JPS6146426A - Single-lever type controller - Google Patents

Abstract

PURPOSE:To improve the steering performance of a small-sized ship, etc. by relatively simplifying the captioned apparatus for remote-controlling two different control objects by a single lever and permitting the compact incorporation. CONSTITUTION:A driving shaft 14 is rotatably supported onto a housing 1, and the basic part of an operating lever 15 is fixed onto the part projecting from the housing 1. A driving-side gear member 51 is rotatably installed onto the outer peripheral part of the shaft 14, and said member 51 is formed integrally with the shaft 14 through the engagement with a cluth pin 46. A driven-side gear member 73 having the tooth part 76 engaged with the tooth part 54 of the gear member 51 is installed, and the first driving member 81 onto which a clutch controlling cable 82 is connected is fixed onto the member 73. Further the second driving member 112 driven by a cam member 98 operated by a driving arm 90 integrally formed with the shaft 14 is installed, and a throttle controlling cable 121 is connected to said member 112.

Description

DETAILED DESCRIPTION OF THE INVENTION (Technical Field of the Invention) The present invention relates to a single-lever control device used when two different control objects are remotely controlled by a single lever.

[Technical background of the invention and its problems]

Mainly in small ships and the like, a clutch mechanism for forward/reverse switching and a throttle mechanism for speed control of a propulsion engine are each connected to a control device via a push-pull cable. In a single-lever control device in which these two cables are driven and controlled by a single lever, when the operating lever is rotated by a predetermined angle from the neutral position, the clutch is first controlled, and then the operating lever is rotated no further. When rotated, the throttle control is performed according to the angle of rotation.

Further, the single lever type control device as described above must be configured so that only throttle control can be performed without performing clutch control, for example, during warm-up operation or when taking out PTO output. For this reason, the conventional single-lever control device of this type has a very complicated structure and requires a large number of parts.

Another problem is that in recent years, due to the diversification of propulsion engines, higher speeds, improved stability at low speeds, and other reasons, the reaction force of the throttle return spring has tended to increase. For this reason, when the user releases the operating lever, the operating lever returns due to the reaction force of the return spring, and the necessary engine output may not be maintained. For this reason, the user is unable to leave the driver's seat, which is a major hindrance when the user wishes to perform other tasks besides controlling the engine.

Therefore, it is desired to incorporate a brake mechanism that can prevent the operating lever from returning. However, as mentioned above, this type of conventional single-lever control device has a complicated structure to begin with, and if a brake mechanism is built into the device, the structure becomes even more intricate and complicated, and the entire device becomes difficult to operate. Problems such as increasing the size arise.

[Purpose of the invention]

Therefore, an object of the present invention is to make it possible to relatively simplify the structure of a single-lever type control device having various functions as described above, and to make it relatively compact even when various functions are incorporated. It's about doing. A further object of the present invention is to prevent the operating lever from returning by adding a brake mechanism to the single-lever control device, so that the desired engine output can be maintained even if the operator releases the operating lever. It also means to be able to maintain the

[Summary of the invention]

The gist of the first invention is as follows: a housing; a drive shaft rotatably supported by the housing; an operating lever having a base fixed to the drive shaft; The drive side gear member is rotatable integrally with the shaft and has a drive side tooth portion on a portion of the circumferential direction, and a driven side tooth portion that meshes with the drive side tooth portion, and the drive side tooth portion a driven gear member that rotates in conjunction with the driving gear member only when it is in mesh with the driven gear member; a first driving member that is attached to the driven gear member; and a first drive member that is attached to the drive shaft and that drives the The drive arm includes a drive arm that rotates integrally with the shaft, a cam member that is linked to the drive arm and converts rotational motion of the drive arm into approximately linear motion, and a second drive member that is driven by the cam member. Furthermore, the drive shaft has a slide rod extending through the center thereof so as to be movable in the axial direction, and one end of the slide rod is arranged so as to be pressable from the outside of the base of the operation lever. The other end of this slide rod is provided with a clutch pin that protrudes in the diametrical direction, and this clutch pin is disengaged from the drive side gear member only at the position where the slide rod is pushed in from the outside. There is a separate single-lever type device in which the drive side gear member is not rotated integrally with the drive shaft.

Single-lever control 1 with the above configuration! In this case, when the operation lever is first rotated from the neutral position to a certain angle, the drive side gear member rotates through the drive shaft, and the driven side gear member rotates through the driven side gear member that engages with the drive side gear member. The gear member rotates. Therefore, the first drive member is rotated. For example, a push-pull cable for clutch control is connected to this first drive member, and the clutch is controlled by rotation of the first drive member. If you turn the control lever further,
Since the drive-side tooth portion and the driven-side tooth portion are disengaged, the driven-side gear member no longer rotates, and therefore the rotation of the first drive member is stopped. On the other hand, since the drive shaft continues to rotate together with the rotation of the operating lever, this movement is converted into a substantially linear movement via the cam member, thereby moving the second drive member. For example, a push-pull cable for throttle control is connected to this second drive member, and throttle control is performed according to the amount of movement of the second drive member.

According to the first aspect of the present invention as described above, the structure is relatively simple compared to the conventional device, which has the function of remotely controlling two different control objects with a single lever. Furthermore, if the slide rod is pressed, the engagement between the clutch pin and the driving gear member is released, so that only the drive arm can be rotated. That is, since only the second drive member can be driven without rotating the first drive member, it is possible to perform only throttle control, for example, without performing clutch control.

A second aspect of the present invention is to provide a housing, a drive shaft rotatably supported by the housing, a base fixed to the drive shaft, and a rod rotatably attached to the base. a pair of operating levers, one end of which is pivotally connected to the base of the operating lever, and the outer circumferential surface of which is arranged symmetrically with respect to the inner circumferential portion of the brake shoe housing cavity formed in the housing; The brake shoe is located on the free end side of the brake shoe and is screwed onto the tip of the rod portion of the operating lever, and is screwed in the axial direction of the rod portion as the rod portion twists and rotates. an actuator that expands the brake shoe via a cam surface of the brake shoe; and an actuator that is provided on the drive shaft and is rotatable integrally with the drive shaft, and has drive-side teeth in a part of the circumferential direction. a driven side gear member comprising a driving side gear member and a driven side tooth portion meshing with the driving side tooth portion, the driven side gear member moving and rotating by the driving side gear member only in a state of meshing with the driving side tooth portion; A first drive member attached to the driven gear member, a drive arm attached to the drive shaft and rotating together with the drive shaft, and rotational movement of the drive arm in conjunction with the drive arm. A single-lever type control device is characterized in that it comprises a cam member that converts the motion into substantially linear motion, and a second drive member driven by the cam member.

According to the above configuration, a braking function can be added to the single lever control device. This brake mechanism tightens or loosens the brake shoe toward the housing via the actuator by twisting and rotating the rod part of the operating lever, and the frictional braking force of the brake shoe moves the operating lever to any rotational position. It can be braked with the strength of Therefore, the operator can maintain the desired engine output even if he or she releases the control lever, and can safely leave the driver's seat and perform other tasks.

Moreover, since it uses the frictional force of the brake shoes, in an emergency, you do not have to twist the rod part back to its original position, but simply rotate the operating lever with all your might against the frictional force of the brake shoes. Can be returned to neutral position,
Able to quickly respond to emergencies.

(Embodiment of the Invention) An embodiment of the present invention will be described below with reference to FIGS. However, the present invention is not limited thereto.

In FIG. 1, numeral 1 indicates a housing. This housing 1 consists of a housing body 2 made of a molded product made of metal or synthetic resin and having an opening on the back side, and a back side N3 made of synthetic resin that closes the opening on the back side of the housing body 2.

Further, a clutch member 5 is fixed to the housing 1 to be attached to a support base of a driver's seat.

A waterproof sheet 7 made of rubber or synthetic resin foam is provided on the lower surface side of the flange member 5 in the figure, that is, the surface in contact with the support base, in order to increase the degree of adhesion with the support base. Further, the upper part of the housing 1 is covered with a cover 6.

Also, a gear case 8 is installed inside the housing 1 with screws 9 and
It is fixed using... And this gear case 8
A shaft support hole 1 is formed on the mutually opposing surfaces of the housing body 2 and the housing body 2.
1.12 is formed through it. A drive shaft 14 is rotatably supported in these support holes 11 and 12.

One end of the drive shaft 14 protrudes outside the housing body 2, and an operating lever 1 is attached to this portion.
The base 16 of 5 is fixed.

More specifically, the end of the drive shaft 14 is formed with spline grooves 17 (see FIG. 3) extending along its axial direction, and the base 16 of the operating lever is formed with the spline grooves 17.・Spline grooves 18... that fit into the spline grooves 17 are formed.
..., 18... are engaged in a predetermined relative position (rotational direction position) relationship. Then, using the washers 20 and screws 21..., the base 16 is attached to the drive shaft 14.
Fixed. In addition, these spline grooves 17...
. , 18 . . . by changing the engagement position in the circumferential direction, the angle of the operating lever 15 with respect to the drive shaft 14 can be arbitrarily changed.

The operating lever 15 includes the base 16 and the base 16.
It consists of a rod part 23 which is attached so as to be twistable and rotatable, and this rod part 23 is provided with a grip 24. An actuator 26 is screwed onto threaded portions 23b formed at the tip portions of the rod portions 2 and 3. This actuator 26 is supported non-rotatably relative to the base 16 and movably in the axial direction of the rod portion 23 .

Therefore, when the rod portion 23 is rotated around the axis, the actuator 26 threads the threaded portion 23b of the rod portion 23 in the axial direction. 27 is a retainer that prevents the rod portion 23 from being removed. Further, the tip DN 23 a of the rod portion is fitted into a recess 28 formed in the base 16 .

Furthermore, a brake shoe storage chamber 3o is formed in the housing body 2. The inner periphery of this brake shoe storage chamber 30 has a circular shape concentric with the drive shaft 14.

Then, as shown in FIG. 3, the brake shoe storage chamber 3
A pair of brake shoes 31, 31 are housed symmetrically with respect to each other. One end of these brake shoes 31.31 is pivoted to the base 16 of the operating lever by means of an axle 33.33. Further, the mutually opposing surfaces of the free end sides of the brake shoes 31 and 31 have slanted cam surfaces 34.
34 is formed. And these cam surfaces 34.34
The cam surface of the actuator 26 is disposed between them, and when the actuator 26 spirals upward in the drawing, the cam surface 34
．． 34 are pushed in a direction away from each other, and the brake shoes 31 and 31 are expanded and pushed toward the inner circumferential side of the pre-shoe storage chamber 30.

In this embodiment, as a preferable example, a friction plate 36 is disposed between the brake shoe housing chamber 30 and the brake shoe 31°31. The friction plate 36 is made of a relatively hard material such as steel, and is locked to convex portions 37 formed on the housing body 2 to prevent its rotation. Further, a sliding plate 39 is provided to prevent the convex portions 37 from getting caught on the brake shoes 31, 31. As above, l1tll board 3
6, even if the housing body 2 is made of a relatively soft material such as aluminum, zinc alloy, or synthetic resin, there is no fear of wear and durability can be maintained.

Further, a bushing 40 made of synthetic resin or the like is provided on the facing surface of the housing body 2 and the base portion 16 of the operating lever to make the brake shoe storage chamber 30 waterproof.

In addition, a slide rod 42 is provided at the center of the drive shaft 14.
penetrates freely in the direction of the ° axis.

One end 42a of this slide rod 42 is located in a recess 43 formed in the base 16, and a rubber cap 44
It is possible to press from the outside of the base 16 via.

A clutch pin 46 is attached to the other end of the slide rod 42 and projects in the diametrical direction. This clutch pin 46 is passed through a long hole 47 formed in the drive shaft 14. and clutch pin 4
6 can move in the axial direction of the drive shaft 14 along the elongated hole 47. This clutch pin 46 is removably engaged with a recess 52 of a drive-side gear member 51, which will be described later. Further, the slide rod 42 is connected to the compression spring 4
9 is constantly biased toward the rubber cap 44 side.

On the other hand, a drive side gear member 51 is attached to the outer circumference of the drive shaft 14. This drive side gear member 51 is formed with recesses 52, 52 into which the tip of the clutch pin 46 can fit. This drive side gear member 5
1 is rotatable with respect to the drive shaft 14,
When the clutch pin 46 is fitted into the recess 52, the drive gear member 51 is rotated together with the drive shaft 14.

A drive-side tooth portion 54 is provided in a portion of the drive-side gear member 51 in the circumferential direction. Furthermore, the drive side gear member 51
is located on the opposite side of the drive side tooth portion 54 and is located in the circumferential direction 3.
Recessed portion 55. ! 56.57 are provided. These recesses 55°, 56.57 are located in the housing body 2.
It engages a click ball 60 supported on the side. This click ball 60 is connected to the gear member 51 by a spring 61.
By elastically engaging any one of the recesses 55, 56, and 57, a feeling of articulated movement can be obtained.

Further, as shown in FIGS. 1 and 4, a lock play 163 is provided between the facing surfaces of the drive side gear member 51 and the gear case 8. The drive shaft 14 passes through the central portion of the lock plate 63. At the edge of this lock plate 63, there is a first locking portion 65.65 (see FIG. 1) bent toward the gear case 8 side.
and a second locking portion 6 bent toward the gear member 51 side.
6°66 (see Figure 4) is formed. and the first
The locking portion 65.65 is a window portion 6 formed in the gear case 8.
8.68, the positional relationship is such that the vehicle can only enter neutral (N position), which will be described later.

Further, the second locking portion 66.66 is always connected to the hole 70.70 formed in the gear member 51 regardless of the position of the lock plate 63.
It has such a length that it engages with. Further, a compression ramp 71 is housed between the lock plate 63 and the gear case 8, and biases the lock plate 63 toward the gear member 51.

The driven gear member 7 meshes with the driving tooth portion 54.
3 is provided. The driven gear member 73 is rotatably supported by a bearing formed on the inner surface of the housing body 2 in a hole 74 .

This driven side gear member 73 has a driven side tooth portion 76 that meshes with the drive side tooth portion 54, and curved surfaces 77 and 78 formed on both sides of this tooth portion 76 (see FIGS. 6 to 8). are doing. The curved surfaces 77 and 78 are formed with approximately the same curvature as the outer peripheral surface of the drive side gear member 51. The driven gear member 73 rotates in conjunction with the driving gear member 51 only when the driven tooth portion 76 is engaged with the driving tooth portion 54, as will be described later.

Further, a first drive member 81 is fixed to the driven gear member 73 with a bolt 80. This first drive member 81 has a bush pull cable 82 for clutch control.
are connected using a connector 84.

Further, as shown in FIG. 4, a drive arm 90 and a stopper plate 92 are aligned with the end portion 14a of the drive shaft protruding from the gear case 8 using screws 93, 93. These drive arm 90 and stopper plate 92 can be removed from the drive shaft 14 by removing the screws 93, 93, and can also be attached with their orientations changed by 180 degrees.

At the tip of the drive arm 90, there is an O-ra 9.
'5 is attached by a pin 96. Then, the cam member 98 is driven via the roller 95. As illustrated in FIG. 5, this cam member 98 has a first cam groove 100 on its back side, with which the roller 95 rolls into contact. This first cam groove 100 consists of an arcuate groove portion 101 having a circular arc shape, and linear groove portions 102, 102 continuously formed on both sides of the arcuate groove portion 101. The shape of the arc of the arcuate groove portion 101 is approximately the same as the locus drawn by the O-ra 95 when the drive arm 90 rotates. Further, a second cam groove 104 having a symmetrical shape with the first cam groove 100 is formed. This second cam groove 104 is
How to use as illustrated in Figure 13 (details will be explained later)
The rollers 95 are guided when doing so. This second cam groove 104 also includes an arcuate groove portion 105 having an arcuate shape, and linear groove portions 106 and 106 located on both sides of this arcuate groove portion 105.
is formed. The cam member 98 includes a side wall portion 108a of the guide member 108 attached to the housing body 2;
In contact with 108b, reciprocating motion is guided.

Further, a bottle 110 is attached to the lower end side of the cam member 98 in the drawing, and the second drive member 11
The middle parts of the two are pivotally connected. This second driving member 112
One end side is rotatably supported by the housing body 2 via a shaft 114 provided on a support member 113. This support member 113 is fixed to the housing body 2 using screws 115.

A connecting tool 1 is attached to the free end side of the second driving member 112.
20, the tip of a push-pull cable 121 for throttle control is connected. Therefore, when the gum member 98 moves in the vertical direction in the drawing, the second driving member 112 reciprocates as the gum member 98 moves. Since the bin 110 is displaced about the shaft 114, the cam member 98 does not move in a precise straight line, but rather swings left and right. Therefore, both side surfaces 9.8a, 98b of the cam member 98 are formed in a somewhat curved shape so as to absorb this swing valve.

On the other hand, a tip portion 130 (see FIG. 1) bent into an L shape is formed at the end of the stopper plate 92. This tip 130 rotates as the drive shaft 14 rotates. Then, the distal end portion 130 is positioned on the rotational locus as shown in FIG. :2ri “no-1”
32・133(7) A tip is provided. These screws 132 and 133 are screwed into the upper wall portion 134 of the housing body 2, and the amount of protrusion into the housing body 2 can be changed. As shown in FIG. 11, when the operating lever 15 is pushed all the way to the 8th position, the tip 130 hits one of the screws 132, preventing further rotation. Conversely, when the operating lever 15 is pushed down to position B, the tip 130 hits the other screw 133, preventing further rotation.

Therefore, by changing the screwing amount of these screws 132, 133, it is possible to change the rotation range of the operating lever 15, that is, the throttle operation limit of the propulsion engine.

Next, the operation of the apparatus of the above embodiment will be explained.

First, when the operating lever 15 is in the neutral position @ (N position) shown in FIGS. 1 and 2, the click ball 60 fits into the recess 56 of the drive side gear member 51 (see FIG. 6). Further, in this state, the driving side tooth portion 54 is connected to the driven side tooth portion 76.
are meshed with each other.

Also, in this state, the roller 95 of the drive arm 90 is
It is located exactly at the center of the arcuate groove 101 of the cam member 98. In this N position, the first drive member 81
A push-pull cable 82 connected to maintains the propulsion engine clutch in a neutral position. The push-pull cable 12 is also connected to the second drive member 112.
1, the throttle opening of the propulsion engine is set to the minimum.

Next, move the operating lever 15 to the forward position (F) shown in FIG.
position), the drive shaft 14 also rotates in the same direction, and the drive side gear member 51 also rotates in the same direction via the clutch pin 46. Therefore, as shown in FIG. 7, the driven teeth 76 meshing with the driving teeth 54 rotate in conjunction with each other, and the first driving member 81 therefore rotates clockwise in the figure. This causes the cable 82 to be pushed forward and the clutch to switch to the forward position. At the same time, the click ball 60 falls into the recess 55, and the resulting sense of movement allows the operator to know that the vehicle has moved to the forward position (F position). Also, from the N position to the F position,
Since the roller 95 of the drive arm 90 moves only within the arcuate groove 101 of the cam member 98, the cam member 98 does not substantially move up and down, and therefore the second drive member 11
2 does not rotate. Therefore, the cable 121 for throttle control is not driven, and no throttle control is performed.

Then, when the operating lever 15 is tilted from the F position toward the A position as shown in FIG. 10, the drive side gear member 51 continues to rotate (see FIG. 8), Since the engagement with the portion 76 is disengaged, the driven gear member 73 stops rotating. Therefore, the first drive member 81 stops rotating, and the clutch control cable 82 maintains the clutch in the forward position. On the other hand, since the roller 95 of the drive arm 90 moves to one of the linear grooves 102 of the cam member 98, the cam member 98 slides in the vertical direction in the drawing according to the position of the roller 95, and the second drive member
12 is exercising. That is, from the F position to the 8th position, the second drive member 1
12 changes, the stroke of the throttle control cable 121 changes accordingly, and the throttle opening degree can be adjusted.

In this state, the curved surface 77 of the driven gear member 73
is welded to the outer circumferential surface of the driving gear member 51, so even if force is applied from the propulsion payload side to the clutch control cable 82, rotation of the driven gear member 73 is prevented.1. The clutch is therefore kept in the forward position.

Contrary to the above, when the operating lever 15 is returned from the A-1F to the N position, each member moves in the opposite direction to the above and returns to its original neutral position.

On the other hand, when the operating lever 15 is pushed down to the R position shown in FIG. cable 82 for clutch control
is pulled and stroked, and the clutch is placed in the reverse position. At the same time, the click ball 60 engages with the recess 57 to produce a sense of motion, allowing the operator to know that the R position has been entered.

At this time, since the roller 95 moves within the arcuate groove 101, the cam member 98 does not substantially move, so the throttle control cable 121 is not driven.

Further, when the first drive member 81 is tilted down to position B, the driven side tooth portion 76 comes off from the drive side tooth portion 54, so the rotation of the first drive member 81 is stopped.
The clutch is maintained in the reverse position.

On the other hand, since the roller 95 moves to the other linear groove 102 and pushes down the cam member 98, the throttle control cable 121 is pushed and stroked. Conversely, when the operating lever 15 is returned to the B-+R-+N positions, each member moves in the opposite direction to the above and returns to its original neutral position.

Further, according to the device of this embodiment, only throttle control can be performed without performing clutch control.

That is, when the operating lever 15 is in the N position, if you press the rubber cap 44 shown in FIG. 1 or 4 with your finger and push in the slide rod 42, the clutch pin 46 will also move in the same direction along the elongated hole 47. will be moved to As a result, the clutch pin 46 is disengaged from the recess 52, 52 and disengaged from the drive gear member 51. At the same time, the first locking portion 65.65 of the lock plate 63 enters the window portion 68.68 of the gear case 8. Further, the second locking portion 66.66 of the lock plate 63 is connected to the hole 70.66 of the drive side gear member 51.
Since the drive side gear member 51 remains engaged with the gear case 70, rotation of the drive side gear member 51 is prevented by the gear case 8.

In the above state, move the operating lever 15 from N to A direction or N.
12, the drive shaft 14 rotates while the drive side gear member 51 remains stopped, that is, the first drive member 81 remains stationary, and the drive arm 90 rotates. Rotate. Therefore, the cam member 98 slides in the vertical direction according to the amount of rotation of the drive arm 90 (the position of the roller 95), and the second drive member 11
2 is driven, and the cable 12 for throttle control
1 can be controlled. Therefore, only throttle control can be performed, for example, during warm-up operation or when taking out the PTO output.

Note that when the operating lever 15 is returned to the N position, the clutch pin 46 automatically enters the recess 52 due to the repulsive force of the four springs and 71, and the drive side gear member 51 and the drive shaft 14 are integrated again.

Further, according to the device of this embodiment, the operating lever 15 can be braked to an arbitrary position by twisting the grip 24 of the operating lever 15. That is, when the rod part 23 is rotated by twisting the grip 24 in the direction around the axis, the actuator 26 moves as described above, and the brake shoes 31 and 31 are spread apart and pressed against the friction plate 36, so that a braking force is generated. is demonstrated. For this reason,
Even if the reaction force of the throttle return spring is relatively large, the operating lever 15 does not return easily in the braking state, and the user does not need to hold the operating lever 15 at all times. Furthermore, since the frictional force of the brake shoes 31.31 is used, in the event of an emergency, you can use all your strength to press the operating lever against the am force of the brake shoes 31.31 without having to twist the grip 24. By rotating 15, it can be forcibly returned to the N position, making it possible to quickly respond to emergencies.

Note that FIG. 13 shows another usage mode.

In this example, the drive arm 9o is installed with a 180 degree change in orientation from that shown in FIG. 2 so that it faces the driven gear member 73, and the first drive member 81 is also
Turn it 0 degrees and install it. In addition, drive arm 9.
The roller 95 at '0 is inserted into the second cam groove 104. Further, the support member 113 supporting the second drive member 112 is moved to the right side of the casing body 2 in the figure. At this position, a screw hole is previously formed in the housing body 2 for screwing in a screw 115.115. The rest of the structure is exactly the same as that shown in FIGS. 1 to 12, and the same parts are used.

In the usage mode shown in FIG. 13 configured as described above, when the operating lever 15 is tilted from il to F position, the driven gear member 73 and the first drive member 81 rotate clockwise in the figure, so that the clutch The control cable 82 is pulled and stroked. At this time, since the roller 95 moves within the arcuate groove 105, the cam member 98 does not substantially move, so the second drive member 112 and the throttle drive cable 121 do not operate. Further, from position F to position A, the roller 95 moves to the linear groove 106, so the cam member 98 moves upward in the figure, causing the second drive member 112 to rotate clockwise. Therefore, the throttle drive cable 121 is pulled and stroked.

Further, when the operating lever 15 is moved from the N position to the R position, the first drive member 81 is rotated counterclockwise, and the clutch control cable 82 is pushed and stroked. When it is further tilted from R to the 8th position, the cam member 98 is pushed up while the first drive member 81 is stopped, and the throttle drive cable 1
21 is a pull stroke.

As can be seen from the above explanation, in the cable shown in FIG. 13, the clutch control cable 82 and the throttle control cable 121 are pushed and pulled in opposite directions from those in FIG. become.

By similar rearrangement, the clutch control cable 82 is placed in the state shown in Figure 2, and the throttle control cable 121 is pulled and stroked in the same manner as in Figure 13 to increase the speed of the engine. Alternatively, the clutch control cable 82 may be placed in the state shown in FIG. 13, and the throttle control cable 121 may be pushed and stroked in the same manner as shown in FIG. 2 to increase the speed of the engine.

As described above, it can be used selectively depending on the cable control direction of any engine, and is highly versatile.

Furthermore, as shown in FIG.
It is also possible to connect the two aircraft using, for example, a decorative cover 152 and cover them together to control the control of the two aircraft.

Furthermore, FIG. 15 shows another embodiment of the present invention. In this case, attach the turnip 5-160 to the housing body 2 with the screw 161.
..., a relatively long drive shaft 162 is used instead of the drive shaft 14, and the slide rod 1 is longer than the slide rod 42.
Exchange it for 63.

Then, a hole larger than the coupler 160 is bored in the mounting base plate 164, and the mounting plate 166 and cover 167 are cut out.
It is also fixed to the mounting base plate 164. By adopting such a configuration, it can also be applied to a so-called side mount type in which the mounting stand is on the side.

〔Effect of the invention〕

As described above, according to the first aspect of the present invention, the comparative structure allows not only to remotely control two control objects with a single lever, but also to control only one of them as necessary.
A simple single-lever control device is obtained, and according to the second invention, by incorporating several brakes into such a single-lever control device, it is possible to prevent the operating lever from returning. The structure and operation are simpler than traditional single-lever control devices.

[Brief explanation of drawings]

Figures 1 to 12 show an embodiment of the present invention, with Figure 1 being a longitudinal cross-sectional side view of a single-lever control device, Figure 2 being a rear view with a portion cut away, and Figure 3 being an operation example. A front view of the brake structure with the handle removed, Figure 4 is a cross-sectional view of the drive shaft, Figure 5 is a perspective view of the cam member, and Figures 6 to 8 are the drive side gear member and driven gear member, respectively. A schematic front view showing the positional relationship of the side gear members, Fig. 9 is a partially cutaway rear view when in the N position, Fig. '10 is a partially cutaway rear view when in the A position, and Fig. 11 is an operation diagram. FIG. 12 is a front view showing the positional relationship of the levers, and FIG. 12 is a partially cutaway rear view showing a state in which only the throttle is facing sideways. FIG. 13 is a partially cutaway side view showing another embodiment of the present invention. 1... Housing, 14... Drive shaft, 1
5... Operation lever, 16... Base, 23... Rod part, 26... Actuator, 30... Brake shoe storage chamber, 31... Brake shoe, 34...
Cam surface, 42...slide rod, 42a...one end side,
46...Clutch pin, 51...Drive side gear member,
54... Drive side tooth portion, 73 Driven side gear member, 76...
- Driven tooth portion, 81... First drive member, 90... Drive arm, 92... Stopper plate, 98...
-Cam member, 100...first cam groove, 104...
Second cam groove, 112... Second drive member, 130...
・Tip of stopper plate, 132.133...Screw. Applicant's agent Patent attorney Takehiko Suzue Figure 4 Figure 11 N Figure 12 Figure 14

Claims (3)

[Claims] (1) a housing; a drive shaft rotatably supported by the housing; an operating lever having a base fixed to the drive shaft; an operating lever provided on the drive shaft and rotatable together with the drive shaft; and a driving side gear member having a driving side tooth portion in a part of the circumferential direction, and a driven side tooth portion that meshes with the driving side tooth portion, and the driving side gear member is provided with a driven side tooth portion that meshes with the driving side tooth portion. a driven gear member that rotates by movement on the gear member; a first drive member attached to the driven gear member; and a drive arm that is attached to the drive shaft and rotates together with the drive shaft. , a cam member that cooperates with the drive arm to convert rotational motion of the drive arm into substantially linear motion, and a second drive member driven by the cam member; It has a slide rod in the center that passes through it so as to be movable in the axial direction, and one end of this slide rod is arranged so as to be pressable from the outside of the base of the operating lever, and the other end of this slide rod is arranged so that it can be pressed from outside. A clutch pin is provided that protrudes in the diametrical direction, and this clutch pin disengages from the driving gear member only when the slide rod is pushed in from the outside, and the driving gear member becomes integral with the drive shaft. A single-lever control device that is characterized by being prevented from being rotated. (2) The drive shaft has a stopper plate that rotates together with the drive shaft, and a screw is located on the rotation locus of the tip of the stopper plate to restrict the rotation range of the stopper plate. The single-lever control device according to claim 1, wherein the single-lever control device is screwed into the housing. (3) a housing; a drive shaft rotatably supported by the housing; an operating lever consisting of a base fixed to the drive shaft and a rod part attached to the base so as to be rotatable; a pair of brake shoes pivotally attached to the base of the operating lever and disposed symmetrically so that the outer circumference faces the inner circumference of a brake shoe storage chamber formed in the housing; and a free end of the brake shoe. It is located on the side and is screwed onto the tip of the rod portion of the operating lever, and as the rod portion twists and rotates, it screws in the axial direction of the rod portion and engages the brake shoe via the cam surface of the brake shoe. an actuator for expanding; a drive-side gear member that is provided on the drive shaft and is rotatable together with the drive shaft and has drive-side teeth in a part of the circumferential direction; Equipped with driven teeth that mesh with each other,
a driven gear member that rotates in conjunction with the driving gear member only when meshing with the driving gear member; a first driving member attached to the driven gear member; and a first driving member attached to the drive shaft. a drive arm that rotates integrally with the drive shaft; a cam member that cooperates with the drive arm to convert rotational motion of the drive arm into substantially linear motion; and a second drive member that is driven by the cam member. A single-lever control device characterized by: