JPH0221314A - Engine control device - Google Patents

Abstract

PURPOSE:To facilitate the operation of a grip part and to realize a compact internal structure of a brake mechanism by positioning the grip part of a brake operator at the rotational center of a hand lever. CONSTITUTION:A clamp member 41 moves toward a brake plate 39 when a brake operator 52 is turned in the clamping direction. Thus the frictional force is produced between the member 41 and the plate 39 or between a brake pad and the plate 39. Then the plate 39 is fixed at the side of a housing 11, and the member 41 and the brake pad are fixed at the side of a drive shaft 16. Thus the member 41 and the brake pad turn relatively to each other while producing the frictional force to the plate 39. Therefore a hand lever 26 can be held at a prescribed rotational position by the frictional force. Furthermore the proper damping force is obtained for the rotary operation of the lever 26 when the clamping force of the operator 52 is controlled. As a result, the braking operation is facilitated to stop the return of the lever 26 and at the same time, a compact internal structure is attained for a brake mechanism.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine control device used, for example, to control the engine of a small ship or remotely control the actuator of an industrial vehicle.

[Prior Art] A control device for controlling the throttle and shift of a small marine engine includes a throttle hand lever 1 and a shift hand lever 2, as shown in FIG. There is. Each lever 1.2 is rotatably attached around the same axis (around the X axis). /-% There is one lever 1 inside the Ujifugu 3.
A mechanism for transmitting the rotational motion of the other lever 2 to the throttle cable 4 and a mechanism for transmitting the rotational motion of the other lever 2 to the shift cable 5 are built in. The throttle cable 4 is connected to a throttle mechanism of the engine, and the shift cable 5 is connected to a shift mechanism that can switch between forward and reverse movement.

When the throttle lever 1 is rotated around the X-axis, the throttle cable 4 is pressed or pressed, thereby controlling the opening degree of the throttle valve. The throttle mechanism is equipped with a return spring that biases the throttle valve in the closing direction, so when you release your hand from throttle lever 1, the reaction force of the return spring causes lever 1 to return to its initial position (idling position). return.

The lever 1 is also used to warm up the engine, but a mechanism is required to prevent the lever 1 from returning during warm-up. Therefore, in conventional devices of this type,
For example, a brake mechanism is built into the base of the lever 1, and the brake mechanism is operated by rotating the lever 1 around the y-axis. Such a brake mechanism is disclosed in, for example, Japanese Utility Model Publication No. 5G-38572 and Japanese Utility Model Publication No. 5G-38572.
It can also be found in Publication No. 8-42725, Publication of Utility Model Publication No. 55-50733, etc.

[Problems to be Solved by the Invention] As described above, in the structure in which the throttle lever 1 is manually rotated around the y-axis, it is difficult to rotate the lever 1 around the y-axis if the distance between the levers 1 and 2 is narrow. . For this reason, the distance between the levers 1.2 must be widened, but if the distance between the levers 1 and 2 becomes too large, it becomes difficult to operate the two levers 1.2 at the same time with one hand. Also,
The degree of freedom in designing the lever structure etc. is severely restricted.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an engine control device in which the detent brake of a hand lever can be easily operated and the brake can be operated by an operator independent of the hand lever. Yet another object of the present invention is to provide a large brake friction force even if the torque applied to the operator is small.

[Means for Solving the Problems] In order to achieve the above object, the present invention includes a housing, a hand lever rotatably attached to the housing, and a hand lever provided at the center of rotation of the hand lever. A drive shaft that rotates together with the lever, a brake plate that is non-rotatable within the housing, and a clamp member that is movable in the axial direction with respect to the drive shaft and non-rotatable relative to the drive shaft. Then, by inserting a shaft portion that is inserted into an axial hole provided in the rotational center portion of the drive shaft, and by screwing the tip of this shaft portion into the clamp member and preventing rotation of this shaft portion, the above-mentioned A brake operator that can move the clamp member toward and away from the brake plate is installed.

Further, in order to increase the brake friction force, in the present invention, two or more brake plates as described in 1. It was made to be in contact with (l'-).

[Operation] In the control device with the above configuration, when the brake operator is rotated in the tightening direction, the clamp member moves toward the brake plate, so the clamp member moves toward the brake plate, or between the clamp member and the brake plate, etc. A frictional force is generated. The brake plate is fixed to the housing side, and the clamp member and brake plate ζ and throat are fixed to the drive shaft side, so that they rotate relative to the brake plate while creating friction, so the above frictional force is This allows the 11-drive lever to be held in a predetermined rotational position.

Furthermore, by adjusting the tightening force of the brake operator, an appropriate braking force can be applied when rotating the hand lever.

[Example] Below, the first example of the present invention will be described in Figures 1 to 11.
This will be explained with reference to the figures.

The housing 11 of the engine control device 10 shown in FIG. 1 is made of metal such as aluminum alloy,
A pair of left and right bearing holes 12 and 13 are formed on the same axis at the upper side of the housing 11 in the drawing. A sliding bearing member 14.15 is provided on the inner peripheral surface side of the hole 12.13, and this bearing member 14.15 allows the throttle drive shaft 16 and the shift drive shaft 17 to rotate freely around the X axis. Supported. Drive shirt 1-16.17 is 1-1 so that it does not fall out from hole 12.13.
1 - It is restrained in the axial direction by the ferrules 18 and 19. The drive shaft 16.17 is made of metal such as aluminum alloy or synthetic resin, and has a through hole 21.22 in its center. Further, lever mounting portions 23 and 24 made of serrations, splines, etc. are provided on one end surface side of each drive shaft 16 and 17 (the portion protruding to the outside of the housing 11).

Lever attachment part 23 of throttle drive shaft 16
The base of a throttle lever 26 is fitted into the slot, and is fixed with a washer 27 and a screw 28.

In this illustrated example, the throttle hand lever 26 is the fourth
It can be rotated from the initial position (idling position) shown in the figure in the throttle opening direction shown in FIG.

In addition, remove the screw 28 and washer 27 and remove the lever mounting part 23.
The idling position of the hand lever 26 can be changed by changing the angle at which the hand lever 26 is attached to the vehicle.

As shown in FIGS. 3 to 5, arms 30 and 31 are integrally provided on both sides of the throttle drive shaft 16, and depending on the type of throttle drive, either one of these arms 30 or 31 can be used. A throttle cable 33 is connected to via a connecting member 32. The other end of the cable 33 is connected to a throttle lever 36 of a diesel engine 35, as illustrated in FIG.

As shown in FIG. 3, a first brake pad 38, a brake plate 39, and a second brake pad 40 are provided on the end surface side of the throttle drive shaft 16.
The clamp members 41 are overlapped with each other in the thickness direction. A first locking portion 4 bent into an L shape is provided at one end of the ring-shaped metal brake plate 39.
2, and a straight second locking portion 43 is provided on the other end side. These locking portions 42 and 43 are fitted into engaging portions 45 and 46 provided on the inner surface of the nozzle housing 11. Therefore, the brake plate 39 is
1, movement in the rotational direction is blocked, but movement in the X-axis direction is possible to some extent.

The ring-shaped brake pads 38 and 40 are made of a material that has a large friction coefficient and is hard to wear in order to enhance the braking effect of the drive shaft 16 and clamp member 41 against the brake plate 39, but may be omitted in some cases. good.

The clamp member 41 is made of metal and rotates together with the drive shaft 16, and is provided with a non-circular boss portion 47. By fitting into the four parts 48 provided on the drive shaft 16, the boss part 47 is movable in the axial direction with respect to the drive shaft 16, but relative rotation around the axis is prevented. The end face of the clamp member 41 is formed with four parts 49 that fit into protrusions 91 of an interlock mechanism 85, which will be described later, when the lever 26 is at the initial position (idling position). A female thread 50 is provided at the center of the clamp member 41 .

The brake operator 52 consists of a shaft portion 53 and a grip portion 54. The grip part 54 has a short cylindrical shape so that it can be easily grasped by hand, and has serration-like uneven parts on its outer periphery to prevent slipping.

The lever side portion 54a of the grip portion 54 is
It enters into a recess 55 provided in 6 and abuts against the washer 27. The shaft portion 53 of the brake operator 52 passes through the through hole 21 of the drive shaft 16 and projects toward the clamp member 41 side. A bearing member 56 is interposed between the through hole 21 and the shaft portion 53 to improve sliding.

A male thread 58 is provided at the tip of the shaft portion 53, and this male thread 58 is screwed into the female thread 50 of the clamp member 41. Therefore, when the shaft portion 53 is rotated clockwise, a thrust is generated that pulls the clamp member 41 toward the brake plate 39, and conversely, when the shaft portion 53 is rotated counterclockwise, the clamp member 41 is pulled toward the brake plate 39. 3
This generates a thrust force in the direction away from 9. As shown in FIG.
are fixed with screws 60. This stopper 59
restricts the movement stroke of the shaft portion 53 so that the shaft portion 53 does not spiral further than necessary with respect to the clamp member 41 when the shaft portion 53 is rotated counterclockwise (loosening direction).

On the other hand, the lever mounting portion 2 of the shift drive shaft 17
4 is fitted with the base of a hand lever 62 for shifting, and is fixed with a washer 63 and a screw 64. This lever 62 can rotate from a neutral position N shown in FIG. 2 to a forward position F and a reverse position R.

As shown in FIGS. 6 and 7, the shift drive shaft 17 is integrally equipped with a pair of left and right arms 65 and 66, and a connecting member 67 is attached to one of the arms 65 and 66 depending on the shift drive type. Via the shift cable 6
8 is connected. The other end of the shift cable 68 is connected to a shift lever 69 of the engine 35.

Four arcuate portions 71, 72, and 73 are provided at three locations on the top side of the drive shaft 17 in the drawing.

As shown in FIG. 1, a roller or ball-shaped stop member 74 is provided at the upper part of the housing 11 and is selectively fitted into one of the four parts 71, 72, 73. The stop member 74 is urged toward the drive shaft 1 by a compression spring 76 via a seat 75. This stop member 74 stops the movement of the lever 62 by fitting into the first recess 71 when the lever 62 is in the neutral position. In addition, the lever 62
When rotated to the forward position, the stop member 74 fits into the second recess 72, and when rotated to the reverse position, the stop member 74 fits into the third recess 72.
3, a feeling of movement is produced, and the elasticity of the spring 76 allows the lever 62 to be held at the above position. An auxiliary lever 78 is attached to the lower end of the drive shaft 17 in the drawing, and when the auxiliary lever 78 rotates together with the drive shaft 17, a shift confirmation switch 79 is activated. In this embodiment, in order to use common parts, the throttle drive shaft 16 and the shift drive shaft 17 are made to have the same shape.

An interlock mechanism 85 is provided between the two drive shafts 16, 17 mentioned above.

This interlock machine fM 85 has a lock plate 87 fixed to the drive shaft 17 by a screw 86.
, eight interlock bases fixed to the housing 11 by bolts 88, and a pair of protrusions 91 and 92 accommodated in holes 90 (shown enlarged in FIG. 9) provided in the interlock bases 89. , these protrusions 91.9
It is configured to include a spring 93 provided in a compressed state between two parts, an intermediate member 94, and the like. The protrusions 91 and 92 are made of steel, brass, etc., which are hard and resistant to wear (
In the illustrated example, the first protrusion 91 has a pin shape with a rounded tip, and the second protrusion 92 has a ball or roller shape.

The shape, material, etc. of the protrusions 91 and 92 are not limited to those in the embodiment, and may be any shape as long as they can move freely within the hole 90 and are made of a material that is hard to wear.

A clearance 95 of a predetermined width is ensured between the projections 91 and 92 and the intermediate member 94.

The first protrusion 91 is provided so as to fit into the recess 49 of the clamp member 41 when the throttle lever 26 is in a non-rotating position (idling position). Second
The protrusion 92 selectively fits into one of three holes 96, 97° 98 (see FIG. 8) provided in the lock plate 87. In other words, when the shift lever 62 is in the neutral position described above, the first hole 96
and when the shift lever 62 enters the forward position, it fits into the second hole 97. Furthermore, the lever 62 is provided in such a positional relationship that it fits into the third hole 98 when the lever 62 enters the reverse drive position. Second and third holes 9
7.98 should preferably be arcuate so as to absorb the tolerance of the rotational position when the lever 62 reaches the above position.

As shown in an enlarged view in FIG. 9, the size of the clearance 95 between the protrusions 91 and 92 is such that only one of the protrusions 91 and 92 can enter the hole 90.

Next, the operation of the control device 10 having the above configuration will be explained.

When the brake operator 52 is rotated counterclockwise, the clamp member 41 moves away from the brake plate 39, so the frictional force against the brake plate 39 is reduced or eliminated. Therefore, the throttle lever 26 can be rotated by hand. When the lever 26 is rotated, the drive shaft 16 rotates in the same direction and the arm 30 also rotates, so the throttle cable 33
is pulled, and the throttle opening of the engine 35 is controlled.

Since the throttle mechanism of the engine 35 is provided with a return spring, when the lever 26 is released, the lever 26
returns to its initial position.

When it is necessary to keep the lever 26 in a rotated position to a certain extent, such as when performing warm-up operation, the brake operator 5 should be turned off when the lever 26 is in the warm-up position.
2 all at once in a clockwise direction. In this way,
Since the clamp member 41 is drawn toward the brake plate 39, the brake plate 39 is strongly sandwiched between the end face of the drive shaft 16 and the clamp member 41 via the brake pads 38, 40, and a braking force is generated. Since the brake plate 39 is prevented from rotating relative to the housing 11, the above braking force is applied to the drive shaft 1.
6, and as a result, the lever 26 is prevented from returning.

In this way, when the lever 26 is in the warm-up position,
As shown in FIG. 10, the first protrusion 91 of the interlock mechanism 85 rides up the clamp member 41 and is pushed into the hole 90, and the second protrusion 92 fits into the first hole 96 of the lock plate 87. Since they cannot move while being fitted together, the shift drive shaft 17 becomes unable to rotate. Therefore, the shift lever 62 cannot be rotated. Therefore,
This is extremely safe as it prevents you from accidentally shifting into the forward or reverse position during warm-up.

To return to normal idling after warming up the road γ,
By turning the brake operator 52 counterclockwise to loosen the brake plate 39, the lever 2
6 can be returned.

When the shift lever 62 is rotated to the forward position, the drive shaft 17 and the lock plate 87 rotate in the same direction as the lever 62, so that the second protrusion 92 moves toward the lock plate as shown in FIG. 87 and the protrusion 92 is pushed into the hole 90. When the lever 62 is further rotated all at once to the forward position, the shift lever 69 of the engine 35 enters the forward position via the shift cable 68, and the stop member 74 is fitted into the second four portions 72 of the drive shaft 17. do. Further, in the interlock mechanism 85, the second protrusion 92 fits into the second hole 97 of the lock plate 87, so that a clearance 95 is again generated between the protrusions 91 and 92. Therefore, after the shift operation is completed, the throttle can be turned to /<-26.

When the shift lever 62 is in the forward position, when the throttle lever 26 is rotated in the throttle/slot opening direction, the throttle cable 3 is connected via the drive shaft 16.
3 is driven, the opening degree of the throttle/slot is controlled and the rotation of the engine 35 can be controlled.

When the shift lever 62 is rotated to the reverse position, the shift cable 68 is driven in the opposite direction via the arm 65, thereby shifting the shift lever of the engine 35.
69 enters the reverse position. At this time, the stop member 7
4 fits into the third recess 73. Further, the protrusion 92 of the interlock mechanism 85 is connected to the third hole 9 of the lock plate 87.
8, a clearance 95 is secured between the protrusions 91 and 92 within the hole 90. Therefore, the throttle lever 26 can be rotated even after the reverse shift operation is completed.

When the shift lever 62 is in the forward or reverse position, if you want to stop the throttle/-26 at an angle of 91, press the brake operator 52 as in the case of the warm-up operation described above. The lever 26 may be fixed by tightening the lever 26. Also, by adjusting the tightening force of the brake operator 52, an appropriate amount of friction can be applied to the lever 26.

As can be seen from the above description, the control device 10 of the present embodiment not only allows the throttle/sottle lever 26 to be stopped at a desired position by a simple operation during warm-up, etc., but also allows shift operation. When doing this, the shift lever 62 cannot be switched to the forward or reverse position unless the throttle lever 26 is returned to the idling state, so it is possible to prevent the boat from starting inadvertently. Since the two-legged brake operator 52 is provided coaxially with the rotation center of the hand lever 26, it can be constructed compactly and can be operated independently of the hand lever 26.
The brake operating element 52 can be installed completely regardless of the mounting angle, and even if the brake operating element 52 is in a loosened state, the lever 26 will not rattle. Furthermore, since the diameter of the grip portion 54 of the brake operator 52 can be made sufficiently large, rotational operation can be performed easily, and even if this brake mechanism should break down, the rotational operation of the lever 26 will not be supported. do not have. Since the brake plate 39, brake pads 38, 40, clamp member 41, etc. are housed inside the housing 11, there is no risk of them getting wet with water.

12 and 13 show a second embodiment of the invention. By employing the structure described below, the second embodiment has a greater number of friction surfaces in the brake mechanism than the first embodiment. The other basic structure and effects are the same as those of the first embodiment.

In this second embodiment, as illustrated in FIG. 13, a first brake plate 39a is provided on the end surface side of the drive shaft 16.
and brake pad +00 and second brake plate 39
b and the clamp member 41 are overlapped with each other in the thickness direction. An annular metal brake plate 39a
, 39b are provided with first locking portions 42a, 42b having holes 101a, 101b, and the brake plate 39a.

A straight second locking portion 43a on the other end side of 39b,
43b is provided.

Holes 1ota and 101b of the first locking parts 42a and 42b
is fitted into a boss portion 45a protruding from the inner surface of the housing 11. For this reason, the brake plate 39a39b is restricted from moving in the rotational direction relative to the housing 11, but can move to some extent in the X-axis direction.

The clamp member 41 rotates together with the drive shaft 16 and the brake pad 100, and has a non-circular boss portion 47. This boss portion 47 fits into a recess 48 provided in the drive shaft 16, and
By fitting into the non-circular engagement hole 103 provided in the drive shaft 100, the drive shaft 16
Although it is possible to move in the axial direction, relative rotation around the axis is prevented. A male screw 58 at the tip of a shaft portion 53 is screwed into a female screw 50 formed in the center of the clamp member 41, and is prevented from being removed by a split pin 105 via a washer 104.

When the brake operator 52 of the second embodiment is manually rotated clockwise, a thrust force is generated that pulls the clamp member 41 toward the drive shaft 16, so that the brake plate 39a is rotated by hand.

A frictional force is generated in a direction in which the brake pad 39b and the brake pad 100 are pressed against each other. Therefore, by adjusting the tightening force of the brake operator 52, it is possible to fix the hand lever 26 or obtain an appropriate brake force.

In this case, the number of friction surfaces is 2 compared to the first embodiment described above.
It will be doubled. That is, each side of the brake plates 39a and 39b fixed to the housing 11 side (total 4
Since the surface (surface) becomes a friction surface, a large braking force can be obtained even with a small tightening torque.

When the brake operator 52 is twisted counterclockwise by hand, the clamp member 41 moves away from the drive shaft 16, so the frictional force between the brake plates 39a, 39b and the brake pad 100 is reduced or eliminated. Therefore, the hand lever 26 can be rotated lightly by hand. Note that three or more brake plates 39a, 39b may be provided, and the brake pads 100 may be arranged between each brake plate.

In the two embodiments described above, the throttle lever 26 and the shift lever 62 are provided in one /1 housing 11, but
The present invention can also be applied to a twin throttle system in which two throttle levers 26 are arranged side by side, or to a control device equipped with only the throttle levers 26.

For example, as in the third embodiment shown in FIG. 14, the control device may include one hand lever 26. In this case, the back side of the housing 11 is covered with a plate 110 made of, for example, synthetic resin. I
ll is a bracket for mounting the control device.

Further, the control device of the present invention can be applied to, for example, a device for remotely controlling an actuator of a construction vehicle.

[Effects of the Invention] According to the present invention, since the grip portion of the brake operator is located at the center of rotation of the hand lever, the degree of freedom in designing the /'% hand lever is greatly expanded, and the shape of the grip portion is easy to operate.・In addition to being able to increase the size, the internal structure of the brake mechanism can be relatively simple and compact. In addition, the brake operator can be handled separately from the hand lever, so even when the brake operator is loosened, the hand lever will not be tilted, and the hand lever can be installed in any position. is not restricted.

Moreover, by providing brake plates on both sides of a single brake pad that rotates together with the drive shaft, and making sliding contact between these brake plates and brake pads, the number of friction surfaces can be increased. Even with a small tightening torque, a large brake friction force can be obtained.

[Brief explanation of the drawing]

1 to 11 show a first embodiment of the present invention, FIG. 1 is a vertical sectional view of a part of the control device, FIG. 2 is a perspective view of the entire control device, and FIG. 3 is a brake mechanism. FIGS. 4 and 5 are side views of a portion of the inside of the control device showing different operating states, FIG. 6 is a front view of the drive shaft, and FIG. 7 is a plan view of the drive shaft. , FIG. 8 is a front view of the lock plate, FIGS. 9 to 11 are sectional views of the interlock mechanism section showing different operating states, and FIG. 12 is a diagram of a control device showing a second embodiment of the present invention. A partial vertical sectional view, FIG. 13 is an exploded perspective view of the brake mechanism in the control device of FIG. 12, and FIG. 14 is a third embodiment of the present invention.
A longitudinal sectional view of a part of the control device showing an embodiment, first
FIG. 5 is a front view of a conventional control device. DESCRIPTION OF SYMBOLS 10... Engine control device, 11... Housing, 16... Throttle drive shaft l-117
0. , shift drive shaft, 21.22...through hole, 26...throttle 11 dreno<-35-
00 Engine, 39, 39a, 39b...Brake plate, 41...Clamp member, 52...Brake operator, 53...Shaft portion, 54...Grip portion, 62...
・Shift hand lever 85...Interlock F
a+L to. ...brake pad.

Claims (3)

[Claims] (1) A housing, a hand lever rotatably attached to the housing, a drive shaft provided at the center of rotation of the hand lever and rotating together with the hand lever, and a drive shaft provided non-rotatably within the housing. a brake plate, a clamp member provided to be movable in the axial direction with respect to the drive shaft but non-rotatable relative to the shaft, and inserted into an axial hole provided in the rotational center portion of the drive shaft. The clamp member has a shaft portion whose tip is screwed into the clamp member and is capable of moving the clamp member toward and away from the brake plate by rotating the shaft portion. An engine control device characterized by comprising a brake operator. (2) A shift hand lever and a throttle hand lever are attached to the housing so as to be rotatable around the same axis, and when the throttle hand lever is in the idling position, the shift hand lever can be rotated around the same axis. There is a built-in interlock mechanism that allows rotation of the shift hand lever and prevents rotation of the shift hand lever when the throttle hand lever is rotated in the direction of increasing the throttle opening. The engine control device according to claim 1, characterized in that: (3) Two or more of the brake plates are provided in the axial direction of the shaft portion of the brake operator, and a brake pad that rotates together with the clamp member is in contact with the brake plate between each brake plate. The engine control device according to claim 1, wherein the engine control device is interposed.