Dual Station Binnacle Control

Abstract

The invention provides a dual station marine propulsion control system including means selectively operable to afford control of an engine throttle and/or clutch at one station while preventing the exercise of control from the other station and vice versa. Each throttle control station comprises a control lever movably mounted relative to a minimum throttle setting, a cam member movably mounted relative to a first position, and means movably mounted on the housing and coacting with said cam member and with cooperating means on the lever for preventing movement of the lever from the minimum throttle setting when the cam member is displaced from the first position and for preventing displacement of the cam member from the first position when the control lever is displaced from the minimum throttle position. Also disclosed herein is a frame operably connected to an engine throttle for actuation of the engine throttle in response to frame movement. The frame includes guide paths for first and second throttle slides which are respectively connectable to throttle control links or cables connected respectively to remote control stations so as to effect throttle slide movement in response to throttle control link movement. Also included are means on the frame and on the throttle slides for alternatively and selectively connecting one of the throttle slides to the frame for common movement of the frame with the one throttle slide and for permitting relative movement between the other of the throttle slides and the frame.

Description

BACKGROUND OF THE INVENTION

The invention relates generally to controls for internal combustion engines and more particularly to a dual, so-called "binnacle", control system for marine propulsion systems.

It is common practice in marine cruisers to provide, both in the cabin and on a flying bridge or elsewhere, so-called "binnacle" type single lever controls for regulating both the throttle and/or the clutch of the propulsion system. It is desirable that when one control station is in use that the other control station be inactivated and vice versa. Various previously known single lever controls includes the controls disclosed in U.S. Pat. Nos. 3,250,350; 3,141,575; 3,131,795; 3,139,767, 3,244,262, and 3,146,632.

SUMMARY OF THE INVENTION

The invention provides a dual station marine propulsion control system including means selectively operable to afford control of an engine throttle and/or clutch at one station while preventing the exercise of the control from the other station and vice versa.

At each station, the throttle control device comprises a housing, a throttle control lever movably mounted on the housing relative to a minimum throttle setting, and a cam member movably mounted on the housing relative to a first position, together with means movably mounted on the housing and coacting with the cam member and with cooperating means on the lever for preventing movement of the lever from the minimum throttle setting when the cam member is displaced from the first position and for preventing displacement of the cam member from the first position when the throttle lever is displaced from the minimum throttle position.

The means for inactivating one of the stations while affording operation of the other station includes the previously mentioned cam member and the previously mentioned means cooperating with the cam member and the lever for preventing movement of the lever and displacement of the cam member, together with means interconnecting the cooperating means so that the cooperating means at one station is displaced from the first position as the cooperating means at the other station is located in the first position, thereby preventing simultaneous use of both stations.

The invention also provides apparatus for displacing the engine throttle at the other end of a pair of control links or cables respectively connected to the dual control stations. More particularly, the apparatus for displacing the engine throttle includes a frame operably connected to the engine throttle for actuation of the engine throttle in response to movement of the frame. Included on the frame are first and second guide paths for first and second throttle slides respectively connected to the throttle control cables or links and movable along the first and second guide paths in response to the throttle control link movement, together with means on the frame and on the first and second throttle slides for alternatively and selectively connecting one of the throttle slides to the frame for common movement of the frame with the one throttle slide and for permitting relative movement between the other of the throttle slides and the frame, whereby movement of the throttle control lever at one station effects movement of the connected throttle cable and the connected throttle slide, together with common movement of the frame to actuate the engine throttle.

One of the principal objects of the invention is the provision of an engine control system including two control stations and means for selectively setting the control stations so as to permit control of the engine from one station while automatically inactivating the other station.

Another of the principal objects of the invention is the provision of a relatively simple and effective arrangement for mutually and selectively inactivating one station while permitting the use of another station to control the throttle and/or clutch of a marine propulsion device.

Still another of the principal objects of the invention is the provision of an engine control station including a single throttle control lever and a mechanism including a selector lever positionable between a first position permitting operating movement of the main control lever and a second position preventing operation of the main control lever.

Still another of the principal objects of the invention is the provision of an engine control station such as described in the preceding paragraph including means preventing re-positioning of the selector lever in the event the main control lever is not in its minimum throttle setting position.

Another principal object of the invention is the provision of a mechanism for activating an engine throttle in response to movement of either one of two input cables or links.

Other objects and advantages of the invention will become known by reference to the following description and accompanying drawings.

DRAWINGS

FIG. 1 is a perspective view of a dual station engine control system embodying various of the features of the invention.

FIG. 2 is a fragmentary enlarged elevational view, with parts broken away, of one of the stations shown in FIG. 1.

FIG. 3 is a partially schematic view similar to FIG. 2 and partially in section, and with a part of the main portion 67 of the lever 27 omitted, but taken from the other side as compared to FIG. 2.

FIG. 4 is a partial view similar to FIG. 2 showing the inside of one of the housing members of one of the stations shown in FIG. 1.

FIG. 5 is a perspective view of the selector lever embodied in the control stations shown in FIG. 1.

FIG. 6 is a perspective view of another member of the control stations shown in FIG. 1.

FIG. 7 is an enlarged fragmentary sectional view taken along line 7--7 of FIG. 2.

FIG. 8 is an exploded perspective view illustrating the interaction of the member shown in FIG. 6 with the throttle control lever and with the throttle control lever shown in minimum throttle setting.

FIG. 9 is a view similar to FIG. 8 with the parts in different position and with the throttle control lever in an advanced throttle setting.

FIG. 10 is an enlarged fragmentary view, partially in section, of a portion of the apparatus shown in FIG. 1 with the components shown in a minimum throttle setting.

FIG. 11 is a view similar to FIG. 10 with the components shown in an advanced throttle position.

DETAILED DESCRIPTION

Shown in FIG. 1 of the drawings is a dual station control system 11 for selectively and alternatively controlling from either station, a throttle, or clutch, or both the throttle and clutch, of an engine 13 which is shown fragmentarily (See FIGS. 1, 10, and 11) and which has a pivotally or otherwise movably mounted speed controlling member 17 and an associated clutch (not shown).

As shown in FIG. 1, the system 11 includes first and second so-called "binnacle" control stations 21 and 23 which are substantially identically constructed and which each include a main control or throttle lever 27 and a station selector lever 29. The main controls or throttle levers 27 of the first and second stations 21 and 23 are respectively connected by separate throttle cables or links 31 and 33 to a coupler assembly 37 which is connected to the engine speed controlling member 17 (in some instances, a conventional carburetor throttle valve control lever). Also included in the system 11 shown in FIG. 1, is a cable or link 39 connecting the station selector levers 29 of the first and second control station 21 and 23.

As each of the control stations 21 and 23 is generally of identical construction, only the control station 21 will be described. As shown in the drawings, the control station 21 includes a frame or housing 41 which can be constructed in any convenient manner. In the specifically disclosed construction, the housing 41 comprises left and right housing members or sections 43 and 47, respectively, and a top or cover housing member 49. The left housing member 43 includes (See FIG. 7) a central inturned boss 51 having a central aperture 53 and the right housing member 47 (See FIG. 4) includes a central aperture 57 in alignment with the aperture 53 in the left housing member 43, which apertures 53 and 57 form bearings for the main control lever 27.

The top or cover housing member 49 closes the open top of the assembly of the right and left housing members 43 and 47 and includes (See FIG. 1) a first elongated slot 59 through which the main control lever 27 extends and a second elongated slot 61 through which a portion of the selector control lever 29 extends.

The main control lever 27 includes (See FIG. 7) a main body portion 67 having outwardly extending stub shafts or cones 69 and 70 received respectively in the apertures 53 and 57 of the left and right housing members 43 and 47, whereby the main control lever 27 is pivotally movable in either rotative direction from a generally upright central position in which the engine throttle is at an idle or minimum throttle setting and the clutch is in neutral.

Connected to the main control lever 27 to afford throttle actuation in response to main control lever movement is one end of the throttle control link or cable 31. While other links can be used, the disclosed construction contemplates the use of conventional push-pull cables having outer sheaths and inner cores or wires.

The throttle cable 31 is actuated to effect throttle control in response to movement of the main lever 27 by means including an arm 68 (See FIGS. 2 and 3) which is pivotally mounted at one end at 73 to the left housing member 43 and which, at its other end, is connected by suitable means, not a part of the present invention, including a part 72 and a guide 74 (See FIG. 1) to the throttle cable 31. The arm 68 is rocked about its pivotal mounting 73 to axially displace the cable 31 in response to pivotal movement of the control lever 27 by a link 76 (See FIGS. 3 and 7) which, at one end, is connected to an intermediate portion of the arm 68 and, at its other end, extends in a slot 75 (See FIG. 7) in the main control lever 27 and is pivotally connected to the main body portion 67 of the control lever 27 by a pin 761. Accordingly, movement of the main control lever 27 in either direction from the upright position at which the throttle is at minimum will serve to advance the throttle.

Extending from the body portion 67 of the control lever is (See FIGS. 2 and 7) a stem or shaft 78 which extends through the slot 59 of the housing cover member 49 and which, at the top, has a handle or knob 80. The stem or shaft 78 extends in a radial bore 781 in the body portion 67 and is movable radially thereof, as will be further disclosed to afford throttle advance in neutral. In order to accommodate throttle advance in reverse, as will be later disclosed, the stem 78 is hollow as shown at 82 and includes a radially extending opening 84 which communicates with the hollow interior of the stem 78 and which further communicates with a radially elongated axial slot 86 open at the right end of the body portion 67.

In accordance with the invention, the system 11 includes means for permitting operation of only one of the control stations 21 and 23 at any one time. This means includes, in each control station, the before-mentioned station selector lever or cam lever 29 which (See FIGS. 5 and 7) is pivotally mounted on the outer surface of the before-mentioned boss 51, and the cable or link 39 which connects the station selector levers 29.

The selector lever 29, as shown best in FIG. 5, includes a tab or ear 71 which projects through the slot 61 in the cover housing member 49 into position for access by the operator to permit shifting of the selector lever 29 between a first position as shown at station 21 in FIG. 1, and a second position as shown at station 23.

The means for permitting operation of only one control station at a time further includes, in each station, a lock yoke 77 (See FIG. 6, as well as FIGS. 7, 8, and 9) which has a stem or lower portion 79 fixed to the left housing member 43 by a screw 791 (See FIG. 3) and an upper portion 81 which is apertured at 83 to permit passage over the inturned boss 51 of the left housing member 43.

Means are provided on the yoke member 77, on the selector lever 29, and on the main lever 27 for preventing pivotal movement of the main lever 27 from the generally upright minimum throttle setting position as shown at station 23 when the associated selector lever 29 is in the second position, and for preventing movement of the selector lever 29 from its first position as shown at station 21 when the main control lever 27 is displaced from its minimum throttle setting position. While various modifications can be employed, in the disclosed construction, the selector lever 29 includes (See FIG. 5) an arcuate cam 89 having, at its upper end, a ramp 91 which, incident to movement of the selector lever 29 from its first position to its second position, engages the adjacent side of the lock yoke 77 to displace the upper lock yoke portion 81 toward the adjacent or left end of the body portion 67 of the main control lever 29.

The means for permitting selective operation of only one control station at a time further includes cooperating means on the yoke 77 and on the body portion 67 of the main control lever 27. In this regard, the body portion 67 of the main control lever 27 is provided (See FIG. 7) with a lock slot 93 which is open toward the lock yoke 77. In turn, the lock yoke 77 includes, at its upper end, an ear or tab 97 which is bent toward the main control lever 27 and which, when the selector lever 29 is in the first position, is spaced from the body portion 67 of the main control lever 27. However, when the selector lever 29 is displaced from its first position to its second position, the engagement of the cam 89 with the yoke 77 causes flexure and displacement of the upper yoke portion 81 in the axial direction toward the main control lever 29 to locate the locking tab 97 in the locking slot 93 and to prevent movement of the main control lever 27 from the minimum throttle setting.

The body portion 67 of the main control lever 27 and the locking yoke 77 are also arranged so as to prevent movement of the station selector lever 29 from the first position to the second position in the event that the main control lever 29 is not in its minimum throttle setting. In this regard, it will be apparent that when the lock tab 97 is out of alignment with the lock slot 93, engagement of the tab 97 with the adjacent end of the body portion 67 of the main control lever 27 will prevent axial displacement of the upper yoke portion 81 toward the main control lever 27, thus preventing movement of the station selector 29 from the first position to the second position due to the resulting interference between the yoke 77 and the cam 89.

In the event that the main control lever 27 is in an extreme forward or reverse throttle position, the locking tab 97 would be past a position in interfering relation with the body portion 67 (as indicated in FIG. 9) and would therefore otherwise permit movement of the yoke 77 toward the body portion 67 of the main control lever 27. Accordingly, the yoke 77 is provided with two additional tabs or ears 99 which are arranged so as to interferingly engage the adjacent end or left side of the body portion 67 of the main control lever 27 when the locking tab 97 is out of position to do so. More particularly, the three tabs 97 and 99 of the lock yoke 77 cooperate with the shape and formation of the adjacent end or left side of the body portion 67 of the main control lever 27 to prevent movement of the upper locking yoke portion 81 toward the main control lever 27 except when the locking slot 93 will permit entry therein of the locking tab 97. Thus, the main control lever 27 can be moved from its minimum throttle setting only when the selector lever 29 is in its first position (shown at station 21 in FIG. 1) and the selector lever 29 can be moved from its first position to its second position (shown at station 23 in FIG. 1) only when the main control lever 27 is in its minimum throttle setting position.

The before-mentioned cable or link 39 is connected to the selector levers 29 by anchoring to the posts 101 (See FIG. 5) and is of such dimension so as to insure that when either one of the station selector levers 29 is in the first position (shown at station 21 in FIG. 1), the other selector lever 29 is in the second position (shown at station 23 in FIG. 1) and vice versa. Accordingly, movement of either of the selector levers 29 will result in a common amount of movement of the other selector lever 29 in the opposite direction between the first and second positions.

In accordance with the invention, the before-mentioned coupler assembly 37 is provided to actuate the engine speed controlling member 17 from either of the control stations 21 and 23. In the construction as disclosed, the throttle controlling member 17 serves to advance the speed of the engine in response to counterclockwise rotation from the position shown in FIG. 10 and in response to movement of one of the slides 121 and 123 (still to be described) from the left to the right.

As shown best in FIGS. 10 and 11, the coupler 37 includes a frame 111 which is pivotally connected to the speed controlling member 17 to afford movement thereof in response to movement of the frame 111 and which comprises a base or support 113 and (See FIG. 1) a cover 117 which are suitably assembled together. The frame 111 further includes two spaced and generally parallel guideways 119 and 121 which respectively slideably receive two throttle slides 123 and 127 to which the other ends of the cores of the push-pull cables 31 and 33 are connected. As shown best in FIG. 1, the sheaths of the push-pull cables 31 and 33 are anchored or connected to clips or clamps 129 mounted on the engine 13.

Means are provided on the frame 111 and on the throttle slides 123 and 127 for alternately and selectively connecting either one of the throttle slides 123 and 127 to the frame 111 for common movement of the frame 111 with the connected one of the throttle slides 123 and 127 in response to movement of the core of the associated push-pull cable and for permitting relative movement between the other of the throttle slides 123 and 129 and the frame 111. In the disclosed construction, such means includes a fork or cam 133 which is pivotally mounted at 137 on the frame and extends between the slides 123 and 129. Adjacent the right end thereof, as shown in FIGS. 10 and 11, i.e., adjacent to the pivotal mounting, the forks each includes a head 139 having oppositely extending flanges or shoulders 141 which are slightly spaced from the adjacent ends of the throttle slides 123 and 127 when the slides are in idle position and which extend into the path of the throttle advancing slide movement, i.e., movement to the right in FIGS. 10 and 11. In addition, each fork 133 includes, at the left end thereof, outwardly extending feet 141 having shoulders 143 which are adapted to be selectively received into opposed notches 147 formed in the respective slides 123 and 127. Accordingly, in operation of the coupling assembly 27 whenever one of the cores of the throttle cables 31 and 33 is advanced to the right, so as to advance the throttle from an idle setting, the associated one of the slides 123 and 127 will contact the associated shoulder 141 to pivot the fork and to thereby engage the foot 141 in the associated notch 147. Movement to the right of one of the slides 123 and 127 when in engagement with the head 139 of one of the forks 133 will also cause movement of the housing 111 as a whole to the right and will shift the throttle actuating member 17 in the counterclockwise direction to advance the throttle. Simultaneously, the housing 111 will have relative movement to the right with respect to the other of the slides 123 and 127. Upon reduction in the throttle setting toward idle, one of the slides 123 and 127, previously moved to the right, will now be moved to the left, causing the right edge or end of the associated notch 147 to engage the associated shoulder 143 and thus exert a force to the left on the frame 111 causing movement of the frame 111 to the left and clockwise movement of the throttle actuating member 17.

Push-pull throttle movement of the other cable core affords similar action with respect to the other slide. It is to be particularly noted, that the dimension of the foot 141 from top to bottom as shown in FIGS. 10 and 11 is such that when one foot is engaged with the notch of one slide, the other foot rides along the side surface of the other slide so as to prevent disengagement of the foot from the notch in the one slide in all throttle conditions, except when both throttle slides are in neutral settings. The selector levers 29 serve to prevent the notches 147 of the throttle slides 123 and 127 from being in opposed relation to each other except when the throttle slides 123 and 127 are in their idle conditions.

Each of the control stations 21 and 23 also includes means for integrating throttle control with clutch control to facilitate forward and rearward engine operation, as well as engine speed. In this regard, the disclosed construction is adapted for cooperation with an electrically actuated clutch (not shown) and includes (See FIG. 4) a three-way switch 151 mounted on the right housing member 47 and having an actuator 153 movable between a central or neutral position and forward and reverse positions respectively located on opposite sides of the central position, which forward and rearward positions are respectively effective to cause forward and rearward clutch drive conditions.

The switch 151 is actuated by the lower surface of a cam 157 (See FIG. 2) which is carried on the body portion 67 of the main lever and which, in the central part thereof, is notched as shown at 159 to accommodate the actuator 153 when the main lever 27 is in its neutral position.

The cam 157 is mounted on the body portion 67 of the main control lever 27, at least in part, by a sleeve 163 which extends fixedly from the lower end of the stem 78 through an elongated slot or opening 167 in the body portion 67 and through a mating aperture 169 in the cam 157. Rotary movement of the cam 157 with the control lever 27 is provided by interfitting engagement of a radially extending slot 173 on the cam with the hub or cone 70 which extends from the body portion 67 of the main control lever 27 and which is rotatably received in the aperture 57 in the right housing member 47.

The interfitting engagement between the slot 173 and the hub 70 permits radial movement of the cam 157 with the stem 78 to afford throttle advance in neutral, as will be explained. More particularly, in this regard, the stem 78 of the main control lever 27 can be radially withdrawn from the body portion 67 so as to remove the cam 157 from operative association with the switch actuator 153 and then rotated in the counterclockwise direction as seen in FIG. 2 to advance the throttle without actuating the switch 151. Accordingly, each control station also provides means for affording throttle advance in neutral.

Means are also provided for limiting and guiding radial movement of the stem 78 of the main lever 27 relative to the body portion 67 of the main lever 27 and to provide a detent action. In this regard, a detent button 161 extends resiliently from the sleeve 163, and the right housing member 47 is provided with an arcuate guide means or track which receives the detent button 161 and which, as will be explained, serves to inform the operator when the main control lever 27 is in the neutral or minimum throttle setting position. The guide means includes a radially outer arcuate segment or track 179 in which the button 161 is received during normal reverse and forward throttle lever operations. The guide means also includes a radially inward segment or track 181 which is connected to a central part of the outer segment 179 by a radially extending slot 183. Accordingly, the stem 78 can be radially withdrawn only when the detent button 161 is lined up with the slot 183, i.e., in neutral. When the stem 78 is radially withdrawn, the button 161 travels in the slot 183 to the inner guide segment 181 and the radially inwardly located wall thereof prevents further radially outward movement of the stem 78 of the main control lever 27. The inner segment 181 retains the stem 78 in withdrawn condition during the limited amount of rotary movement which is available to advance the throttle without effecting a change of the throttle setting from neutral.

In order to provide detent action, the button 161 is biased outwardly in a direction parallel to the axis of main lever rotation and the guide means is provided with a recess 187 at the junction of the slot 183 and the outer track segment 179, which recess 187 permits additional axially outward movement of the button 161 so as to require additional effort by the operator to move the main control lever 27 from the neutral position, either when advancing the throttle during neutral, or when advancing the throttle during forward or rearward operation.

Means are provided for limiting travel of the main lever 27 relative to the housing 41 to prevent travel of the lever 27 beyond the operating range of the throttle actuating member 17. In this regard, the right housing member 47 includes (See FIG. 4) a pair of shoulders 189 and the body portion 67 of the main control lever 27 includes (See FIG. 2) a tab 191 which engages the shoulders 189 to limit pivotal movement of the main control lever 27.

Means are also provided to prevent unwanted rotary movement of the main control lever 27 such as to prevent unnoticed throttle advance in rearward drive condition. In this regard, the stem 78 of the main control lever 27 houses a rod 193 which can be suitably actuated, as shown in FIG. 7, from the handle or knob 80, for movement axially of the stem 78. At its lower end, the rod 193 includes a fixedly extending part or stud 197 which projects through the opening 84 and slot 86 and outwardly to the right as shown in FIG. 7. Cooperating with the axially extending stud 197 is a cam surface 199 (See FIG. 4) on the inside of the right housing member 47, which cam surface 199 prevents movement of the main control lever 27 in the rearward direction in the absence of inward movement of the rod 193 and inward movement of the accompanying stud 197 for rotary travel inwardly of the cam surface 199.

While the disclosed construction includes electrical switch means for controlling a clutch, various other arrangements can be employed for clutch actuation. In particular, each of the control stations could be connected to a mechanical system terminating in a coupling assembly embodying various of the features of the coupling assembly already disclosed herein.

Various of the features of the invention are set forth in the following claims.

Claims

What is claimed is:

1. A control system for a marine propulsion device including an engine, said control system comprising a first station operable for controlling the engine and including a member selectively movable between a first position permitting engine controlling operation of said first station and a second position preventing engine controlling operation of said first station, a second station operable for controlling the engine and including a member selectively movable between a first position permitting engine controlling operation of said second station and a second position preventing engine controlling operation of said second station, and means connecting said first and second station members so that when one of said members is in said first position the other of said members is in said second position and vice versa.

2. A control system comprising a first control station including a first housing, a first control lever carried by said first housing for movement relative to a first setting, a first station selector lever movably carried by said first housing relative to a first position, and means carried by said first housing for preventing movement of said first control lever from said first setting when said first selector lever is displaced from said first position and for preventing displacement of said first selector lever from said first position when said first control lever is displaced from said first setting, a second control station including a second housing, a second control lever carried by said second housing for movement relative to a first setting, a second station selector lever movably carried by said second housing relative to a first position, and means carried by said second housing for preventing movement of said second control lever from said first setting when said second selector lever is displaced from said first position and for preventing displacement of said second selector lever from said first position when said second control lever is displaced from said first setting, and means connecting said first and second selector levers so that when one of said selector levers is in said first position the other of said levers is displaced from said first position and vice versa.

3. A throttle control device comprising a housing, a throttle control lever movably carried by said housing relative to a minimum throttle setting, a cam member movably carried by said housing relative to a first position, and means movably carried by said housing and coacting with said cam and with cooperating means on said lever for preventing movement of said lever from said minimum throttle setting when said cam member is displaced from said first position and for preventing displacement of said cam member from said first position when said control lever is displaced from said minimum throttle position.

4. Apparatus for selectively controlling the throttle of an engine from either one of two throttle control links, said apparatus comprising a frame operably connectable to an engine throttle for actuation of the engine throttle in response to movement of said frame, said frame including first and second guideways, a first throttle slide movable in said first guideway and being connectable to one of the throttle control links for movement in said first guideway in response to movement of the one throttle control link, a second throttle slide movable in said second guideway and being connectable to the other throttle control link for movement of the second throttle slide in said second guideway in response to movement of the second throttle control link, and means on said frame and on said first and second throttle slides for alternatively and selectively connecting one of the said throttle slides to said frame for common movement of said frame with said one throttle slide and for permitting relative movement between the other of said throttle slides and said frame.

5. Apparatus for selectively controlling the throttle of an engine, said apparatus comprising a first control station including a first housing, a first throttle control lever carried by said first housing for movement relative to a minimum throttle setting, a first station selector lever movably carried by said first housing relative to a first position, and means carried by said first housing for preventing movement of said first throttle control lever from said minimum throttle setting when said first selector lever is displaced from said first position and for preventing displacement of said first selector lever from said first position when said first control lever is displaced from said minimum throttle position, a second control station including a second housing, a second throttle control lever carried by said second housing for movement relative to a minimum throttle setting, a second station selector lever movably carried by said second housing relative to a first position, and means carried by said second housing for preventing movement of said second control lever from said minimum throttle setting when said second selector lever is displaced from said first position and for preventing displacement of said second selector lever from said first position when said second control lever is displaced from said minimum throttle position, means connecting said first and second selector levers so that when one of said selector levers is in said first position the other of said levers is displaced from said first position and vice versa, a first throttle control link connected to said first throttle control lever, a second throttle control link connected to said second throttle control lever, a frame operably connected to the engine throttle for actuation of the engine throttle in response to movement of said frame, said frame including first and second guideways, a first throttle slide movable in said first guideway and being connected to said first throttle control link for movement in said first guideway in response to movement of said first throttle control link, a second throttle slide movable in said second guideway and being connected to said second throttle control link for movement of said second throttle slide in said second guideway in response to movement of said second throttle control link, and means on said frame and on said first and second throttle slides for alternately and selectively connecting one of the said throttle slides to said frame for common movement of said frame with said one throttle slide and for permitting relative movement between the other of said throttle slides and said frame.

6. A throttle control device comprising a frame, a throttle control lever movably mounted on said frame relative to a minimum throttle setting, a member movably mounted on said frame relative to a first position, and means including means on said lever and on said member for preventing movement of said lever from said minimum throttle setting when said member is displaced from said first position and for preventing displacement of said member from said first position when said control lever is displaced from said minimum throttle position.