| JP2005319881 | STEERING ARM FOR OUTBOARD MOTOR |
| WO/2004/103830 | AUTONOMOUS SWIMMING CARGO CONTAINERS |
| JP2005335449 | VESSEL |
ARTEAGA PEREZ, Juan Carlos (Villa Guardia, Via V. Vento 19, I-Cali, IT)
| CLAIMS: 1. A remote control system for the handle of an outboard marine engine of the integrated controls type, by means of one or more levers mounted on a remote control box positioned near the helm station, wherein the relevant terminals of the transmission cables are secured to the foregoing levers, their push-pull movement permits the remote rotation of the engine/handle using a member designed to eliminate the play of the sheaths in relation to the cables, said member being secured firmly to a support mounted on or integrated in the fixed part of the engine control lever, and two components are positioned so that the cables exit from the sheaths is positioned orthogonally in relation to the handle's longitudinal axis; and wherein the handle's rotation is achieved by the push-pull action of the portion of cables extending beyond the length of the sheaths, by engaging in special seats made in the handle itself (or in members which can be secured to the handle) of other terminals positioned on the ends of these cables. 2. The system of claim 1 further comprising a collar comprising one or more pieces, embodied so that its open portion can be widened, to be easily fitted onto said handle of an outboard engine; wherein said collar can be embodied in a flexible, single-body design, or with two or more rigid pieces which are hinged together; wherein housings or couplings are made in the collar designed to secure the ends of the engine's remote control cables; wherein said collar can be equipped with special grooves or hollows designed to house the control cables when said handle is rotated; and wherein said collar's open part is pre-arranged to secure tensioning members such as cables, levers or adjustable ratchets which enable the collar to be secured firmly to said handle. 3. The system of claim 1 wherein said handles can be installed on the various types of outboard engines for coupling to the ends of said control cables, and can be positioned mechanically on said control handle by means of fixing screws. 4. The system of claim 1 wherein the coupling system of the member to secure the sheaths to the support is anchored to the engine lever by means of a sliding guide that extends orthogonally in relation to the control handle's longitudinal axis, embodied so the two components have male and female profiles which permit a sohd coupling ("bayonet" type) between the two components. 5. The system of claim 4 wherein said shding guide can be locked by means of a pin mounted on a movable cursor incorporated in the support by tie rods positioned parallel to the handle's longitudinal axis, pressed by compression springs, with the pin securing the sheath clamp by means of one or more internal holes. 6. The system of claim 5 wherein the sheath clamp member is equipped with a plurality of coupling holes, which permit the distance and the corresponding tension of the cables to be selected by selecting the sheath clamp's locking position in relation to the handle when shding in the guide made in the front portion of the support fixed to the engine lever; wherein insertion of screw or pressure plugs in the sheath clamp prevents the sheath clamp locking pin from being inserted in unwanted positions, and permits locking using the only hole that has been left free. 7. The system of claim 6 further comprising compressible springs designed to wind the portion of control cables outside the sheaths in the sector positioned between the sheath clamp mounted on the support secured to the lever and the anchoring point of the terminal splices to the control collar, these springs have various functions: the first function is to prevent the cables, generally of a small diameter, causing injuries to the users, the second function is to limit the wear of the control cables when they are used intensively and the last function is to improve the sliding performance of the cables in the housing grooves in the collar, thereby facihtatkvg their correct positioning. 8. The system of claim 7 wherein the sheath clamp can be positioned closer to the control handle in relation to the position that determines the tensioning of the cables required for operation, in order to readily engage the terminal splices of the control cables in the pre-arranged housings on the pre-arranged collar; wherein said closer alignment can be achieved by releasing the sheath clamp from the support and making it slide in said guide towards the handle. 9. The system of claim 1 further comprising an auxiliary system in relation to the support anchored to the engine lever that enables the length of the cables to be extended by the distance necessary to engage their terminals with the collar secured to the handle in a permanent solution; wherein said extra-distance is achieved by dividing each sheath into two, the ends of which are secured, one end being secured firmly to the end of a rigid structural box and the other end being secured in a cursor positioned on the other end of the box, so that a portion of cable inside the box has no sheath; and wherein said cursor can be released from the box head enabling the two sheaths to be moved closer together covering the bare portion of the cable that therefore becomes available on the terminal part of the cables at the point where it is secured to the collar. |
BACKGROUND OF THE INVENTION
Engine remote control systems are in use in leisure or professional boating which enable the throttle and shift to be controlled.
These systems are generally hydraulic, rack and pinion or push-pull types and are equipped with transmission cables with rigid terminals which travel inside sheaths fixed to the boat.
Outboard engines in the family of marine engines and in the power raring range between 1.5 and 250Kw are the type of engines which are used most frequently on small size boats, due to their compact size and limited weight and easy to use design:
- the first category is defined as "portable" and is equipped with clamps to secure the stern of the boat, to enable rapid assembling and disassembly, a handle at the front to transport the engine and integrated control systems comprising a tiller bar that functions as a rudder and a motorcycle type rotating handle positioned at the end of the tiller bar that operates the throttle levers by means of suitable mechanical transmissions to determine the engine's r.p.m.
The handle controls selectively either the shift or the throttle in some types of engine, in other types of engine the shift is operated by independent levers.
This group generally includes engines which do not weigh more than 70kg with thrust ratings which he between 1.5 and 30Kw.
- the second category is quite similar to the first category but, due to the greater weight and greater power output, (lying between 130 and 250Kw) the engines do not have the incorporated controls described above, since their use is considered to be hazardous due to the greater forces involved, therefore, these engines are pre-arranged for the exclusive use of remote control systems, also for legislative reasons.
In general, these control systems are sized so they are able to support the maximum working loads of the given category, and are therefore designed for a "permanent" installation on the boats; in fact, the greater power rating establishes the requirement for the control components to have numerous mechanical anchoring points to the boat and to the engine.
For these reasons, the systems do not have weight, overall dimensions and easy installation features suited to the use of engines with a lower power rating defined as "portable" engines.
Outboard engines started to become popular in leisure and professional boating in the '60s/'70s, due to their compact design and lightweight, but above all for their facility of use, management and assembly on small and medium-size boats.
Today, they represent the most popular propulsive solution with a wide range of boat designs in the various leisure, fishing, professional, sporting and life-saving sectors.
Engines with a low power rating are proposed on the market in the two versions with direct tiller steering and pre-arranged for the assembly of remote steering systems; engines weighing more than 70- 100kg are pre-arranged exclusively for a "permanent" mechanical assembly on the boat, and are not foreseen to be used without remote engine controls (range from 30 to 260Kw) for safety reasons dictated by the greater power rating and by the relative control difficulty, particularly at high speeds, and are secured permanently to the boat's stem by means of linkages.
Outboard engines of a smaller size and power rating are generally secured using specific clamps in a pre-arranged point on the boat's stern and, more in particular, in the central part of the transom. The average length of the tiller handle corresponds to 40cm in the case of portable engines equipped with integrated controls and steering, and is designed, mainly for reasons of space and weight, so that it can be pivoted by approximately 100° against the engine's body, by means of a rotating fulcrum positioned in the lower part forward of the engine's crankcase.
A stop mechanism on the front restricts the tiller handle's rotation downwards, to a position that is orthogonal in relation to the engine's assembly support, so that when operated, the tiller handle does not interfere with the parts positioned below the boat's external profile during its tilting movement.
In the majority of cases the engine's weight, combined with the helmsman's compulsory position that has be positioned near the engine when steering to operate the controls, makes it impossible to optimise the weight distribution on board, causing the bow to rise above the water's surface and, consequently limiting the board's performance and steering visibihty.
In fact, this position produces a low hydrodynamic performance, particularly at medium - low speeds, in addition to causing problems as regards steering safety.
Extensions have been designed to overcome this problem, the extensions are secured to the steering handle that increase the length of the tiller arm, enabling the helmsman to move position "down by the head", thereby achieving a more efficient weight balance.
The lever's increased length, however, reduces the boat's steering angle significantly, seriously penalising the boat" s manoeuvrability, and moreover, reduces the boat's habitability, due to the overall dimensions produced by the foregoing extended tiller handle and by its pivoting movement.
The controls integrated in the engine (which generally have a "handle" type design) can be used with the helmsman positioned to one side in one of the two corners of the boat's stem: the tiller and handle are generally positioned on the left side forward of the engine block and are preferably used by sitting on the right of the engine and gripping the handle with the left-hand.
The control tiller handle acts as a rudder and determines the direction of the thrust, while the throttle handle, generally placed at the end of the tiller handle, transfers its rotary movement by means of a rigid rod that has a small pulley on the other end (this mechanism is normally positioned inside the tiller handle itself).
The pulley transfers the rotary movement to a bicycle/motorcycle type cable that travels longitudinally inside a fixed sheath and operates the lever that controls the opening or closing of the fuel supply line(s) in the carburettor by means of this movement and by means of special splices positioned at the ends of the cable, one connected to the carburettor and the other connected to the pulley.
The engine's rpm and the related power delivered are determined in this way.
The handle's anti-clockwise rotation in relation to the front portion of the engine (the side that faces the bow in relation to the mounting clamps) causes the "engine's rpm" to increase with the corresponding "acceleration", rotation of the same handle in a clockwise direction has a decelerating effect, and in fact, reduces the rpm and the related thrust power.
The remote controls of modem outboard engines generally comprise of a control box, equipped internally with a pulley designed to secure the ends of the control cables by means of special slots or screw anchoring systems.
The pulley is secured to the box by means of a central screw and its rotation pushes or pulls the cables by means of its rotary movement and as a result of the cable restraints indicated above; the cables generally travel inside semi-rigid sheaths fixed rigidly to their two terminals (normally mounted on the control box and on the engine).
The pulley's rotary movement is generally controlled by a lever that is connected to it, and has an ergonomic handle on its upper part by means of which the helmsman manages the engine's controls.
The lever (levers in the case of dual-lever or multi-lever controls) controls the thrust or the pull of the cable(s) on the respective remote controls/lever or pulley, pre-arranged on the engine. Two types of controls can be used if the remote controls actuate a single-engine:
- dual-lever controls are generally equipped with two pulleys with the respective control levers; in general, the levers are secured to the control box by means of a common mounting pin or screw, but can be operated separately and act mdependently on the two cables connected to the engine's principal levers (shift- throttle) one lever controls independently the selection of the forward drive - neutral - reverse position; the other controls the engine's rpm.
If the control is of the single-lever type, the selector for the forward drive - neutral- reverse and the control of the engine's rpm are managed by the same lever, the operating mode of the cable connected to the shift is actuated by means of a button positioned on the handle that inhibits "the gear from being selected" if it is not pressed, and only permits the push-pull movements of the accelerator cables to be operated.
The transmission cables may be of various types:
- single semi-rigid type that enables the fuel supply lever to be pushed and pulled in remote mode, with the movement of a single cable operated by means of the control lever.
This cable has two rigid terminals at its ends, thanks to which, portion of cable that is not inside the sheath cannot collapse while being operated, due to its fairly large diameter and a good degree of rigidity, the even when the fuel supply lever becomes blocked or reaches the travel end stop.
- single-flexible type, commonly used, in the motorcycle - automotive sector that have a "return" spring on one end or on both ends that "pulls" the cable to the "idle mode" position (engine minimum rpm), when the control lever or pedal are not operated, ensuring that the engine returns to the set idle running mode.
These cables are smaller, since significant rigidity is not required in this case.
- double-flexible type that operate as opposing pairs on shared pulleys or of the same diameter, so that when one cable pulls, the other cable releases and vice versa, without allowing any play.
The latter are suitable for systems where the automatic return to the "idle running mode" or engine idle rpm is not required. SUMMARY OF THE INVENTION
The invention refers to a coupling and remote control system designed for outboard engines with a medium-low power rating (up to 30Kw) originally equipped with integrated controls (with tiller and throttle handle), which are used to propel pleasure, sporting, fishing and portable boats.
The system is characterised by mechanical solutions for rapid coupling to the throttle handle and enables the engine controls integrated in the control handle to be delocalised without changing the engine's original features and inhibiting the original ftmctionaliti.es in order to improve the weight distribution in the boat, ensure comfortable steering and to achieve a greater freedom of movement on board.
The invention introduces new solutions designed to resolve problems concerning outfitting flexibility, coupling, overall dimensions and the weight of traditional coupling systems between the engine and the remote control leverages, in the framework of enhancing the features by optimising their use also in the small "portable" boats sector, or if the engine needs to be detached from the boat frequently, without involving tedious and complicated mechanical operations.
These new solutions enable the foregoing remote controls to be installed and removed from the outboard motor rapidly and without using any tools.
The invention relates to a support that can be removable, or integrated, to be positioned on the control handle that is secured to the outboard engine.
This support is designed to engage solidly with a mobile member, installed on the boat that is secured mechanically to the ends of the control cable sheaths on the "engine side". The cables are further secured to the remote control box installed close to the boat's remote steering position. The coupling and release system for the two components, one positioned on the outboard engine's tiller, the other secured to the cables mounted on the boat, is designed to achieve a significant decrease in the time required for the coupling operation and is characterised by being very easy to use, detenriined by the "portable" and leisure-related use that by and large can be made of the system
Securing the mobile member connected to the remote controls installed on the boat to the support positioned on the engine-tiller ensures there is no play between the sheaths and the cables and allows the engine-tiller to be rotated from a distance, by securing the relevant ends of the cables to the handle.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention and the members which comprise the invention are more readily appreciated by following the descriptive text, when accompanied by the following drawings:
Fig. 1 - shows a perspective view of the components before being installed and assembled on the control lever;
Fig. 2 - shows a perspective view of the components fitted and secured on the outboard engine's control lever, ready for use with the remote control;
Fig. 3 - shows a side view of the same engine lever with the handle fitted with, a different type of handle coupling that allows a greater travel;
Fig. 4 - shows a side view of the engine lever with handle, fitted with the various components and equipped with a device that facihtates coupling to the handle; Fig. 5 - shows a perspective view of a different tensioning system for the control cables;
Fig. 6 - shows a perspective view of the exploded view of the remote control box;
Fig. 7 - shows a view of the sheaths clamp member to be secured to the box and the control cables before assembly;
Fig. 8 - shows the front view of the engine lever and handle with the anchor support mounted and the components which link to the remote control before being coupled;
Fig. 9 - shows a detailed view of the fixing arrangement for the sheath clamp to the support fitted on the engine lever;
Fig. 10 - shows a perspective view of the complete support and with assembly straps and a side view of the same components before assembly to the control/engine lever;
Fig. 11 - shows a detailed view of one of the embodiments of the collar to be attached to the handle, where the cable ends are secured; and
Fig. 12 - shows a view of the compressible, protective springs mounted on the cables, in the section between the sheath-holder and collar (double groove type) with one cable/terminal engaged and one free.
DE AILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
The invention relates to a system comprising a support plate (1) that can be fitted mechanically on the outboard engine control lever using screws or independent or integrated pipe collars (2). The support (1) can also be made directly in the engine control lever cast, or fitted on it, with pre-arranged rapid, press lock or spring coupling systems which permit a solid anchoring to the lever.
The support (1) is fitted with a plastic or metal sheath clamp (3) consisting of two pieces inside which the terminals (5) positioned on the end of the sheaths (6) of the control cables (7) are secured solidly by tightening screws (4) to lock the sheath's movement, while allowing the cable to move freely (7).
The opposite end of the foregoing sheaths (6) is also secured by striker plates or housings with a bicycle-motorcycle type screw micro-metric adjustment (8) fitted on the remote control box (9) designed to limit finely the sheath's play (6) compared with the cable that moves inside the sheath during use.
The support (1) and the sheath clamp (3) can be positioned so that the sheath clamp (3) faces the rear part of the handle (10) near the engine, leaving unobstructed the front part of the handle that is normally used in manual mode (portion facing the bow of the boat); it is positioned perpendicularly in relation to the foregoing portion of the handle (10) and is embodied in order to be fixed solidly to the support (1) so that the cables (7) leaving the sheaths (6) which are secured to it are directed tangentially to the radial housing formed by the grooves (30) made in the collar's body (18) secured to the handle (10). i the version indicated in Fig. 1 the sheath clamp (3) is coupled to the support (1) through a male, trapezoidal cross-section entrance (11) that is inserted like "a bayonet" fitting in the front part of the support (1), where it can slide in a complementary female housing (12) where there is a hole (16) that enables a cyhndrical pin (13) connected solidly to a cursor (14) mounted on the rear part of the support (1) by means of tie rods (44) mounted on the support (1), to stop the sheath clamp's sliding movement (3) by entering another hole (16) made in the congruent part of the sheath clamp (3) in relation to the support (1).
The cursor (14) is forced forwards by springs (15) mounted on tie rods (44) preventing the sheath clamp from becoming detached (3) from the pin (13), the sheath clamp (3) is released by pressing the cursor (14) towards the rear of the support (1) in order to release the pin (13) seal in the hole (16).
The remote control box (9) relates to a device consisting of a lever (23) with a pulley (19) connected solidly and pivots in relation to an assembly pin (20) fixed to the box (9), the splices (21) positioned on the ends of the transmission cables (7) are secured to the pulley (19) in special housings (24) so that its rotation driven by the lever (23) causes a linear push-pull movement of the cables (7).
The absence of play among the remote control box (9), the sheaths (6) and the support (1) members enables the foregoing linear movement of the cables (7) activated by the rotation of the pulley (19) to be transmitted to other terminal splices (22) positioned on the ends at the "engine" side of the cables (7) and secured to the collar (18-19) in special housings (26-34).
The collar (18) is secured solidly to the handle (10) by means of other lever couplings (24), teeth (25) positioned on its internal surface prevent the two members from slipping, transforming the push-pull action of the cables (7) into the pivoting movement of the handle (10) in relation to its longitudinal axis.
The collar (18) can be embodied in two different versions: - the first version, useful when outfitting engines where the maximum required rotation of the handle (10) does not exceed 200-220° (in general, only to control the throttle leverage), where it has the shape of a cut ring, and can be integral, if embodied using flexible material, or comprising two pieces of rigid material hinged using a pin (27). In both cases, it must be possible to open the two ends of the collar (18), by a sufficient distance to insert the collar around the handle's (10) cynical body with an orthogonal movement in relation to the handle's (10) longitudinal axis.
The collar (18) has a central groove (30) designed to guide the unwinding and rewinding of the cables (7) during its rotation; the groove (30) extends up to the two right and left ends where the housings (26) for the terminal splices (22) of the cables (7) are positioned
The collar (18) is fitted with an adjustable lever coupling system (24) secured in relation to its truncated section facing the side opposite the sheath clamp (3) side in relation to the handle (10). The coupling system (24) comprises a tensioning lever (28) and a coupling member (29) that are secured together and ensure the collar (18) closes on its open side and to allow the collar (18) to adhere "solidly" to the control handle (10) by operating the foregoing lever (28) to prevent any sliding between the two members and ensuring the possibility of adjusting the collar's (18) diameter to fit the collar on the different handles (10) available on the market. The coupling members (28) - (29) are embodied with minimum overall dimensions so as not to collide with the system's other components during the rotation of approximately 100°- 110° clockwise and anticlockwise, required by the throttle control.
- The second utility is the case when a handle (10) rotation is required that exceeds 200-220° permitted by a collar (18) of the first type, equipped with a single groove (30) that occurs mainly when both the shift and the throttle are to be controlled by activating the handle (10).
Although the handle's (10) diameter is generally similar to the diameter of the first type, the cables (7) are required to travel a greater distance to achieve the greater rotation required to control the above-mentioned functionalities, therefore, another type of collar (19) is required with two grooves (31), where the cables (7) can wind and unwind for a total of 360°, while avoiding that they overlap or interfere with each other during use.
In this case the cables (7) are guided by two spiral and symmetrical grooves which develop in two opposite directions, right and left, towards the lower part of the collar (19) to then return up to the housings (34) of the terrriinal splices (22) so that they are coupled on the side opposite the exit side of the cable from the sheath clamp (3) and the entry to the respective grooves (31), when mounted in a symmetric position.
This solution ensures a rotation of the handle (10) and the collar (19) secured to it exceeding 180° in both directions (clockwise and anticlockwise), compared to the fixed support (1) corresponding to a total of more than 360°.
The need for a greater rotation entails the adoption of new fixing features of the collar (19) to the handle (10) to enable the cables (7) to be housed in the respective grooves (31) with a constant radial trajectory on the collar (18) to ensure travel continuity and parity in the push-pull operation of the two cables during the rotation, to ensure constant tensioning and no play. For this reason the collar (19) is mounted permanently on the handle (10) by means of assembly screws (33) positioned at the side of grooves (31).
The engagement of the terminal splices (22) in the double groove version (31) is achieved by inserting them in other housings (34) designed so that their manual introduction is facilitated both during the coupling and release phase, unlike the first version in which the terminal splices (22) are assembled permanently in the collar (18) and where assembly and disassembly is achieved by means of the lever coupling system (24).
The tension required to operate the cables (7) needs to be released in order to perform this operation so that the cables slacken sufficiently to permit easy manual insertion of the splices (22) in the housings (34).
A first coupling arrangement consists in the possibility of releasing the sheath clamp (3) from the pin (13) by using the cursor (14) so that the cursor slides inside the female housing (12) towards the handle (10) moving closer to the collar (19) compared with the support (1) thereby releasing the tension and increasing the portion of the cables (7) available to perform the operation of engaging the splices (22) in the respective housings (34).
The cable tension is restored after having inserted the splices (22) in the respective housings (34), and after having positioned the cables (7) in the respective grooves (31), by again distancing the sheath clamp (3) inserted in its female housing (12) from the collar (19) until the cursor (14) enters the hole (16) again by means of the pin (13) mounted on the cursor (14) pushed by the springs (15) locking it in the working position.
Fig. 5 - In another version the sheath clamp (3) has a series of holes (17) in which the pin (13) mounted on the support (1) can engage, the foregoing holes (17) can be closed selectively by special plugs, or left open, to define the desired positioning distances of the sheath clamp (3) from the collar (19) by inserting the pin (13).
Two positions can be selected in this way: the "working" position, equivalent to tensioning the cables (7) and can be achieved by distancing the sheath clamp (3) manually from the collar (19) until the pin (13) engages in the lowest open hole (48) of the sheath clamp (3), or the "release" position equivalent to the coupling or release phase of the terminal splices (22) with the collar (19) that can be achieved by pushing the cursor (14) towards the engine base that concurrently releases the pin (13) engaged in the upper hole (49) of the sheath clamp (3) enabling it to be moved closer to the handle (10).
Furthermore, this solution enables the distance of the sheath clamp (3) from the collar (19) to be selected to optimise the tangential angles of the cables (7) in the grooves (31) of the collar (19).
Fig. 4 - The same coupling features can be embodied again using a rigid box (35) that is separate from the support body (1): the box can be positioned in any point of the boat along the linear extension of the sheaths of the transmission cables (7), use of the foregoing box (35) entails dividing the two sheaths containing the cables (7) into two pairs of separate sheaths (40) - (41), which can also be secured to the collar (19) and to the remote control box (9) at their opposite ends and equipped with other temiinals (42) - (43). The former (42) are designed to be clamped to the box (35) head where special housings (46) have been made, while the others (43) are mounted symmetrically in other housings (45) positioned inside a cursor (44) that is designed to travel inside the same box (35) by moving the corresponding sheaths (40) - (41) and terminals (42) - (43) further apart or closer together. The cursor's (44) movement towards the box's head where the terminals (42) are clamped compresses the cables (7) and causes them travel in the only direction where they have no constraints, and namely, in relation to the collar (19), thereby increasing in length and enabling the splices to engage with them secured to the same collar (19). The cursor (44) is embodied so that it engages on the box (35) head by means of spring teeth (50) when gripping the handle (51) anchored to the sheaths and the tension is restored to the cables (7) secured to the collar (19) by distancing it from the box (35).
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