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Патент USA US2403647

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¿$959547
c. H. FME ETAL'
'SHIP DRIVE AND CONTROL SYSTEM
‘ Filed July s, 1945
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Patented July 9,y 194.6
2,403,647
UNITED STATES PATENT oEElzcE
sHIr-“DRIVE LAlîi’iîorsi’röiîr?gir-1'tor,.s-ÍYSTEM.' l
Charles H. Fike and-Harry R.-»Heinzen; Cleveland,
Ohio, assignors lto General Motors Corporation,
Detroit, Mich., a corporation. ofv Delaware
Application July 3,1943, serial‘Na; `4933361v .
, 1ov claims.
(c1. Lela-.01)`
1
2.
The» present invention generally" relates to rship
Anelectrica‘l receiving motor-»RM of- a well knowny
typez'isfoperatively connected' tov they governor to"
drive» and' control systems ands» more particularly'
relates tosystems ofthis- type comprising a,> non-«1
cause*y adjustmenti of` the 1 speed z response» thereof..
reversible engine, a reversingzgear driven‘thereby,
and control means for causing reversal of drive
through "the reversing gearv and for varying; the
speed of the engine.
.
The:receiving:motor'RMfis electrically connected?
,f by means of vcontrolconn'ections included inv av
, control conduit to?awell'lniown‘typeof-transmit»y
.
ting. speed controller.> SCI so~ that the receivingz‘
motor‘is caused: to` followl certain.: movements of.A
It is- Well known tha-tinorder to. preventy stall
ingY of the engine that aheadl andiastern: driving.
connections shouldA be established-gradually- be» 1c.
forel thev engine speed» is increased; Where: thet
engine speed. varying’ means and] the'. reversing,
. .
Theî reversingîgear RGfincludesa pair. offhollovv:
s'liaftsë.y If and? 31 mounted.' inY concentric” relation.
in> bearings; not` shcwn,. forrotation . abouti an ' axis.;
means are controlled by separate means- care:`
im alignment with the; axis: ofi the'. engin‘e‘ crank'-r
shaftt 5. Therearendofíthe shaft l basa. pinion;
must beta'ken'in. operatingv each of. these control
means to obtain proper-operation of the driving>
means.
the> transmitting. controller.
f gear?!V securedzthereto' which me'shes'with a'y gear’
Heretofore, some:Y attempts have been ,
made to control the- reversing means and' the;
securedao'n thepropeller shaft; is operativelyc‘oní~
speed varyingv means in a sequence r» by means «of 1 ai
n‘ected.v tot' ai gear I3 secured'.` on? the-shaft.' 3. byz
9~ on. the;propeller.'v shaft~> P‘Ä and aV gear Il; alsoE
single» control lever': but control systemsY oi"l this.
meanszofî a<_c:`ount'er‘v shaft gea-r I5.. Fluid pressure
type- have not beenfoundto be satisfactory-„due 20 engaged ahead and astern clutching means shown.
to the expensive and. complicated: interlocking,
gerrerally'atl AHC. and. ASC, .of ` ai» well known type, means used which were difñcult'v to~service and».
areßinclude'd.' in the reversing' gear vt'o cause ahead>
required frequent attention in orderi'tofobtain;
on asterix'~ rotation o‘f the propeller shaft P. This
the proper sequence of operation required.
The-principal object of the* presentinvention'f
clutching' means? includes a common driving
member. or pulley j|`1f securedon the engine crank-`
is- to provide a simple .ship Y control systemy suitable:
shaft?fS-andîhaving anfinternal cylindrical surfac'el
for properly controlling- the reversal of the-revers»- n -on which apairof‘fl‘exibleand inflatable clutch
ing gear andthe engine:speedbysmanual" mover»
tires? |.91an'dr2rl of annular formare secured iïn>
mentof aasingle control lever. between deñnite:`
axially’spaced relation.. An ahead clutch driven'v
controlling positions determined by‘lever‘ guiding?
and positioning means and by motion limiting-l
mea-ns'acting automatically in responsetoßopera
tion of the" means controlled by the. levervsoi'ithat
sequential and efficient. operating; characteristics
of the ship driving means and proper maneuver-~'
ability of the ship maybe o-btained without'care
on the part of an operator.
member? ori pulleyv 2-3'VJ is secured on> the forwardV
endof; the shaftl ofthe reversing gear so that»
thefexïterna‘l- cylindrical surface of the pulley is# '
engaged. bythe tire I9, uponi'nñation thereof, to
cause ahead> rotation» of» the propellerr shaft P.
An"` afster'nß clutch» driveny member or' pulley 25 isA
secured on theforward endl of the other shaftÍ 3"
so that thel external cylindrical surface of the
The control system- by which. the;v aboveobjeïctìi
puïll'eyf25 isi engaged bythe tire- 2 l, upon iniiationis obtained. will become. apparent by reference:`
thereof?, to cause astern rotation of the propeller
to the detailed description and single diagram.-v 40 shaft" P_f Air'press'ure- isi supplied to or vented'
matic drawing showing. our` control systemaps
fromL the' clutch' tubes by means of a pair of
plied to a Well known typeof. ship’driving-:system
rotary.n air tubes~ 2-‘l> and 249l shown extending'`
comprising a non-reversible;engine.v of.l the Diesel
through the` hollow shaft Il and' secured- to the
type and a' reversing gear. for drivingr a. ship’sY
propeller.
-
`
.
In. the drawing> the shipdriving system includes
a non-reversible DieselengineE and aV reversing
gear RG fork driving a ship’s‘propeller shaft?.
The engine E is provided with a conventional'
' hub- of the driving memberj I1. The innerI end
45 of the rotary tube 21- isl connected to the/asternl
clutch tire-'2 l` by av tube 3l andì the-inner endA of
the?- rotary1 tube 29 is connected to the ahead
speedresponsive governor G: having meansgnot
shown, for varying’ the speed response thereof
clutch tirey |91 by' a> tub‘e- 33a Engagement and
disengagement of the"- ahead or astern-` clutchesis -controlled ineaA well known manner'by’ a com
bi'ned< seal4 and clutch controll valve V, of a Well' '
tol cause the governor to controlrthe-fuel supplied
knowntype,l which is-slidably- supported onv the
to thefengine in a well,knownzmanner'necessary
outer` endsof.’ the i rotary air tubes 21. and 29.
The clutch-„controlavalveîV- is` connected to a
to . cause. operation; of .ther engin-ea ata any' one of i a
pluralityy of.' preselected-1valueszofîconstantfspeed: 55 Apre'ssure.reservoirsâ'lby. means-fof'pipesanda dex*
2,403,647
'ì
4
îble hose 39 which permits sliding movement of
the Valve with respect to the rotary tubes 21 and
29. The rotary tubes and control valve are pro
vided with suitable pressure and vent ports, not
AS' to cause movement of the clutch control
à
shown, in order to cause» both of the clutch tires
I9 and 2| to be vented to atmosphere to cause
disengagement of both clutches when the valve
is in the neutral position, as shown, and to cause
valve V to positions causing inflation of either
the ahead or astern clutch tubes I9 or 2| to cause
ahead or astern drive of the propeller shaft P.
The link 55 is also compressible or extensible
upon movement of the reverser actuating lever
49 between the ahead _or astern positions with
the manually l. operable reversing lever held in
the neutral, ‘ahead or astern positions by latch
inflation of either the tires to cause separate
engagement of the clutches. The valve port ar 10. Ving means L provided on the lever MR, which is
rangement is such that the ahead clutch tire »l manually movable into slots in a lever quadrant
O to prevent movement of the valve V b-y the
I9 is inflated when the valve is moved forward
reverser actuating lever 49. The latching means
of the neutral and the astern clutch tire 2| is
L is normally disengaged 'from the slots in the
inflated when the valve V is moved to' the rear of
quadrant Q to allow movement of the lever MR
the neutral position.
` ' ` ‘
and clutch vcontrol valve b-y the reverser actu
The clutch control valve V is movable between
these positions by means of a well knowntype ,
of electro-pneumatic reverser EPR' or by a man
ating lever49, in which case no compression or
extension of the link 55 takes place.
The reverser interlocking switch IS includes a
ually operable reversing lever MR which is piv
otally mounted on the reverser.
The reverser 20 contacter member 51 secured to the reverser rock
comprises opposed cylinders 4| and 43 contain
ing pistons, not shown. The pistons areoperably
connected by piston rods 45 and 41 to an- actuat
shaft 5| and a pair of stationary, flexible contact
fingers 59 and 6| which are only bridged by fingers
on the Contact 51 when the actuating lever 49
moves to the ahead or astern positions AI-I or
ing lever 49 secured on a reverser rock shaft 5|.y
f
Centering springs 53 are provided on the reverser 25 AS.
The time delay relay TR includes a relay wind
to urge the actuating lever 49 to the vertical or
ing, a pair of fixed contacts and an armature
neutral position, in which it is shown. Each of
having a contact secured thereto and a dash pot
the reverser cylinders is` shown connected to the
connected ton-the armature in yorder to delay
pressure reservoir- 31 by separate pipe connec
tions, each or" which includes anelectro-pneu-h 30 movement of the armature contact into bridg
matic valve. These valves AHV and ASV are of’
ing relation with the fixed contacts upon ener
a well known type which causes both of the
gization of the relay winding. The dash pot is
adjusted to delay closure of the fixed contacts
of the relay by the armature until either of the
reverser cylinders to be vented to atmosphere to
cause the actuating lever to be returnedto the
clutch tires I9 or 2| are inflated sufficiently to
cause engagement of either the ahead or astern
clutches AHC or ASC. Inflation of these tires
takes place gradually to cause smooth clutch
engagement. Energization of the time delay re
neutral position when the electromagnetic wind
ings of the valves are deenergized and upon en
ergization of either of the windings to cause
pressure to be applied to either cylinder in order
to cause movement of the lever 49 to ahead or
lay is controlled by closure cf the interlocking
switch IS Vthrough circuit connections, to be de
astern control positions AH or AS. Energization
of the ahead valve VAI-I causes movement of the
lever 49 to the ahead position AH and energiza
tionof the astern valve VAS causes movement of
scribed, which are set up through the reverser
controller RC.
The reverser controller includes stationary
the lever 49 to the astern position. Energization
and deenergization of these valves is controlled
fixed contacts CI to C5 and a drum 63 secured
on a control shaft 65 which is directly connect
ed to the transmitter speed controller SC. The
controller drum 63 is provided with ahead con
tacts a| and a2 and astern contacts bl and b2.
The ahead drum contact al is movable into
bridging relation with the contacts C2 and C3
and the yastern drum contact bl is movable into
bridging relation with the contacts CI and C2
to cause separate energization of the ahead or
by a reversing controller RC which is operably
connected to the speedfcontroller SC, Both of
these controllers are movable by a master con
trol lever MC between a neutral position and
slow, cruising and full speed ahead and astern
controlling positions SAI-I, CAH, FAH, SAS, C‘AS.
Y and FAS.
An interlocking switch, shown gener
ally’at IS, is operable by the reverser rock shaft
5| upon movement of the reverser actuating lever
49 to the ahead or astern position to control en 55 astern valves VAI-I or VAS of the reverser EPR
'when the master control lever MC is in any ahead
ergization of a time delay relay TR Vwhich con
or astern controllingposition and the contacts
trols energization and release of electromagnet
C4 and C5 are bridged by either the ahead drum
ically releasable detent means ED for limiting
contact a2 or the astern contact b2 to set up elec
movement of the controllers SC and RC, The
detventv means ED when deenergized permits move 60 trical connections to the detent means ED only
when the control lever MC »is in the slow speed
ment of the master control lever between the
ahead or astern controlling positions. The ma's
slow speed ahead and astern controlling positions
ter control lever MC is pivotally connected to
only, and upon release thereof, movement of the
control lever to the higher speed controlling
the control shaft 65 and is movable in a slotted
65 quadrant, in a manner to be described, whereby
position is then permitted.
,
y
only step lby step manual movement of the lever
is permitted between the neutral position and
the various ahead and astern speed controlling
The manually operable reversing lever MRv is
connected by a link 54 to the clutch control valve
V and is also connected by means of a resiliently
extensible and compressible link 55 to the re
verser actuating lever 49. The link 55 is com
4pressible or extensible when the lever 49 is re
tained in the neutral positionby the centering
springs 53 and the manually operable reversing
positions.
70
`
The detent means ED includes a detent flange
51 provided with a detent slot 69 and a detent
lever 1|. The detent flange 51 is secured on the
control shaft 65 and the' detent lever 1| pivoted
toa stationarymember 13. One end of the de
lever is moved from a neutral position, in which
tent lever 1| is'biased by a spring 15 into the de
75
it isshown, to ahead or. astern position AH' or
y 2,403,647.
.
5
6
.
'
,
trol îfshaft. 6:5 fand transmitting :speed ; controller
SC L'and drum ‘5310i the reverser Ícontroller RC to
tent slot '69 and a »plunger `1'| provided with Aan
electromagnet ->winding “19, fis -operably »'conne'ctf
ed to »theother-‘end »'o'f the fdetent lever 1 Ito cause
the release ofthe detent ¿lever 'ïfrom the-slot upon
' be.imovedkcounterclockwise 4until the stationary
tween the lever anda collar :89 secured " on the
actuating‘lever 5419110 the ahead control Lposition
controller contactstcZ and c3 are ‘bridged Vby the
energization o'f the winding '19 byfclosure of the Ul ahead S'drum `contact Y@LI of the :reversing: con
troller RC and the stationary‘îcontacts c4 and c5
contactslofthe time-delayfrelay TR.
f » f
arebridged by the ahead 'drum contact a2. rBhe
VAs previously vvr'nen'ti‘oned, vthe ,master control
detent means -ED‘prevents'further counterclook
leverMC is’pivotally connected .to lthe control
wise movement off'the control shaft. ins previ
shaft V65 by a'pin i8| shown secured to and ex
tending transversely lwith respect `to Athe control 1.0 ously mentioned, this Vlimited vmovementrof :the
transmitter ycontroller SC iis insufficient `to cause
shaft. A controlilever quadrant V*83 provided with
energization `'and ‘follow-iup movement of `the l¿re
a control lever’slot ì'85 having slot :portions ‘ex
ceiver :motor‘RM landr‘the engine continues 'toop
tendingl parallel tothe control shaft adjacent
erate at idling speed. >'I‘lie -:bridging of 'thes'ta
the -»neutral and ahead and astern lever control
tionary contacts c2 sandc`3 'ofïtheîreversing con»
ling positions and oli 1set slot portions 4extending
troller :completes an `energizing circuit -tofthe
transversely with lrespect to 'the Ícontrol «shaft
ahead 'electro-pneumatic walve VAH Ythrough the
between-each of these "controlling positions. The
conductors '9 l, 93,591 and |09'Lto cause air pressure
control k'lever MC 'is- 'shown jbiased to -the left
from the reservoir‘S‘l ‘to-enter the cylinder itl/ofv
in a neutral parking slot portion N of the quad~
rant 83 by means rof'avspi‘ing -`8~'| connected ‘oe 20 the reverser >îEPlft vand cause movementfoffvithe
AH. Movement `of lthe :actuating lever ’49 to this
control shaft‘ßß. lIt will-- be evident that with
~ position moves the manual reversing leverMR
the quadrant slot ‘portions-arranged in this man
to Ythe ahead lposition «AH‘ `»and.moves-'the- clutch
ner, y'the control lever MC must be rocked to the
right 'orl left about -thepivot pin -BI on'- the con 25 control -va’lvefV forward «of fthe l'neutral Aposition ~
by means of the linksv 54 and L"55, "therebetween,
trol -'sh'ait '65 'at each of these controlling posi-V
and-rotates the rock shaft 5I to cause! closure 4of
_ tions before it can be'moved angularlyto another
the interlocking switch IS. Movementiofffithe
control position >in_orderîtò cause angular move
valve- V to `vthis-position causes air from'the‘reser
mentfoi the rcontrol shaft >55 >and >operation of
the controllers SC'and R'C.
'
30 Voir 31 to enter ftließahead clutch'tire =Iï9 Io‘fïth'e
'
‘The electrical .control connections shown "be
tween v'the'fcontroller's and electrical means will
now Vbe described. `Both, controllers are shown
conne‘cted'across a vpowerline when `a double pole
line switch indicated at'LS, isVV closed. One pole
of this switch is connected "byjconductors’kSl and
93 to one terminal of the transmitting controller
SC and the stationary contacts v*C27 and :C4 of the
reverser controller RC. The stationary contact
Cîl .of 'the controller vRC is connected by a con
ductor 95 to one winding terminal ofthe astern
electro-pneumatic valve VAS of the reverser EPR»
reversing gear RG‘ throughhose 39, 'rotary-‘tube
29 Aand vconnecting«tube »313f'which causes ysrrroo'th
engagement of the ‘ahead clutch AHC. Theolo
sure of the interlocking `rswitch `ÃIS completes «an
energizing circuit'to Lthefw'inding of the time -'delay relay TR through’the then brid‘ged‘s'tationary
'contacts' c4 and c5 of the reversing controller
RC -and conductorsel, A93, k99, |`0|,.I03, |05 and
|09'to cause upward movement of the relay arma
ture by 'the 'winding against the retardi-ng'action
of the dash pot on the armature. The dash‘ponl
as previously explained, is adjusted Vto delay'clo
sure of the relay contacts until the ahead jdriv-ing clutch tire 'I9 is iniiatedsuii‘iciently to cause
and the stationary controller contact c3 is con
nectedby a conductor 9] to one'winding termi
nal of the ahead Y„electro-magnetic valve VAH.
The' stationary contact c5'is connected to one
engagement of the ahead» clutch AHC lwhich
ing detent release `.switch DS, the otherpole of
SC causes energization and ‘follow-‘up movement
causes the propeller shaftïPto be driven `at slow
speed in> the -ahead direction> by v‘the “engine
terminal of the winding T901? the ellectroëmag’
through, the shaft I and gears '| and S'intercon
netic detent means ED and one winding tenni
necting the shaft "I with the 'propeller shaft?.
na10f the time deny relay 'ra by Conductors Ves
andY> lul. The opposite winding termina; of me 50. Closure of the contacts of the time delay'relay'TR
completes a circuit to the detent vWindingv 19
relay Winding ‘and one .ñx'edre'lay :contact are
Vthrough conductors |01, H3 and |03 and Ithrough
connected Vby a conductor 1.03y to the ~ïfl'exible con
the closed interlocking switch'IS "and conductors
tact iingerj59 of the interlocking switch 'ISaZnd>
|.05'and I09,'which causes the release 'of `therde
the other flexible contact finger` ‘6| of this switch
andthe otherv winding 'terminals of ‘the rvalves 55, tent lmeans ED, Release of the detent means
allows themaster control lever ‘MC"to"th`en':`^be
VAI-I and VAS and also the other terminal ofthe
angularly moved to `"the ahead "cruising 'speed
speedY controller SC " are connected by conductors
position CAI-I after 'rocking y'the lever to the left
|05, T01, |09 Vand I'Ifl 'to> the opposite'pole of the
in the slow speed vahead position SAI-L fMoveJ
line switch IS.V `The opposite terminal of the
winding`19 of the' detent 'means' is connected to so ment o'f the lever MC to the Aahead cruising speed
position causes further vangular movement 'of the
theother 'fixed vrelay’ contact by 'a conductor H3
control shaft‘6‘5 and ~controllers FSC >and'RC. >This
which is connected by a rconductor -l I5 to` one
pole of a double ’polemanually operable energize v further 'movement of the transmitting c'ontrl'lller~
which' is connected to the ¿conductor |03 by 'a 65 of the receiving motor, RM't'her'eby “causing suffi-y
cient adjustment of the' speed response of ithe
conductor 'I’ I 1.
i
,
y
With the various control means in theirv normal
positions, ‘as shown, the operation of the _drive
andA control’system -is 'as follows:
. `
t
engine governor ‘GOV to-` cause an increasein the
speed of the enginegfromf'the idle 'value tothe
cruising speed value; 'This further'countercloclr->
' Slow speed ahead drive ‘is vobtained `when the 70 Wise angular movement of the reversing. controller
engine is >running at >idling‘sp'eed by iirst rocking ,
the master control 'lever-‘MC to the ‘right out of
the neutral quadrant slot'v portion ‘N and Y'then
moving it ‘angularly counterclockwise to the slow
‘speed ahead ‘position ¿SAE-which» causes "the con 75
drum'63 causes theiahead drum contactc'Z to'be
moved out of contact with the contacts c4 and ‘c5
which causes simultaneous deenergization ofthe
winding of the detent means ED 'and the winding
of the time' delay'relay.v Deenerg’iza'tion of *the
7
winding of the detentmeans causes the spring
‘l5 to movethedetent lever 1| back into engage
ment with the detent flange at a point adjacent
the detent slot 69, and deenergization of the wind..
ment is stopped by the detent means ED, causes
the contacts c| and c2 of the reversercontroller
RC to be bridged by the astern drum contact bl
and the contacts c4 and c5 to be bridged by the
ing of the time delay relay TR causes the con
astern drum contact b2.
tacts thereof to open.
contacts cl and c2 completes an energizing circuit
'
In order to obtain full speed ahead drive the
control lever MC is first rocked to the right in
The bridging of the
to the astern electro-pneumatic valve VAS
through these conta-cts and conductors 9|, 93, 95,
|01 and |09 to cause air pressure to enter the
terclockwise movement of the lever to the full 10 reverser cylinder 43 and cause movement of the
reverser actuating lever 49, the reversing lever
speed ahead position FAH which causes further
angular movement-of the controllers SC and RC. A MR and the clutch control valve V from the neu
tral position to astern position which _causes in
>This further movement of the transmitting con
nation of the astern clutch tire 2| kand smooth
troller SC causes additional follow-up movement
ofthe receiving motor RM and a further change 15 engagement of the astern clutch ASC as the
engine is now operating again at idling speed.
inthe governor speed response necessary to cause
The bridging of the contacts c4 and c5 by the
an increase in the engine speed to the full speed
astern contact b2 of the reverser controller causes
value. The ahead drum contact al is of sufficient
energization of the winding of the time delay
angular length to continuously bridge the con
tacts Ác2 and c3 of the reversing controller RC 20 relay TR through the same circuit connections
as previously described which causes delayed
when the lever is moved between the slow speed
closure of the relay contacts. Closurey of the
and full speed ahead positionsin order to keep
relay contacts again causes energization of the
the ahead electromagnetic valve VAH of the re
winding 19 of the detent means ED through the
verser energized and the actuating lever 49 in the
ahead controlling position AH thereby holding 25 bridged contacts c4 and c5 and the same circuit
connections as previously described to cause re
the; clutch control valve in a position to keep the
lease of the detent means to allow further clock
ahead clutch tube |9 inflated and ahead clutch
wise movement of the control lever MCV succes
CAH engaged.
"
sively in steps to the cruising and full speed astern
_With the master control lever MC in the full
speed >ahead position FAH in order to cause re 30 positions from the slow speed astern position .by
rocking movement of the> control lever lat each of
versal of drive the lever is rocked and moved
these control positions. It will be'evident that
clockwise angularly from the full speed ahead
the engine speed is increased by clockwise move
position FAH to the slow speed astern position
ment of the controller to the astern cruising and
SAS Where the detent means ED prevents further
full speed positions and the detent lever 1| is
movement of the lever until the engine speed is
caused to reengage the detent flange 6l to allow
reduced tothe idle value and the ahead clutch
counterclockwise movement of the control lever
is ldisengaged before engagement of the astern
only from the astern cruising and full speed posi
clutch takes place which then causes release of
tions to the slow speed ahead control position in
the _detent means to permit further Iclockwise
the reverse manner to that described above to
step by step movement of the control lever suc
cause a reduction in the engine speed to the idle
cessivelyto the astern cruising and full speed
value and disengagement of the astern clutch
positionsv CAS and FAS from the slow speed astern
ASC before engagement of the ahead clutch AHC
position SAS by rocking movement of the control
1s permitted.
lever at each of these astern positions. It will
the ahead cruising position CAI-I to permit coun- `
be evident that when the contro-l lever is rocked
The manually operable emergency detent re
and moved clockwise past the slow speed ahead
position as quickly as possible the contact c4 and
c5 ofthe reversing controller will be momentarilyy
bridged by the ahead drum contact a2 and then
both of the ahead drum contacts al and a2 will
lease switch DS is -provided to cause release of
the detent means ED should the time delay con
tacts fail to close. It will be evident'that when
this emergency switch is closed a circuit is com
be moved out of bridging relation with the con
tacts c2, c3, cà and c5. The momentary bridg
ing of the contacts c4 and c5 causes momentary
`energization of the winding of the time delay
relay TR but the relay contacts do not close in
time to cause energization of the winding of the
detent means ED and thereiore'the spring 'l5 on
the detent lever 1| causes one end of the lever to
enter the detent slot in the flange 6l when the
control lever MC is moved clockwise away from
the slow Speed ahead position. The opening of
the contacts c2 and c3 of the controller RC by
clockwise movement of the control lever MC from
the slow speed ahead position SAH causes de
energization of the ahead electro-pneumatic valve
VAI-I to cause venting of the reverser cylinder 4|
Which causes the return of the reverser actuating
lever 49, reversing leverMR and clutch control
valve V to the neutral positions `by the action of
the reverser centering springs 53. When the
valve is returned to the neutral position the ahead
clutch tire I9 is vented to cause'disengagement
of _the aheadrclutch AHC. The clockwise move
ment lof, 'the' control lever MC to the slow speed
astern position SAS, where further angular move
pleted to the winding 19 of the detent means
ED through the bridged contacts 59 and 6| of
the interlocking switch IS and the bridgedV con
tacts eiland c5 of the lreverser _controller and
conductors 9|, 93, 99, |0|,` ||5,> ||1, |03, |05
_ and |09 to permit emergency release of the de
tent means.
.
’ The manually operable reversinglever NIR is
provided to move the clutch control valve V
directly in order to cause engagement of either
clutch independently vof the reverser EPR and
to also prevent movement of the valve V by the
reverser in response to controlling >movement
master control lever MR when the latch L on the
reversing lever is manually engaged in any of
the control positions, the notches of the reversing
lever quadrant O adjacent the neutral or ahead
or astern positions AH’ or AS’.
y
>It' will be évident'that the above control sys
tem provides smooth engagement of either of
the ahead or astern clutches'after which the en
gine speed 'may thenbe increased above the idle
valuein response toÍcertain movements of a
single manuallyoperable control lever which is
limitedM to .step by,l step movement between
definite control positions and prevented from be
`. 2,493,647
ingY improperly moved by'zdetent .means neleasable
.in `response'to means" controlled: bythefilever yso
that noxskill is required 'on the 'part' of the 4.oper
ator Vtoi obta-in ¿proper and .eñicient variable >speed
and reverse operation of the _ship-»driving means.
Wefclaim:
'
~.
‘..for .limitingï‘rand vcontrolling. movement. of the
lever in steps between ia lneutral clutch `disen
gaged controlling position and low, cruising and
full engine speed ahead or astern clutch engaged
controlling positions, means for retaining said
lever `in engagement with said quadrant slotted
.portions and electrical control >means operable by
lever .for controlling saidv electrically con
>
f
1. Aship‘drive and :controlpsystem comprising
an engine, speed »controlling means therefor,
trolled actuating means 'for said engine and re
electrical actuating means forasaid- speed varying
means, a reversing gear :driven 'by said' engine, 10 versing gear to cause operation thereof corre
sponding to movement of :said lmaster control
`electro-pneumatic reversing means vfor said re
'l lever between ‘the lever controllingA positions.
versing gear, ,movable electrical. control means
4. A ship` drive and control -system comprising
for> ‘controlling .said electrical :actuating -.means
anengine, speed Vregulating means therefor,~elec-
and .said electro-pneumatic> reversing means, a
manually >operable-,control .lev r Afor said'-controlël 15
means movable between a neutral control. posi
tionand .a .low and high speed .reversing Ycontrol
position to causelcorrespondi-ng operation :of said
engine and reversing gear, «detent :means for
limiting the movement yof said-control means to» 20
cause. loW speed operation :of said engine -orlow
speed' vvreverse drive- 'of said- reversing Vvgear by
said engine, electrical detent releasing means »to
-trical f actuating fmeans for 4said speed `regulating
means, ¿a reversing `gear having fluid pressure
lengaged ahead 'and'.astern driving clutches driven
by 'said engine, a clutch control valve ‘for con
trolling` separate Vengagement of said clutches,
electrically controlled valve Vactuating means, a
propeller shaft- drivenlby said engine through 'said d
reversing gear, control means for said electrically
controlledactuating means for said engine .and .
said clutch control valve, said control meansv being
permit fur-ther movement of saidfcontrol -means
.by said lever to cause reverse-drive of said re 25 located remotelyl with respect ’to said engine and
gearv and comprising electrical controller means,
versing gear by said lengine` at higher:y values
a master control lever operably connectedthere
of engine operating speed, .-a „time »delay ‘relay
for controlling said-electrical detent-»releasing
v to, motion limiting and -controlling means for said
means, and :control vmeans for said vtime delay
relay oper-ably connected Yto said *electro-f., -30
'
pneumatic reverser .to ¿cause Àrelease -of `said de
tent means only .upon reversal of said reversing
gear.
'
.
~
K
2. A ship .and control system vcomprising an
engine, speed controlling .means therefor, :elec-f.
trically controlled meansfor actuating said speed
lever and ‘controller means comprising a.` lever
quadrant lhaving 'angu‘l‘arl'y- disposed slotted por
tions >for limiting‘movement of said lever vin steps
between ka neutral non-driving controlling posi
vtion -and low, cruising and full speed ahead -or
Vvastern driving controlling' positions, detent means
yI-iormally preventing lmovement of said "lever
'beyond said loW speed‘aheador astern control
ling positions, electrically actuated detent releas
Y'ing'meana a time'delay relay' for controlling said
electrically actuated detent releasing ‘means and
astern clutches, valve. means for .controlling .said
clutches-to ,cause reversal of drive fthrough'saidrî fao a switch for controlling said `time delay relay,
reversing gear, electrically .controlled A.actuating
saidswitch-‘being operably connected to said elec
trically'controlled actuating means'for'said ‘clutch
means for said valve means, electrical; control
controlling means, .a reversing, geardriven by
» saideng-ine having-pressure engaged ahead and
means for ibothof said .electrically -»controlled .ac
control .valve to cause operation of ' said relay >only
tuating means„.a manually .operable master con y - yupon full Aengagement of’ either of. said clutches.
trol ,lever for said control means,».said lever ¿being?y ¿o , 5. A ship drive 'andcontrol‘system comprising
kan engine, speed varying means therefor, actuat
movable .between a .neutral .idling >speed posi
--ingymeans for said speedy varying means, a 're
tion .and lovv, cruising .and :tall .speed a-head> or
versing gear driven -by said engine, actuating
`astern controlling positions Yfor operating `said
means for vcausing reversal Yof' said gear, apro
electrical control.means..detentznsieans`~ tor limit
ing .movement .of .said .lever .between the- low-'.50 peller shaft driven by said gear, movable control
speed ahead and astern controlling positions, ,a
means .for both of said actuating means, releas
lever .quadrant having angularly Aextending
able motion limiting meansffor said-control means
`slotted. portions .for limiting controlling move
ment. of the lever „in stepsbetween .the controlling
positions, .and `>delayed action. .electrical .detente
releasing means operably .connected with and
vcontrolled by said valve actuatingA` ,means upon
.actuation thereof, .to cause .engagement of either
for normally ’limi-ting controlling movement
clutch of said reversing gear. »
3. A ship .drive .and control system comprising
an enginespeed regulating means therefor,.electrically controlled actuating means .for said .speed
regulating means, -a reversing Y'gear having ñuid
thereof to initially~ cause reversal of -said reversing
l gear and releasable to permit further’contro'lling
' movement of said >control 'means thereby to cause
an increase in the engine speed, delayedaction
means for controlling the release of said releas
able motion limiting means, control means oper
able only by actuation of said actuating means
causing reversal of said gear for controlling said
delayed `action means, a ‘manually operable con
trol lever'for operatingsaid first mentioned con
engaged ahead and astern drivingclutchesdriven
by said -engine, valve means mrcontrolling sep 65 trol means, a quadrant for said lever having
slotted .portions angularly disposed and consti
arate engagement and-simultaneous ,disengage
`tilting motion limiting and retarding means .for
ment of said clutches, electrically controlled ac
said. lever so that further »and proper controlling
tuating. means for operating said valve .to-prevent
movement thereof .is permitted only upon the re
drive or permit ahead .or .astern drive «through
lease of said Yreleasable motion limiting means,
said reversing gear, a propeller shaft driven by
-whereby the `actuating means for said engine
said reversing gear and remote .control means
- spegïl varyingmeans causes >the Aspeed-‘of 'theon
for said electrically controlled engine and revers
giner 'to ’oe properly increased 'between vfsl'ovv Íand
ing gear means, said control means comprising
a single master control lever, a quadrant for said
full speed values, and emergency manually oper
lever having angularly disposed slotted portions 75 able means for controlling the release of said re
2,403,647
l1
12
leasable motion limiting means independently of
leasable motion limiting means for said master
said delayed action means.
6. A ship drive and control system comprising
a non-reversible engine, a governor driven by the
engine, means for varying the speed response of .
the governor to cause operation of the engine at
` any one of a plurality of constant values of speed,
a reversing gear driven by the engine including
pneumatically engaged ahead and astern driving
clutches, valve means for causing disengagement
of both clutches and engagement of either, means
for operating said valve, said valve operating
means comprising a manual reversing lever oper
ably connected to said valve, and a power oper
controller normally limiting movement thereof
necessary to 'cause application of pressure to
either clutch and release of pressure from both
and releasable to then permit further movement
of said master controller to control said power op
erated engine speed varying means in order to
then raise the engine speed to the maximum
value, time delay control means for controlling
the release of said releasable motion limiting
means, said time delay means being connected to
said pressure application and release means for
ated reverser and a resiliently extensible and com
said clutches for delaying the release of said re
leasable motion limiting means until the pressure
applied to either clutch causes full engagement
pressible link connected between said lever and
thereof.
`
9. A ship drive and control system comprising
an engine having power operated Speed varying
said valve by said lever independently of said
means, a reversing gear driven by said engine and
reverser, manually operable means for prevent-., 20 including iluid pressure engaged ahead and astern
ing movement of said reversing lever, control
driving clutches, a power operated clutch control
means for said governor speed response varying
valve means for controlling the application of
means and said reverser, said control means in
pressure to either of said clutches and the release
cluding a master control lever, a lever quadrant
of pressure from both clutches, a master con
having 01T set slotted portions to limit movement. 25 trol lever movable for controlling said power op
of the lever in steps between neutral, slow, cruis
erated engine speed varying means and clutch
ing and fullspeed ahead and astern controlling
valve, releasable motion limiting means for said
positions to cause corresponding operation of the
lever normally permitting movement thereof to
said reverser to cause operation of said valve and
lever by said reverser or to permit operation of
engine and reversing gear, detent means for per
control said power operated control valve and re
mitting movement of said master control lever 30 leasable to then permit further movement of said
only between neutral and slow speed ahead and
lever to control said power operated speed varying
means, time delay control means for controlling
' lease of said detent means, control means for
the release of said releasable motion limiting
causing actuation of said detent actuating means,
means, said time delay means being connected to
> said last named control means comprising time 35 said power operated clutch control valve to cause
astern positions, actuating means for causing re
delay means, control means for said time delay
means operable by said reverser, and' separate
Vmanually operable emergency control means for
the release of said releasable motion limiting
means after the pressure applied to either clutch
causes full engagement thereof, and manual
’ said detent actuating means.
emergency means for controlling the release of
7. `A ship drive and control system comprising 40 said releasable motion limiting means independ
an engine, speed varying means therefor, actuat
ently of said time delay means.
ing means for said speed varying means, a re
10. A ship drive and control system `comprising
versing gear driven by said engine and including
an engine> having power operated speed varying
forward'and reverse driving clutches of the slow
means, a reversing gear driven by said engine and
engaging type, clutch engaging means for caus 45 Ihaving pressure expansible and engageable ahead
ing engagement of either of said clutches, manual
-and astern driving clutches, a power operated
control means for controlling both the speed vary
valve for controlling application of pressure to
ing means and clutch engaging means, releasable
either of said clutches and release of pressure
motion limiting means for said manual control
from both clutches, a master control lever mov
means normally limiting movement of said con 50 able to control said power operated means, releas
trol means to cause operation of said clutch en
able motion limiting means normally limiting
gaging means to cause slow engagement of either
movement of said lever to control said power op
clutch, said releasable motion limiting means be
erated valve to cause ahead or astern drive and
ing releasable to permit further movement of said
releasable to permit further movement of said le
control means in order to control operation of 55 ver to cause proper variation in the engine speed,
said engine speed varying means, time delay
means for retarding and interrupting> further
means for controlling the release of said releas
movement of the lever upon release of said releas
able motion limiting means, and control connec
able motion limiting means to cause proper
tions between said clutch engaging means and
changes in the engine speed, time delay means for
said time delay meansr to delay release of said re 60 normally controlling the release of said releasable
leasable motion limiting means until full engage
motion limiting means, said time delay means be
ment of either of said clutches occurs in order to
ing connected to said power operated control valve
then permit a variation in the engine speed by
so that it normally delays release of said releas
further movement of said control means.
able motion limiting means until either of said
8. A ship drive and control system comprising 65 clutches is fully expanded and engaged by appli
an engine having power operated speed varying
cation of pressure thereto, and emergency manu
means, a reversing gear driven by said engine hav
ally operable means for controlling the release of
ing pressure operated ahead and astern driving
said releasable motion limiting means independ
clutches, power operated means for controlling
ently of saidtime delay means.
the application of pressure to and the release of 70
pressure from either of said clutches, a manually
CHARLES H. FlIiE.
movable master controller for controlling opera
HARRY R. HEINZEN.
tion of both of said power operated means, re,
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