A boat control system

Abstract: In a helm, throttle and directional control system for small craft, a safety device arranged to operate between an actuating member (2) and an actuated member (8) has such members (2,8) coupled rotatively together by means of mechanical one-way coupling means (5,6,7,9) wherein a resilient force holds the actuated member (8) constantly biased to a locked position, and wherein the locking action is released by moving the actuating member (2) against the resilient force, thereby motion can be transferred to the actuated member (8) from the actuating member (2).

Description: This invention relates to helm, throttle and directional controls for such small craft as outboard, inboard, and inboard/outboard powered boats and in particular concerns a safety arrangement which fits between a driving member and a driven member in helm, throttle and directional controls. The driving member may be a control drive shaft connected to the steering wheel of a boat, and the driven member may be a driven shaft coupled to a control cable for the boat's steering device. The driving member may also be a control drive shaft connected to a throttle control lever and/or a reverse control lever for the boat's powerplant, and the driven member may be a driven shaft coupled to a throttle control cable and/or a reverse gear control cable. In connection with helm controls, it is a basic requirement that undesired and unintentional changes in the setting of the steering device should be prevented, and this especially for safety reasons. In fact, should the helmsman fall accidentally overboard, the water flow around the steering device is liable to act such that the steering device left to itself swings into an ever tighter turn, thereby the boat will circle around the man in the water on a closing spiral course and become a positive hazard. Powerplant controls also require that no undesired change be applied fortuitously to any pre-selected settings. A most widely employed method of preventing undesired and fortuitous changes to the setting of the driven member has been that of braking the rotational movement of the driving member as by means of a slip clutch between the driving and driven members. However, this tends to make the driving member stiffer and tiring to operate, and anyhow cannot provide failsafe unalterability of the setting where, for example, the forces acting on the driven member are large ones. Therefore, it is the object of this invention to provide a boat control system having a safety arrangement which can fulfil the above-specified demands. In the United States Patent No. US-A-3796292 a steering system for boats is disclosed, wherein resilient brake elements restrain the drive element against rotation in either direction when external forces are applied to the output thereby preventing undesiderable movements at the output. However, the operator is free to rotate the drive element by turning an input shaft which releases the brake elements during rotation thereof. In the German Patent Application No. DE-A-2927070 an automatic locking mechanism for an adjusting shaft is disclosed; a drive handle rotates an adjusting screw, and resilient lock elements prevent the adjusting screw against rotation in either direction once the adjustment is made; the rotation of the drive handle unlocks the lock elements. In claims 1 and 7 two forms of the invention are respectively set out. For a clearer understanding of the features and advantages of the invention, some embodiments thereof will be described hereinafter with reference to the accompanying drawings, where: Figure 1 is a perspective view of a steering wheel and associated helm box for the control cable in the steering system of a boat; Figure 2 shows a first embodiment of the safety arrangement of the control boat system according to the invention; Figure 3 is a view of the safety arrangement in Figure 2 with parts shown in longitudinal section; Figure 4 is a cross-sectional view taken along the line IV-IV in Figure 3; Figure 5 shows a modified embodiment of the safety arrangement with parts shown in longitudinal section; Figure 6 is a cross-sectional view taken along the line VI-VI in Figure 5; Figure 7 is a longitudinal section view of a further embodiment of the safety arrangement of the boat control system according to the invention; Figure 8 is a cross-sectional view through the safety arrangement shown in Figure 7; Figure 9 is a perspective view of a dual-action, single lever control box providing control of the speed and reverse gear of a boat powerplant and incorporating the safety arrangement of Figure 2; Figure 10 is a cross-sectional view through the control box shown in Figure 9; and Figure 11 depicts an applicative situation of the safety arrangement. The safety arrangement of the boat control system of this invention will be first described as applied to a steering whell type of helm for a boat with reference to Figures 1 to 8 of the drawings. With specific reference to Figure 1, shown at 1 is the steering wheel of the helm of a boat, e.g. a motor boat. The steering wheel drive shaft 2 penetrates a box 3 accommodating a unit whereby the helm control cable 4 can be operated. Of course, this cable control unit may be any suitable type to convert the rotary movement of the steering wheel 1 into a linear movement of the cable 4, and may either be of the rack-and-pinion, or chain-and-sprocket, or other comparable types. The safety arrangement would be interposed between the shaft 2 and the input end of the cable 4 control unit. A first embodiment of the safety arrangement will be now described with reference to Figures 2, 3 and 4. Shown at 5 in these drawing figures is a stationary pin, which may be affixed to the bottom of the box 3, for example. Tightly wound around this pin 5 is a cylindrical coil spring 6 having its ends 106 and 206 bent to project radially outwards, from diametrically opposite positions of the spring, as shown best in Figure 4. That end of the shaft 2 which extends into the box 3 is shaped as a half-cup 7, so as to embrace the pin 5 and the spring 6 wound thereon with some radial and axial clearance, and extends circumferentially around the pin 5 through an angle of 180°-2α, as shown best in Figure 4. The radius for the half-cup shape 7 should be such that the latter engages, as the shaft 2 is rotated, with ends 106 and 206, respectively, of the spring 6, for purposes to be explained. The half-cup shape 7 is also formed, at the base thereof where it does not interfere with said ends of the spring 6, with two teeth or dogs 107, 207 which extend circumferentially and symmetrically from either sides through an angle alpha (α), thereby the half-cup shape will extend through 180° at the. location of said teeth. Referenced 8 is the driven shaft for operating the steering arrangement. In the embodiment shown, this shaft 8 is a tubular shaft mounted for free rotation on the shaft 2 concentrically therewith. Said shaft 8 is terminated with a half-cup shape 9 having the same radius as the shape 7 and extending around the pin 5 through an angle of 180°-2α. Keyed on the other end of shaft 8 is a pinion gear 10 which may either mesh directly with the cable 4 where in helical form as shown in Figure 3, or with a rack connected to the cable 4. Shaft 2 forms the driving member for the helm system shown and shaft 8 its driven member. The safety arrangement just described operates as follows. Making reference in particular to Figures 1, 2 and 4, it will be assumed that the steering wheel 1 is turned in the counterclockwise direction, for example, as indicated by an arrow F in Figure 2. The half-cup shape 7 will be turned accordingly in that direction through the shaft 2 of the wheel 1. During a first fractional rotation, through the angle alpha in Figure 4, shape 7 will abut against the end 106 of the spring 6 and urge it in the opposite direction from the winding direction of the spring 6 around the pin 5. This results in the spring 6 turns being expanded, with consequent attenuation or removal of the frictional engagement between the spring 6 and the pin 5, thereby the spring 6 can be entrained to rotate with the shaft 2 of the steering wheel 1. Concurrently therewith, the tooth 107 on the shape 7 will have come to bear on the shape 9 unitary with shaft 8, so that shaft 8 is also entrained rotatively by the steering wheel shaft 2, to therefore rotate the pinion gear 10 operating the helm control cable 4. A similar effect would occur as the steering wheel 1 is turned clockwise. Shape 7 engages here the opposite end 206 of the spring 6, and the tooth 207 on shape 7 comes to bear on shape 9. On taking the hands off the steering wheel, the spring 6 will resume its original condition of close adhesion to the pin 5. At this stage, a tensile force applied to the cable 4 from the steering device of the boat would cause one edge of shape 9 to strike one end, 106 or 206, of the spring 6 along the winding direction of the spring around the pin 5, thereby the spring 6 will be locked onto the pin 5 by the strong frictional resistance and stop the movement of shape 9, so that the steering device cannot swing out of the setting imparted immediately prior to leaving the steering wheel. It should be emphasized that the action of shape 9 on the spring 6 tends to enhance the frictional engagement with the pin 5. Figures 5 and 6 show a safety arrangement quite similar to that in Figures 2, 3 and 4, and similar or corresponding parts of this arrangement will be referenced, therefore, as in the previously described embodiment. With reference to said drawing figures, the spring 6 is disposed with radial clearance around the two half-cup shapes 7 and 9, respectively unitary with the drive shaft 2 and the driven shaft 8, and is urged against a concentrical bush 5′ affixed to the helm box 3 in any suitable manner. The ends 106, 206 of the spring 6 are bent radially inwards so as to intervene between the half-cup shapes 7 and 9. The operation of the safety arrangement is here quite the equivalent for all the rest of that of the safety arrangement embodied as in Figures 2, 3 and 4, it being understood that in this case the spring 6 will interact by frictional engagement with the bush 5′. Figures 7 and 8 show a further embodiment of the safety arrangement of the boat control system according to the invention. With reference to these drawing figures, indicated at 2 is the drive shaft. This shaft is terminated with two radial arms 11 and 12 projecting from radially opposite positions. Connected to those arms 11 and 12 are two cylinder segment elements 13 and 14 which extend over an arc of about 90° and are each provided with a tooth or dog 15 and 16, respectively, centrally thereon, the teeth or dogs extending radially toward the center. The two segments 13 and 14 are accommodated inside a cylindrical case 17 attached to the box 3 in a freely rotatable manner with a small radial clearance. Located within the case 17, between the segments 13 and 14, is an element 18 connected to the driven shaft 8. This element 18 is formed, at diametrically opposite locations thereon, with two notches 118, 118′ engaging the teeth 15 and 16 with a backlash 2α. It also has, at diametrically opposite Locations orthogonal to the notches 118, 118′, two substantially straight surfaces 218, 218′. Two spaces 23 and 24, bound by the surfaces 218, 218′, the inner wall of the cylindrical case 17, and the ends of the cylinder segments 13 and 14, accommodate two ball pairs 19, 19′ and 20, 20′ which are constantly biased in opposite directions toward the ends of the segments 13 and 14 by two springs 21 and 22. The diameters of the balls 19, 19′ and 20, 20′ are sized such that, in their rest position, the balls will wedge between the ends of the camming surfaces 218, 218′ and the inner wall of the case 17. The safety arrangement just described operates as follows. With the parts in the positions illustrated by Figure 8, any attempt at rotating the driven shaft 8 in either direction would be defeated by the balls 19, 19′ and 20, 20′ wedging themselves between the surfaces 218, 218′ and the inner wall of the case 17. A rotation of the drive shaft 2 will drive the elements 13 and 14 through a fraction of their stroke equivalent to the backlash angle alpha, thereby the ends of said elements are caused to act on two diametrically opposed balls, e.g. balls 19′ and 20 when the shaft 2 is turned counterclockwise, and pry them out of the angle between the wall of the case 17 and the corresponding surface 218, 218′ of element 18, thus enabling the shaft 2 to transfer rotary motion to the element 18 through the teeth 15 and 16, and thence to the driven shaft 8. On relieving the shaft 2 of the force applied, the safety arrangement will be restored automatically to its locked condition by the action from the springs 21 and 22. It is understood that the invention is not limited to the embodiments described and illustrated; as an example, the balls 19, 19′ and 20, 20′ could be replaced with some other rolling members, such as rollers. With reference to Figures 9 and 10, the safety arrangement will be discussed herein below as applied to a throttle control and reverse gear control for a boat. Shown in Figure 9 is a remote control box 25 of the single lever 26 type as commonly employed to control the speed and direction of boats powered with outboard motors, or inboard engines, or inboard/outboard units equipped with hydraulically operated reverse gears. As best shown in Figure 10, the control Lever 26 is keyed to one end of the drive shaft 2 relating to the safety arrangement shown in Figures 2, 3 and 4. The safety arrangement could be obviously embodied alternatively as shown in Figures 5 to 8. The operation of the safety arrangement shown is self-evident. By moving the lever 26 in the direction of the arrow F in Figure 9, for example, shape 7 is rotated in a counterclockwise direction through the shaft 2. During a first fractional rotation corresponding to angle alpha in Figure 4, shape 7 is brought to bear onto the end 106 of spring 6, and repel this spring end in the opposite direction from the winding direction of the spring 6 around the pin 5. This results in the turns of the spring 6 being expanded and the frictional engagement of the spring 6 and the shaft 5 being released in consequence, thereby the spring 6 is allowed to rotate together with the shaft 2 of the lever 26. Concurrently therewith, the tooth 107 on shape 7 comes to bear on the shape 9 unitary with shaft 8, thereby the shaft 8 will be also driven rotatively by the shaft 2 of the lever 26, resulting in rotation of the pinion gear 10 which operates the cable 4 wherethrough the engine throttle control can be adjusted. A similar effect occurs when the lever 26 is moved in the opposite direction, in which case shape 7 will engage the other end 206 of the spring 6 and the tooth 207 on shape 7 will abut against shape 9. On releasing the control lever 26, the spring 6 will return to its original condition of close adhesion to the pin 5, thus locking the control system securely on the selected setting therefor and preventing all possibilities of the control system being operated unintentionally and accidentally. Depicted in Figure 11 is a situation where a helmsman, shown at 30, has fallen overboard from a water vehicle, shown at 31, having its helm or steering system equipped with a safety arrangement of the boat control system according to the invention. As shown in full lines, the boat 31, presently with no one at the helm, will keep running in the same (straight, in the example) direction of its course before the helmsman fell overboard since the steering device 32 of the boat is locked by the safety arrangement in the same position as before the incident. Absent the safety arrangement, the water flow around the steering device 32 would gradually bring the steering device to a position of tightest turn of the boat, thereby the boat would close in toward the man in the water along a spiral course and endanger his safety.

Claims: A boat control system comprising a driving member (2) and a driven member (8) rotatively coupled by one-way mechanically coupling means, wherein the driven member (8) is held constantly in a locked position through a resilient force and release is effected automatically by moving the driving member (2) against said resilient force to transfer motion from the driving member (2) to the driven member (8), characterized in that two substantially semicylindrical coupling means (7,9) are provided, one (7) carried by the driving member (2) and the other (9) carried by the driven member (8), which coupling means (7,9) comprise profile portions which substantially mate one with the other with an amount of backlash, and a single coil spring (6) is provided mounted coaxially with said coupling means (7,9) and in frictional engagement with a stationary portion (5;5′) of the system, the profile portions of said other coupling means (9) being in abutment relationship with parts associated with the ends of said coil spring (6) to resist rotation of the driven member (8), the profile portions of said one coupling means (7) cooperating with said parts associated with the ends of the coil spring (6) so as to diminish or remove said frictional engagement of the coil spring (6) to the stationary portion (5;5′) to unlock the driven member (8), said one coupling means (7) entraining rotatively said other coupling means (9), once unlocked the driven member (8), to transfer motion from the driving member (2) to the driven member (8). A boat control system according to Claim 1, wherein the coil spring (6) is contracted by tightly winding it around an element consisting of a pin (5) of the stationary portion of the system, and wherein the ends (106,206) of said coil spring (6) are bent radially outwards to thereby be in abutment with the profile portions of said other coupling means (9) and be engaged by the profile portions of said one coupling means (7). A boat control system according to claim 1, wherein the coil spring (6) is compressed into clutching engagement with the walls of an element consisting of a surrounding bush (5′) of the stationary portion of the system, and wherein the ends (106,206) of said coil spring (6) are bent radially inwards to thereby be in abutment with the profile portions of said other coupling means (9) and be engaged by the profile portions of said one coupling means (7). A boat control system according to claim 2 or 3, wherein the coil spring (6) is cylindrical and is mounted to said element (5;5′) of the stationary portion of the system such that the action of the profile portions of said other coupling means (9) on the coil spring ends (106,206) enhances the frictional engagement with said element (5;5′) of the stationary portion, whereas the action of the profile portions of said one coupling means (7) on the spring ends (106,206) diminishes or removes the frictional engagement with said element (5;5′) of the stationary portion. A boat control system according to claim 4, wherein the driving member and the driven member are respectively a drive shaft (2) and a driven shaft (8) coaxial one to the other, and wherein the two coupling means comprise two half-cup shapes (7,9) of equal radius which are coaxial with said shafts (2,8) and extend circumferentially each through an angle smaller than 180°. A boat control system according to claim 5, wherein, on either sides of the half-cup shape (7) carried by the drive shaft (2), teeth (107,207) are provided which extend circumferentially at such location as not to interfere with the ends (106,206) of the coil spring (6), the angle formed by said teeth (107,207) being 180°. A boat control system comprising a driving member (2) and a driven member (8) rotatively coupled by one-way mechanically coupling means, wherein the driven member (8) is held constantly in a locked position through a resilient force and release is effected automatically by moving the driving member (2) against said resilient force to transfer motion from the driving member (2) to the driven member (8), characterized in that two coupling means (11-16,18) are provided, one (11-16) carried by the driving member (2) and the other (18) carried by the driven member (8), which are coaxially mounted in a stationary case (17) and have profile portions which substantially mate one within the other with an amount of backlash so as to rotatively interfere, and rolling elements (19,19′,20,20′) are provided housed in said case (17) and biased by elastic means (21,22) to be wedged between said other coupling means (18) and the case (17) so as to lock the driven member (8), said one coupling means (11-16) acting upon rotation on the rolling elements (19,19′,20,20′) to move the rolling elements from the wedged position contrary to the elastic means (21,22) so as to unlock the driven member (8) and entraining rotatively said other coupling means (18), once unlocked the driven member (8), by the interference of the profile portions of the two coupling means (11-16,18) to transfer motion from the driving member (2) to the driven member (8). A boat control system according to claim 7, wherein the driving member and the driven member are respectively a drive shaft (2) and a driven shaft (8) coaxial one to the other, and wherein the stationary case (17) is cylindrical, and wherein said one coupling means comprise two cylinder segments (13,14) carried on the drive shaft (2) and projecting inside the stationary case (17), the outside diameter of the cylinder segments (13,14) being substantially equal to the inside diameter of the stationary case (17), and wherein said other coupling means comprise a profile element (18) integral with the driven shaft (8) and disposed within the stationary case (17) between the cylinder segments (13,14), said profile element (18) engaging the cylinder segments (13,14) on two opposite sides with an amount of backlash, and wherein the opposite ends of the cylinder segments (13,14), the wall of the stationary case (17), and two opposite free sides of the profile element (18) define two chambers (23,24) therebetween, each chamber (23;24) accomodating two rolling elements (19,19′;20,20′) constantly biased in opposite directions by respective spring means (21;22) thereby to abut against the ends of the cylinder segments (13,14) and to be wedged between the walls of the stationary case (17) and the cooperating sides of the profile element (18). A boat control system according to claim 7, wherein the cylinder segments (13,14) extend through an arc of about 90°. A boat control system according to claim 7, wherein the cylinder segments (13,14) and the profile element (18) are mutually engaged by means of a dog clutch (15,16,118,118′) having an amount of backlash. A boat control system according to claim 7, wherein the rolling elements are balls (19,19′,20,20′). A boat control system according to claim 7, wherein the rolling elements are rollers. A boat control system according to claim 7, wherein the spring means are cylindrical coil springs (21,22). A boat control system according to claim 1 or 7, wherein the driving member (2) is connected to a steering wheel (1) of the boat (31) and the driven member (8) is coupled to a control cable (4) of the boat helm (32). A boat control system according to claim 1 or 7, wherein the driving member (2) is connected to a throttle and/or reverse gear control lever (26) of a powerplant of the boat, and the driven member (8) is coupled to a throttle and/or reverse gear control cable (4) of the powerplant of the boat.

Inventors: GAI GIORGIO, GAI, GIORGIO
Applicants: ULTRAFLEX SRL, ULTRAFLEX S.R.L.
Application year: 1991
Main classification: G05G5
IPC codes: G05G5, B63H25, B63H21