a pressure 'movable member connected to said pin, said motor having pressure chambers on opposite sides of said pressure movable member, one chamber being a constant pressure chamber and the other being a variable pressure chamber, a valve biased to a position connecting said other chamber to the atmosphere and movable to an operative position to disconnect said other chamber from the atmosphere and connect it to a source of pressure differential, and a solenoid connected to said valve and energizable to move it to said operative position.

5. The mechanism constructed in accordance with claim 1 wherein the means for moving said pin comprises a solenoid having an armature mechanically connected to said pin, and means comprising a switch for energizing said solenoid.

6. A control mechanism for an internal combustion engine having a throttle controlling member, a reverse gear, and means comprising a lever for shifting said reverse gear, a manually operable throttle lever remote from said reverse gear lever, motion transmitting connections between said throttle lever and said member, means biasing said member toward a normal throttle idling position, a fluid pressure operated motor carried by said motion transmitting connections between said throttle lever and said member and having a pressure movable element mechanically connected to said member, a valve mechanism for controlling said motor, said valve mechanism comprising a valve movable between a normal position balancing pressures in said motor and an operative position establishing pressure differentials in said motor, a solenoid energizable for moving said valve to said operative position, a manually operable element arranged in proximity to said reverse gear lever and operably simultaneously therewith, and means for energizing said solenoid comprising a switch operable by said manually operable element.

7. A control mechanism for an internal combustion engine having a throttle controlling member, a reverse gear, and means comprising a lever for shifting said reverse gear, a manually operable throttle lever remote from said reverse gear lever, motion transmitting connections between said throttle lever and said member, means biasing said member toward a normal throttle idling position, a solenoid carried by said motion transmitting References Cited in the le of thisY patent UNITED STATES PATENTS 1,508,418 Stewart Sept. 16, 1924 1,553,319 Lardner a Sept. 15, 1925 1,815,772 Gray a July 21, 1931 1,925,000 'Mullins a Aug. 2,9, 1933 2,106,607 Kelley f m.... r v Jan. 25, 1938 2,593,170 Morse Apr. 15, 1952 2,617,311 Miller Nov. 11, 1952 2,618,235 Clark Nov. 18, 1952

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