US3581603A

US3581603A - Marine engine control

Info

Publication number: US3581603A
Application number: US840329A
Authority: US
Inventors: Robert K Farrington; Louis T Horvath
Original assignee: MARMAC PRODUCTS Inc
Current assignee: MARMAC PRODUCTS Inc
Priority date: 1969-07-09
Filing date: 1969-07-09
Publication date: 1971-06-01
Anticipated expiration: 1988-06-01

Abstract

A single lever throttle and transmission control for marine engines mounted remote from the engine and connected to the engine by throttle and transmission control cables. The control comprises an operating handle, a hollow rotatable actuating shaft to which the operating handle is connected, a slider axially movable within the shaft, and throttle and transmission driving elements connected to the control cables. A key positionable by the slider operatively connects the actuating shaft with both the throttle and transmission driving elements when the slider is in a first axial position, and with only the throttle driving element when the slider is in a second axial position. Further the mounting for the control is a flanged member which is fastened to a side panel on the boat and the control is then fastened and keyed to this member from the backside of the panel. The member has indicia thereon to assist in angularly locating it so that the control cables from the control extend at the proper desired angle.

Description

United States Patent [72} Inventors Robert K. Farrington 905,004 9/1962 Great Britain 74/876 Shaker Heights; i Louis T. Horvath, Solon. both at, Ohio 1 pp No- 840,329 Attorney-Meyer, T| berry and Body [22] Filed July 9, I969 [45] Patented June 1, I971 [73] Assignee Marmac Products, Inc.

Bedford Heights, Ohio ABSTRACT: A single lever throttle and transmission control for marine engines mounted remote from the engine and con- [54] MARINE ENGINE CONTROL nected to the engine by throttle and transmission control ca- 9Claims,9l)rawing Figs. bles. The control comprises an operating handle, a hollow 52 U.S. CI 74 876 rotatable actuatmg, shaft to which the operatmg handle 1 Int Cl I t 4 nected, a slider axially movable within the shaft, and throttle [501 Field of Search I I I I I 74/875 and transmission driving elements connected to the control 876 cables. A key positionable by the slider operatively connects the actuating shaft with both the throttle and transmission [56 R fer Ci d driving elements when the slider is in a first axial position, and UNn-ED STATES PATENTS with only the throttle driving element when the slider is in a second axial position. 32 Further the mounting for the control is a flanged member 3444'765 5/1969 g 74/876 which is fastened to a side panel on the boat and the control is 3490367 [/1970 J i: 744425 then fastened and keyed to this member from the backside of e er the panel. The member has indicia thereon to assist in angu- FORElGN PATENTS larly locating it so that the control cables from the control ex- 646,947 8/1962 Canada 74/875 tend at the proper desired angle.

B 3A l2 l4 C i f l W, 5+l 52 30 i |6r- 38 A t '55 52 40 L I22 "2861M 36 42 I so q as as 22 g; 2 I8 I I al 1 I 1 89 as so I 9%- l L, f.

SHEET 1 0F 5 I o m .mb vw a MWZ h. mm mm fm ow 38 my PATENTED JUN .1 I971 INVENTORS K. FARRINGTON T. H ORVAT H ATTORNEYS.

PATENTEB JUN 1 I97! SHEET 2 OF 5 INVENTORS ROBERT K.FARR|NGTON LOUIS T. HORVATH ATTORNEYS.

PATENIED JUN I 197i SHEET 3 BF 5 K. FARRINGTON T. HORVATH fi ATTORNEYS.

m m E V m PAIENTED JUN Hem 8,581,603

SHEET l 0F 5 -fil INVENTORS ROBERT K.F RRINGTON L T. RVATH ATTORNEYS.

PATENTEUJUN H971 3581.603

sum 5 or s INVENTORS ROBERT K.FARRINGTON LOUIS T. HORVA H ATTORNEYS.

MARINE ENGINE CONTROL The present invention relates to control mechanisms, and more particularly to throttle and transmission controls for marine engines adapted to be positioned remote from the engine.

The invention is particularly applicable to remote control mechanisms for small pleasure craft, of the type wherein the control mechanism is connected by cables to the throttle and transmission components of a marine engine, for instance, of an outboard motor, and will be described with particular reference thereto, although it will be appreciated that the invention has broader applications.

It is known to provide a control mechanism remote from the engine which is connected to the engine by a first cable for shifting the engine transmission from neutral to reverse or forward drive positions, and by a second cable for advancing the engine throttle. Typically the control mechanism is provided with an operating handle which is pivotable from a neutral upright position to forward or rearward positions. Means are provided for operatively connecting the operating handle through suitable linkages to both cables, so that when the handle is pivoted forwardly (or rearwardly), first the engine transmission is shifted from neutral to the forward (or reverse) drive position, and then the throttle is advanced. Such means is operab|e,'when the handle is in the upright neutral position, to disconnect the handle from the transmission linkage; so that when the handle is moved either forwardly or rearwardly the transmission remains in neutral, and only the throttle is advanced.

In prior U.S. Pat.No. 3,1 15,050 assigned to assignee of the present application, the above is accomplished by means of an operating handle mounted on a shaft which is at right angles to the handle, the shaft being axially and rotatably movable. Also provided in the housing are throttle and transmission driving gears mounted in side by side relationship on a rotatable shaft which is axially slidable both relative to the housing and the gears. In one axial position of the shaft, a key mounted in a slot on the shaft engages a keyway in both gears and in the other axial position engages only in the keyway of the throttle driving gear. A detent mounted in the housing adjacent the shaft bearing is biased in either of two detent grooves on the shaft to hold it in either axial position.

Moving of the shaft axially in the gears, which are made of hardened steel, tends to result in a shaving action on the shaft requiring that the shaft be of hardened steel accurately ground to close tolerances. The detent grooves and key slot must be machined. All of this is expensive. Such machining often left burrs which if not carefully removed interfered with smooth axial shifting of the shaft. Additionally the edges'of the detent grooves damaged the shaft bearing in the housing.

A further difficulty was that the operator had difficulty telling by feel whether the handle and shaft were in the transmission-gear engaged or disengaged position. At night, or in an emergency, this could be dangerous when starting the engine.

These and other disadvantages are overcome in accordance with the present invention wherein the transmission and throttle gears are supported on a shaft which is rotatable only. The shaft is hollow and slidably supports a slider on the inside and the transmission and throttle driving gears on the outside. A key mounted on the slider extends through and beyond an elongated slot in the wall of the shaft and depending on the axial position of the slider is either engaged or disengaged in a keyway in the transmission driving gear. The throttle driving gear is keyed to the shaft. A spring biased detent mounted on a hole in the slider engages either of a pair of axially aligned holes in the wall of the shaft to hold the slider in either posi tion.

Preferably, the actuating shaft is provided with a longitudinally extending slot, the means positionable by the slider comprising a key affixed to the slider and movable within the actuating shaft slot adapted to engage the throttle driving gear at all times and only engage the transmission driving gear in one axial position of the slider.

With this construction, wear and tolerance problems are so reduced that the slider and actuating shaft may be made of die cast components. A substantial economy of construction results. Further, the operator can feel the axial position of the slider and know whether the transmission gear is engaged.

Another difficulty with control mechanisms was that they were usually mounted with the bulk of their housing fully exposed to view by the boat passengers. Also mounting the housing so that the control cables led away therefrom at the proper angle was always a problem.

The invention contemplates a housing which may be mounted fully concealed and a mounting member therefor so arranged that the angle the cables will take on final assembly can be readily predetermined.

Thus in accordance with this aspect of the invention, a flanged sleeve is mounted in an opening in a side panel of the boat. Angular indicia on the flange enables accurate orientation of a recess on the opposite end of the sleeve. The housing has a threaded boss which is inserted from the back side of the panel through the sleeve and a nut retains it in position. A protrusion on the housing fits into the recess to lock the housing in the angular position as determined by the prior positioning of the flange,

Accordingly, it is an object of the present invention to over come the disadvantages of prior control mechanisms, and in particular to provide a control mechanism which is simpler in construction, safer to operate, and less expensive than prior control mechanisms.

It also is an object of the invention to provide a control mechanism which is esthetic in appearance and adaptable for use with different make boats and power units.

It is further an object of the present invention to provide a control mechanism which can inexpensively be manufactured using a plurality of die-cast parts.

Another object is the provision of a mounting arrangement whereby the angle of the cables leading from the housing may be readily predetermined.

The invention, and other object and advantages thereof will become apparent upon consideration of the following specification, with reference to the accompanying drawings, in which FIG. I is an assembly elevation view of the control mechanism of the invention;

FIG. 2 is a side partial section view of the control mechanism of FIG. I;

FIG. 3 is a section view of the control mechanism of FIG. 2 illustrating details of the mechanism:

FIG. 3A is a view of the control mechanism as viewed from the right of FIG. 3',

FIG. 4 is a section view of the control mechanism of the in vention, similar to FIG. 3, illustrating operation of the control mechanism;

FIGS. 5 and 6 are elevation views taken along lines 5-5 and 645 of FIG. 3 illustrating details of the control mechanism;

FIG. 7 is a perspective exploded view of part of the control mechanism of FIG. 3; and

FIG. 8 is a front elevation view of the control mechanism of FIG. 2.

Referring now to the drawings wherein the showings are for the purpose of illustrating the preferred embodiment of the invention only and not for the purpose of limiting the same, the FIGS. show a control mechanism A including a housing B adapted to be mounted on a panel C (FIGS. 2 & 3A), the mechanism being connected to throttle and transmission control cables D and E respectively. An operating handle F is operative through the control mechanism for translational movement of the control cables D and E, the latter being connected to throttle and transmission components on an engine, not shown. Centered in the face of the control mechanism A, at the pivot axis for the operating handle F, is a pull knob G.

Turning to the drawings in detail, the panel C may be a side panel in the cockpit of a boat alongside the operators seat, the panel extending generally in a plane from fore to aft in the boat. The control mechanism is mounted so that the operating handle F pivots about a substantially horizontal axis which is at right angles to the panel, the handle being pivotable forwardly and rearwardly in about 120 arcs, on opposite sides of an upright idle and neutral position. Within the housing B, in a manner to be described, transmission and throttle driving ele ments translate movement of the operating handle to the rearwardly extending throttle and transmission cables (D, E), the operating handle being disengageable, in a manner also to be described, from the transmission cable E.

As best shown in FlGS. 27, the housing B of the control mechanism A, is mounted on the rearward or nonexposed side of the panel C, and comprises two cup-shaped facing components, a front housing member 12 and rear housing member 14, the two members being joined together to define an enclosed gear chamber 16. On the rearward side of the housing B (FIG. 3A) there are shown two

control arms

18 and 20 at right angles to each other, the arm 18 being the throttle control arm, and the arm 20 being the transmission control arm. The arms are shown in their normal neutral-idle positions, the transmission arm 20 being generally aligned with the axis of the upright operating handle F, the throttle arm 18 being at right angles to operating handle and oriented generally rearwardly on the boat. As shown in FIG. 3, the two arms are pivotable in separate parallel planes which are spaced close to each other.

Extending rearwardly in the boat from the housing 14 is a bracket member 22, the throttle control cable D being slidable within a sheath or outer element 24 affixed to the bracket member. The throttle control cable D at one end is attached to a cable lug 26 on the end of the throttle control arm 18. It is apparent that as the throttle control arm cable lug 26 pivots away from the bracket member 22, the throttle cable is axially shifted within the sheath 24, secured to the bracket member. lt is a feature of prior U.S. Pat. No. 3,] 15,050 that because of this geometrical relationship between the throttle control arm 18 and the bracket member, initial rocking movement of the arm from its idle position aligned with the bracket member results in relatively little movement of the cable core relative to its sheath. As the shifted angle of the arm increases, however, the ratio of cable core movement to angle arm movement increases, so that at lowest speed, the throttle control is relatively fine, and at higher speeds, relatively coarse.

As best shown in FlG. 3, two parallel spaced apart shaft assemblies extend from the housing B, the first comprising an operating handle shaft assembly 28, coaxial with the pivot axis for the operating handle F, and spaced from that assembly, a control shaft assembly 30 defining the pivot axes for the throttle and

transmission control arms

18 and 20.

The control shaft assembly 30 comprises an outer transmission barrel shaft 32 and, coaxial therewith and inside of the barrel shaft, a throttle control shaft 34. The transmission control arm 20 is locked onto a double D portion 36 at the exposed end of the transmission barrel shaft 32, by means of a snap ring 38, whereas the throttle arm 18 is held onto a double D portion 40 at the exposed end of the inner throttle control shaft 34, by means ofa nut and washer assembly 42. By this arrangement the

arms

18 and 20 can be reversed 180 if desired for right or left hand installation.

Between the operating handle shaft assembly 28 and the control shaft assembly 30 are throttle and

transmission gear trains

44 and 46, shown in detail in FIGS. 5 and 6. These gear trains are in parallel spaced apart planes, at right angles to the axes of the control shaft and operating handle shaft assemblies, the throttle gear train 44 being in front of the transmission gear train, towards the operating handle F. The throttle gear train comprises an upper gear element 48, constituting the driven gear element of the train, this gear element being engaged by the throttle control shaft 34 on a generally rectangular surface 50 thereof, by means of snap ring 52. To the rearward of the throttle driven gear element, the transmission gear driven element 54 is held onto a generally rectangular surface 56 of the barrel shaft 32, by means of snap ring 58.

Encompassing the operating handle shaft assembly 28 are cooperating throttle and transmission driving gears 60 and 62 engaging the throttle and transmission driven

gears

48 and 54.

Further details on the gear trains and control shaft assembly can be had with reference to U.S. Pat. No. 3,l l5,050, although it is apparent, referring to FIGS. 5 and 6, that the gear elements are in the form of interrupted gears so that rotation of the throttle control shaft 34 of the control shaft assembly is completely independent of rotation of the barrel shaft 32.

In essence, the throttle and transmission driving gears 60 and 62 are rotatable in either a clockwise or a counterclockwise direction, the gears being in an idle-neutral position when arranged as shown in FIGS. 5 and 6. Initial rotation in one direction of the throttle driving gear 60 causes no movement of the throttle driven gear 48, or rotation of the throttle control shaft 34; whereas it is apparent that initial rotation of the transmission driving gear 62 causes immediate rotation of the transmission driven gear 54 and rotation of the transmission barrel shaft 32. The latter, being rotatable independent of the throttle control shaft 34, rotates the transmission control arm 20, and places the engine or power unit in gear. Depending upon whether the rotation of the transmission driving gear 62 is clockwise or counterclockwise, the engine or power unit transmission will be shifted to either a reverse or forward speed position. After either position has been obtained, the teeth of the transmission gear train become separated, a convex surface 64 on the driving gear coming into contact with one of two concave surfaces 66 on the driven gear. This locks the transmission barrel shaft 32 in the rotated position but permits further rotation of the throttle driving gear 60. This further rotation causes separation of a convex surface 68 on the throttle driving gear 60 from a concave surface 70 on the driven gear 48, bringing teeth of these two gears into mesh so that the throttle control shaft 34 begins to rotate.

In prior U.S. Pat. No. 3,1 l5,050 the throttle and transmission driving gears both were rotated by a single shaft which was rotatable in the housing, and also shiftable axially in the housing, axial movement of the shaft bringing it into and out of engagement with the transmission driving gear through a key carried by the shaft.

In accordance with the present invention, the operating handle shaft assembly 28 comprises a hollow, elongated, outer, operating handle shaft 72, defining an axially extending cylindrical bore 74 and movable coaxially within the bore, an elongated cylindrical slider 76. The inside bore 74 of the shaft 72 is generally of uniform diameter for most of its length, constricting to a serrated and coaxial front end 78 of lesser inside and outside diameter. The serrated end 78 has attached to it the operating handle F. The shaft 72 is rotatably supported in nylon sleeve bearings 79, 81 mounted in aligned bores in

bosses

80, 82 integral with the

housing members

12, 14. Snap rings 83, 85 engage in grooves in the shaft at spaced positions on opposite ends of the boss 80 to position the shaft axially in the housing B.

The slider 76 is in the form of an elongated cylindrical member 84 slidably seating within the bore 74 of shaft 72, and having a forward cylindrical extension 86 of lesser diameter. The extension 86 is provided with a threaded end 88 onto which pull knob G is threaded. The diameter of the extension 86 is such that it slides easily within the serrated end 78 of the operating handle shaft 72.

Axial movement of the slider 76 relative to the shaft 72 is restricted by means of the handle F engaging one end of the shaft 72 and an integral flange 89 on slider 76 engaging the other end of shaft 72. A ball detent 90 positioned in a recess 98 in slider 76 is biased by a spring 96 into either of two

apertures

92, 94 in the wall of shaft 72. This detent holds the slider in either of two axial positions, i.e. transmission-gear engaged or disengaged.

A flat rectangular shaped key 104 is mounted in a correspondingly shaped shallow slot 102 in the upper surface of slider 76 and extends through an elongated opening 106 through the wall of shaft 72. This slit 106 is of sufficient width to enable the key 104 to slide axially, and is of sufficient axial length so that the key 104 may be moved into and out of engagement with a keyway in gear 62. It also is so located on the shaft that the key 104 is always in engagement with the keyway in gear 60. It will be appreciated that two keys could be provided one stationary and in engagement with the keyway in gear 60 and the other movable into and out of the keyway of gear 62.

The right hand end of slider 76 has mounted thereon a sidewardly extending arm 108 which in turn supports a locking pin 110 extending parallel to slider 76. This pin 110 extends through an aperture into the housing 14 and when gear 62 is in the neutral position as shown in FIG. 3, the pin 110 can enter an opening 112 formed in the gear 62. With this arrangement, axial movement of slider 76 is prevented unless the gear 62 is in neutral position and in such event when the slider 76 is moved to the left, the pin 110 engages in the opening 112 and locks the gear 62 in its then neutral position.

Thus, with the slider 76 in the position shown in FIG. 3, the key 104 engages a keyway in both gears 60, 62. Rotation of shaft 72 by means of moving handle F moves both gears 60, 62 in a known manner. When the two gears 60, 62 are in the zero throttle and neutral position respectively, slider 76 may be moved to the left. Pin 110 enters opening 112 and key 104 moves free of the keyway of gear 62. Rotation of shaft 72 by moving handle F then only rotates throttle gear 60.

For the purpose of indicating to the boat operator when the handle F is in the neutral position, a ball detent 114 is mounted in a hole in the housing 12 and is biased towards the left hand surface of gear 60 by means of a spring 115. Gear 60 has a detent receiving recess 116 in its left surface so positioned as to be-engaged by the detent 114 when the throttle gear is in the zero throttle or neutral position. It is to be noted that the recess 116 is located a substantial distance from the axis of the shaft 72, as contrasted to earlier practice where the recess was placed on the surface of the shaft. With the present arrangement, the. force on handle F required to move the ball detent 114 out of the recess 116 is substantially greater than if the ball 114 engaged a recess in the surface of the shaft. With the present arrangement, it is much easier for the operator to sense when the handle F and gears are in the neutral position.

In accordance with the invention, novel means are provided for mounting the mechanism in a boat so that in essence, only the control handle F and knob G and a simple cover plate are exposed to the operator. Thus in the embodiment of the invention shown in FIG. 3, the left hand side of panel C faces the interior of the boat and has an opening 117 formed therein of a predetermined diameter. A sleeve 118 of an outer diameter just less than the diameter of the opening 117 is positioned in this opening 117 and has a radially outwardly extending flange 119 which engages the left hand surface of the panel C. A plurality of screws extend through holes in the flange 119 for mounting sleeve 118 in position on panel C. The sleeve 118 has a through opening which receives boss 80 on the housing 12. A eounterbore on the left hand end of sleeve 118 receives a nut 126, threadably engaged on the threaded end of boss 80.

The right hand 'end of sleeve 118 is provided with a pair of diametrically opposed recesses 120 FIG. 2 each adapted to receive a lug or protrusion 121 FIG. 3 on the left hand side of housing 12. This lug locks the housing B against rotation relative to sleeve 118 it being appreciated that with the two recesses 120, the housing B may be selectively positioned and locked in either of two positions 180 apart. The use of the two recesses also enables the same sleeve 118 to be used for mounting the mechanism on either the right or left hand side of a boat. With the coacting recesses 120 and lug 121, the mechanism will always have the same relative angular orientation relative to the sleeve 118.

Normally, the control cables D, E extend away from the mechanism at a downward angle relative to the horizontal fore and aft line of the boat. To enable the installer to accurately predetermine the position of the mechanism to produce any desired angle of these cables D, E, the exposed face of flange 119 FIG. 8 is provided with a plurality of marking indicia 124 which in the preferred embodiment are spaced 15 apart. Thus the installer decides on the desired angle for cables D, E, picks the appropriate indicia line to be vertical and inserts the three screws shown into the panel C. Then from the opposite side of the panel C he inserts the boss into the sleeve 118 and screws the nut 126 into position. The mechanism is then mounted. Cover plate 122 is snapped over the flange 119 and the handles F and G are installed. After connecting cables D, E are connected to the motor, the mechanism is ready to be operated.

One advantage of the above arrangement is that the control mechanism can be properly installed (i.e., given a proper orientation), without removal of the panel C from the boat, despite the fact that the mechanism is substantially completely behind the panel removed from view.

FIGS. 3 and 4 show a simple limit switch 130 mounted on the bracket 22. Actuating the limit switch is an extension 132 of arm 108 closing the switch when the pull knob and slider 76 are moved to the left. The switch is suitably connected or interlocked into the motor starting circuit so that unless the slider is moved to the left, disengaging the operating handle from the transmission linkage, the engine cannot be started.

In the preferred embodiment, the gears 60, 62 are either made of hardened steel or sintered powdered steel. The

shafts

72 and 76 are preferrably aluminum or zinc die castings, it having been found that because of the invention, tolerances on the shaft supporting the gears 60, 62 and the wear problems thereon are reduced to the point where soft metal of the type used in die casting will not unduly wear and die casting techniques provide tolerances adequate to provide a quality mechanism. Additionally, the slot 106 for the key 104, the detent receiving recesses 90, 94, the recess for the ball 90, and the slot 102 can all be formed in the die casting process. Thus, no or substantially no machining operations are required on the

shafts

72, 76. This is in contradistinction to the apparatus shown in prior US. Pat. No. 3,] 15,050, wherein the shaft supporting the gears had to be of hardened steel with machined recesses therein and the exterior diameter had to be ground to close tolerances.

As a result of the invention, the mechanism can be mounted in a boat essentially concealed form view by the boat passengers. Furthermore, the boat operator has a positive indication as to when the mechanism is in the neutral position where the transmission gear train can be either engaged or disengaged. Additionally, the operator has a clear indication by feel of the position of the knob G so that he can know whether or not the transmission gear train is or is not engaged.

The invention has been described with reference to a preferred embodiment. Obviously modifications and alterations will occur to others upon reading and understanding of this specification and it is my intention to include all such modifications insofar as they come within the scope of the appended claims.

What 1 claim is:

l. A remote control mechanism for marine engines comprising a control housing;

a hollow actuating shaft supported for rotation in said housing and having a longitudinally extending slot;

a throttle element and a transmission driving element within said housing supported on said shaft, said throttle and transmission driving elements being in the form of gears in parallel but spaced apart planes;

a slider shaft within said actuating shaft axially movable between first and second positions;and

key means supported by said slider shaft and movable within said slot adapted to engage the throttle driving gear all of the time and the transmission driving gear only when the slider is in said second position.

2. The mechanism of claim 1 wherein one of said shafts has a pair of axially spaced detent receiving openings and the other shaft has a single ball receiving opening arranged to be aligned with one of said other openings depending on the position of said slider shaft.

3. The mechanism of claim I wherein said transmission driving element has an opening of limited circumferential width spaced from but parallel to its axis of rotation and said element having a neutral position, and said slider shaft has a member spaced the same distance from and parallel to said axis, said member being adapted to enter said opening when said slider shaft moves to said second position but only when said element is in its neutral position.

4. A remote control mechanism for marine engines adapted to be mounted on the hidden side of a control panel in a boat wherein said control panel has an opening therethrough, a sleeve having a diameter slightly smaller than said opening and adapted to be positioned in said opening, said sleeve having a flange on one end of a diameter greater than the diameter of said opening, means for preventing rotation of said sleeve relative to said panel, said mechanism including a housing having a cylindrical boss on one side thereof rotatively supporting operating controls, said boss being threaded at its end and having a diameter so as to slip through the inner diameter of said sleeve, and a nut member threaded on said threaded portion for holding said housing to said sleeve.

5. The combination of claim 4 wherein said sleeve has a recess on the end remote from said housing to receive said Hut.

6. The combination of claim 4 wherein the face of said flange has angular indicia thereon.

7. The combination ofclaim 5 wherein said sleeve and housing have means for preventing rotation of said housing relative to said sleeve.

8. The combination of claim 7 wherein said means include a pair of diametrically opposed means on said sleeve and at least one eoacting means on said housing whereby said sleeve may be used for either right or left hand mounting.

9. The combination of claim 5 wherein said sleeve has at least one recess in its housing facing end and said housing has a coaeting protrusion adapted to enter said recess.

Claims

1. A remote control mechanism for marine engines comprising a control housing; a hollow actuating shaft supported for rotation in said housing and having a longitudinally extending slot; a throttle element and a transmission driving element within said housing supported on said shaft, said throttle and transmission driving elements being in the form of gears in parallel but spaced apart planes; a slider shaft within said actuating shaft axially movable between first and second positions; and key means supported by said slider shaft and movable within said slot adapted to engage the throttle driving gear all of the time and the transmission driving gear only when the slider is in said second position.

3. The mechanism of claim 1 wherein said transmission driving element has an opening of limited circumferential width spaced from but parallel to its axis of rotation and said element having a neutral position, and said slider shaft has a member spaced the same distance from and parallel to said axis, said member being adapted to enter said opening when said slider shaft moves to said second position but only when said element is in its neutral position.

5. The combination of claim 4 wherein said sleeve has a recess on the end remote from said housing to receive said nut.

7. The combination of claim 5 wherein said sleeve and housing have means for preventing rotation of said housing relative to said sleeve.

8. The combination of claim 7 wherein said means include a pair of diametrically opposed means on said sleeve and at least one coacting means on said housing whereby said sleeve may be used for either right or left hand mounting.

9. The combination of claim 5 wherein said sleeve has at least one recess in its housing facing end and said housing has a coacting protrusion adapted to enter said recess.