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Патент USA US2404545

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original Filed April 28, 1944
2 sheets-snee; 1_
~ Roy R.<Stevens_
July 23, 1.9461
Original Filed April' 28, 1944
fig. 2'
2 Sheets-.Sheet 2
Patented July 23, '1946
' i
Roy R. Stevens, Forest Hills,I Pa.; lassigïnor to A'.l‘he
Westinghouse `Air Brake Company, Wilmei'ding’,y
Pa., a corporation of Pennsylvania
Original application “Api-il 2’8, ¿1944, Serial No.
533,145; l Divided _and this application April 21,
1945, Serial No. 589,640
'damagazand thus completely relieve `the pilot of
This invention relates to control apparatus and
concern for the engines.
more lparticularly to means for> controlling oper
ation 'of a plurality of internal combustion en
my copending application Serial No. 533,145, filed , Ul
operating at minimum or idling speedand ln
stantly available to provide additional power for
, In theaccompanying drawings; Figïl isla 4diav
invention;v Fig. `2 isha ver ticalrsectlonall view , orma
it may be desirable toKV have the other engine
or engines, not being used for driving the ship,
y_self-lapping control 'valve device> shownîingside
engines foripropulsion, while at `other times'less
than all of the engines will provide adequate pow
er for propulsion, under which latter condition
grammaticA view, partly „in lsection and ,partlytin
outline, ,cita Control apparatusembodyìn'g the
Certain ships are provided with a plurality of
propulsion engines, such as ofthe Diesel type,
and it is desirable at times to employ all of the
propulsion, if such is desirable.
from the following more detailed 'description-f yofy .
gines; the present application being av division of
April 28, 1944.
j Other'objects and-advantages
elevation >in Fig..1;,and
3 is Ya view, lpartly 'in
section and partly in, outline, oiaanother self-lap
ping-¿control valve` device shownwin-elevation in
Fig. v1.
Diesel engines are> usually'capable of continu
ous operation at aeertain high speed which how
ever is less than their maximum speed, l The en
gines can be operated at their maximum speed
In Fig. 1 of the drawings the-_reference¿miniere
als! and ¿indicate two >internaleombtrstion Wen'
einesafer exemple 0i the `l?lese1i.ypei Whlellnley
,beefrdneed te propel/,dellla dlreellyf elf-theed
-eldes may, eperáieeenereiers fer eenereildg eled
irle reverie be used .feriepereiing eleeiriepre
pulsion motors, „The meneer in_whlehihepbrler
ef fille tweerlgirles. mlellibe empleredlel. Pre
only intermittently in order to avoiddamage to
the engines. I_n case of emergency, such for ex
ample- as a ship answering a lire’call, >it is „however -25
Atelling e ,Ship ielmmeieridlie
«and 2„n is`
desirable to be able to operate theengines at their
Y l Eaçhroî ,t1 ç' engllles.:
maximum speed. It is also ldesirable to prevent
`fllel-«evenwel elldft Sawhiehl
ed table te
indiscriminate operationiof the engines at maxi
.,a _Y Yerymeiheampïidi
mum speed. Further, asïin case of Aa fire, `it may
and thereby
thespeeder newer
`>dl'fdelsllrerliedie ,
be desirable' to employ one of the engines tor op
'edtedief elle,individuel«eneide-„oThisk eerlirel ef
erating a ñre pump while retaining the other e'n
gine or engines for propulsion purposes, p
ille feel' „Supply to the engined, mey~be1direetfer
the. levels@ may, eenirel die adiueimentieia `_idel
The principal object of the i ventionis there
fore the provision Otan engine control apparatus
cori> rol speedugoyernor normally Aemployed with
arranged to meet all of the above requirements
Ai eeeh.=.el1elrleq-lile.-fuel ,Control l leYefi. 4, ,may
here en idling residen., _which-it is .Shown-ln
According to this~ object the controlapparatus
is arranged to provide for'controljof the engines
for A,propulsion purposes from4 either of two con
trol stations, such asthe engine room on a ship 40
and from a remote control station such asv the
engines ei this" îoïrßef„À
the» drawing, .te preyide-„feriepereiled Cradle en
gine.,- ,ei @e .minimum 01'. idling. .Speed
eelii?elleierl may be moved. iremtlds~idlìne~pe
edelen-,ie e, residen suene@ indicated lere linee
for increasing the ¿supply gf_¿ fuelvlto ¿the `engine
pilot house; the control station beingsélected
to an amount which will ,eiiectzoperatiorr oithe
by the engineer in the engine room.v >'l‘heengi
eneide et lie 4,t0n Seeed f,0r„e9nilrlueds YQizereiien,
neerY is'pro'vided wlthrme'ans whereby he may at
ddd-'Seid lever. -mer‘be movable pest-line die .e
will cut- out 'any ‘engine’ and, >if he sodesires, op 45 ,residen
Such es' lndieetedby lignei-or. increas
erate that'en'gine 'independently of` another» en
'ngthe fuel suppl ,to¿theenginetothe amount
gine or engines which may be still employed for
to cause Qperationthereof at its maximumspeed.
propelling‘the shipl The engineer is also pro
Adjustmentiof, theilever‘ll- at each engine be
vided with 'means to'limit the’ speed of the en
its vidling position and yits continuous »oper- gines, that is‘, to allow the engine or .engines~ to be
in dicated -by line lì` will-@.provideffor
.operated at their top speed for continuousoper
Yoperatic-noi theenglnegat any 'desiredespeed from
ation, or at their maximum speed for intermittent
-idling . to the top speed__for, continuous.4 speed,
operation. vThe engineer -being constantly aware
f whijl'evadjustment:'betlllleerrr the continuousaopera
of the operating condition of the» -engines 'may
indicate‘daby F line _15: andthe â:maxi
therefore limit the use of the maximum speed'as 55 ¿etiomposition
mumv speedv poSitionf-indicatedfby îlin’e‘v 6"- willgpro
» required to,` protect the engine'or . engines l'against
vide any degree of over speed in excess of the top
continuous speed, as will be apparent.
In the drawings the handle 30 for- each control
Yvalve device 28 is shown in its multiple control
position, while its individual control position is
indicated by a line 3|.
Each plug valve 29 is provided with a T-shaped
passage 32 which, in the multiple control position
of handle'30, connects the individual speed con-_
Each engine isprovided with fuel control de
vice 'I for adjusting the position of the fuel con
trol lever 4. Each> of the fuel control devices ‘I
may, for the purpose of illustration,y comprise a
cylinder‘rigidly associated with the engine and>
containing a piston 8 connected by a rod I0 to the
trol pipe 2| to a master speed control pipe 33.
y In the individual speed control position of handle
respective fuel control lever 4.
tends through a non-pressure chamber II at'oneÁ 10 30 communication is closed betweenv pipe 33 and
side of piston 8' while at the opposite side of said
the respective pipe 2|, and the latter pipe is con
piston is a pressure chamberIZ open to a control
nected by passage 32 toa pipe 34 leading to/What>
pipe I3 through which fluid under pressure may`
may be called an engineer’s independent control
be supplied to and released from said pressure
valve device 35. In the multiple control position
chamber. A spring I4 in chamber II ¿acts on 16 of handle 38 pipe 34 is lapped Iby the respective
piston 8 to yieldably oppose pressure of iiuid ef
fective in chamber I2. With all fluid under ~ plug valve 29. »i y _
The master speed control pipe 33 leads to a
pressure released from the pressure chamber I2,
master speed control valve device 31 which may
spring I4 will move piston 8 to the position shown ‘
be of any suitable structure to provide any de
in the drawing by moving the fuel control lever 4 20 sired pressure of ñuid in said pipe. By way of
to its -engine Vidling position. Upon supply of
example the valve device 31 may be substan
ñuid tochamber I2 at apressure which exceeds
tially the same as a self-lapping valve deviceV
theopposing force or spring. I4 the piston 8 will
fully 'disclosed in a _copending 'application' of
vmove toìa position in which the pressure of iluid `
Harry C.- May, SerialNo.V 523,656, filed Febru
is _counterbalanced by the increased pressure of 25 ary V24, 1944, now Patent No. 2,381,222, and as
lsaid spring, for thereby moving the fuel control ‘
-lever 4 out of idling position to, a position corre- `
vspon'ding to the pressure of such fluid. It will
Y' Í thus -be seen that by providing fluid at diiîerent
selected pressures in pressure chamber I2, the 30
fuel control -lever'4 may be adjusted to provide i
signed to the assignee of the present applica- "
tion. Since reference may be had to, this co
pending application this device will be- de
scribed in the present application only in such
detail as required for >an understanding of the
present invention.
any 'selected amount of `'fuel tor the engine- to
rBriefiy, the speed control valve device 3l com
prises (Fig. 2) a casing containing two spaced
i ¿thereby- obtainY any desired degree of speed or out- `
put of power from the engine, while uponl com
coaxiallyarranged flexible diaphragme 38 and
plete release of fluid from said> chamber the
Y 39 which are rigidly clamped in the casing around
speed or power output of the engine will be re- \
their peripheral edges,
ì' ‘duced tominimum. «
At each engine-the pipe I3 leads to a magnet
Y i operated cut-out'valve device I6 which comprises
.~ i facasing having a chamber I‘I open to said pipe
Between the two dia
phragms is a chamber _40 arranged to be con
stantly supplied with fluid under pressure from a
fluid pressure supply pipe'îlll. At the opposite
face of diaphragm 39 is a chamber 42 open to
` ‘and containing ~a double seating Valve I8 ar
atmosphere through a Vbreather device 43, while
:ranged to control communication between said ,
at the opposite side oi'diaphragm 38 is a control
Vchamber 44 open through a choke 45 to a chamber
46 which is connected to the master speed control Y
pipe 33. ' A stem 4'I` extending through chamber
\ Apipeiandïchambers I9 and >26 which are open, re- y
l 'sp'ectively-,l‘to an individualspeed control pipe 2|
. andgfto 'atmosphere' through av passage 22. The
l valve-wis connected to al solenoid 23 which is
40 has one end rigidly clamped to the diaphragm
39 centrally thereof while its opposite end is rig
-operable upon energization to actuate said valve
lto‘ closeV communication between pipe I3 and
idly clamped to diaphragm 38 centrallyv thereof
I chamber I9 and for opening'pipe I3 to the at
mospheric passage 22 for releasing fluid under" 50 by means including a nut ‘48 contained' in cham
pressure from pressure chamber I 2 in the respec
tive speed control device 'I. Upon deenergization>
¿ of the solenoid`23 a spring 24 is operable to actu
ate valve I8 to close communication between pipe
, I3 and the atmospheric passage 22 and to open
gsaid pipe to the control pipe 2 I. The solenoid 23
‘is arranged in a circuit including a battery 25
-and a switch 26 whereby closure of said switch
will effect energization of the solenoid and open
The nut 48 has a projectionv 49 slidably mounted
in the adjacentl end of a sleeve 50. The sleeve 50
is arranged in coaxialrelation with diaphragms
38 and 39 and' is pressed into aligned boresl pro
vided in opposite >walls of chamber 45, and is n
provided with one or more radial ports 5I con
necting said chamber to a chamber 52 formed
between the end of projection 49 and one side of
;'ing of the -switch deenergization. The switch 26 60 aplunger 53 which is mounted to slide in said
ïfor each of the two engines is arranged'for oper
‘ation’ by the engineer.
kThe stem 4T has a chamber 55 formed below the
nut 48, which chamber is in constant communi
'At' each engine, the speed control pipe 2| leads
îto an individual control valve device 28 which
cation with chamber 40 through one or more
. ìalso is arranged for operation by the engineer. 65 passages 56. The chamber 55 contains a ñuid
¿Each of the control valve devices 28 comprises,
pressure supply valve 51 having a fluted stem 53
for the purpose of illustration, a plug valve -29
extending-through a suitable bore in nut 48 in
`contained in a casing and rotatable therein by " the direction of plunger‘53, said nut being pro
`a-handle 38 to two different control Ypositionsvided with a seat for engagement by said valve.v
ywhich may be' called amultiple control position,4
vThe «valve 51 is thus arranged to control commu
--nication.between chambers 55`and 48 and cham
ber 52, and a spring 59 in chamber 55 acts on
and» ‘an-individual control position, since, in the
' multiple control- position, the speed of all engines
is arranged'to be controlled in unison, while in
the individual control positiontheïengines will be
` 'said valve "for
arranged.. `for independent ïcr- individual.- control. " 76
urging it to its Vseated* oryclosed
Y In chamber 52 the end of the supplyl valve stem
58 ís-engaged bya Iiuid" pressure release- valveï 60
which has a fluted stem 6I slidably mounted in a
bore provided' axially in a depending portion of
plunger 53 and extending through said bore'into
will loe> counteraetedrby its- pressure'- cnï the» díai4
If nowthe operator desiresto-s‘upplyñuid under'
pressure to the-master speed control-pipe {i3-hev
willmov'e the operating screw‘12»intheidirectien
a bore 62 oi' larger diameter. A spring seat 63 in
of diaphragm 38 by rocking the lever33in a clock
bore 62 engages the end of the release valve stem
wise" direction, Aas viewed in- the drawings.' -Tfiis
6i and is engaged by one endvof a coil spring 64,'
movement of screw 12 and thus- of plungerî53`wi'll '
the opposite end of vwhich ‘spring engages 'a fol
be relative to the release »valvev '160 until the end- of
lower 65 mounted in the plunger 53. The plunger
53 is provided with an annular groove in which is 10 said 'plunger> contactsesaid valve for closing# corn
munication between the speed control pipe v33 and
disposed a sealing ringr 36 having a sealing con
bore'62 in the plunger, which’bore is openy to at-v
tact with said plunger and sleeveV 55 for pre-.
mosphere. ~ >Further movement _of screwv 12 vand
venting leakage of fluid under pressure from
chamber 52 past said plunger to a chamber 61 at _
plunger Á53 will then act through the release valveV
one or more portsÍES in plunger 53 to bore 62
underl pressure
is speed
thus supplied
control pipe
to chamber
60 to open-the supply valve 51, whereupon fluid
the opposite side of said plunger. >Chamber 61 15 under
pressure suppliedvto chamber 46 will flow
is open through one or more ports 68 in bushing
supply'valve to chamber 52 -arid thence
eil -to the atmosphere and is also connected by
within said plunger.
46 it will also`> ñow through choke 45 into cham
-The sleeve 56, it will be vlflotedextends above 20 ber 44 above the diaphragmv38, said choke being
the casing,- The plunger< 53 is‘provided with a
effective to prevent the pressure of fluid increas
part “iüha‘ving sliding contact with an inturned
ing in chamber 44 substantially ahead of that in
shoulder 1il provided atvthe- upper end of said
the device or devices 1‘c’on'nected to theA speed con
sleeve, ~which part extends beyond said shoulder
trol pipe 33.
and the end of said sleeve. An operating screw 25
The ’pressure offlui‘d thus provided' in‘chamber
'i2 is secured by screw-threaded»engagement in
44 will act'to deñect diaphragm 38 k'against the
the outer end of the part 'lil of plunger 53 and a
opposing pressure of "control spring 11 and, 'after
nut 13 on said screw is provided for` engagement
_movement of the regulating screw 12 and plunger
with the end of part "l'ù to secure said screw in an
5'3 hasv ceased, thisdeflection of diaphragm 33V will
adjusted position.` Below the lock nut 13 a spring 30 be relativeto the supply'v'alve 51 and finally move
seat 14 is secured to the part 10 of plunger 53 in
nut 48* into seating contact with said valvev `to
any suitable manner asby aring 15 and` this Vseat
prevent further supply’V of fluid under pressure' _to
is engaged by one end of a coil type'bias‘spring 16.
‘chamber 46„pipe 33 -and chamber 44; It will thus
This spring encircles the portion of sleeve ’56
lbeissen that control spring 11 cooperating with
projectingfrom the Vcasing and its opposite end 35 the pressure of `fluid in chamber 44 'on diaphragm
3f8íwill limit the pressure of Aiiuid providedin the
compressed and is ‘constantly effective on seat 14
speed control pipe l33Y according to the displace#
with a certain relatively small degree'of force for ,
nient ofthe regulating screw 12 andl plunger`53
urging said seat and thereby plunger 53 in‘ a» di
40 from‘their normal or low’pressu‘re positions in
is supported on the casing. The spring 16 is pre
rection away from- the release valve 60.
which they are shown in the drawings.
In chamber-’AlliesJ control spring 11 encircling
, Ifthe operator desires to increase the pressure
the stem 41 and bearing at one endf against the
ofjfluid effective in the, speedv control pipe 33 he
'seat 18 secured to said stem, while the opposite
will move the regulatingk screw12‘further in the
end'of said spring isA supported on a shelf 19 in 45 direction of the flexible diaphragms for again un
the casing. YThis shelf has one or’ more ports y80
seatin'g the supply valve 51. `Fluid underlpressu're
providing communication between the adjacent
will again ñow past the supply valve' to the‘spée'd
face of. diaphragm 39 `and the fluid pressure sup
ß control pipe 33 and when the pressure in said pipe
ply chamber'ltì.4 » àWith diaphragm 38 in the posi
and in chamber 44 is increased to adegree sufñ'cient
tionishown in Fig.~2l the spring 11 vis adapted to 50 for deflecting diaphragm@` to a position for again
be fully expanded and said spring is adapted to
seating the supply valvev 51 further' flow’of fluid
to said pipe‘will be prevented' to again limit the
oppose with increasing force, deflection of said
diaphragm'from this position in the direction of
pressure acting in vsaid pipe in >accordance with
the adjustment of screw 12 inwardly of the de
diaphragm 39.
The casing of the device is provided with a 55 vice from itsv normal position. YBy suitable in
crements of adjustment of the screw"12 from its
bracket 8| carrying a fulcrum pin 82 upon which
normal or low pressure position shown in' the
is rockably mounted an intermediate portion of
drawing in the direction ‘of the ñexible‘ dia
a control lever 83. One end of this lever engages
phragms, the pressure of fluid may thusbe in
the operating screw 12 while the opposite end is
provided with a roller 64 as shown in Fig. 1, which 60 creased'in the speed control pipe 33’i1iany`de
roller contacts the peripheral surfacejof a cam 85
sired increments.
constituting a part of an engineer’s maneuvering
Upon a certain maximum displacementof's'ci‘ew
12 from its normal position,'the deflection óf dia
phragm»38 by> pressure of flui'd’eiîective'in >the
and vspeed control structure which will be later
With lever 83 inthe position shown in Figs. 1
and 2 of the drawings, the adjusting screw 12' and
f .
>speed control pipe 3'3 andV in chamber 44‘wìl1‘b`e
limited to a degree to prevent seating of 4‘the sup’
plyvalve 51, as for instance, by engagement be
'plunger 53 will -be maintained in the positions in
tween a follower 86 engaging' the lower vside of the
4which» they- are shown in Fig. 2v by spring 16, the
diaphragm 48 and a'lshoulder 81 in the casing.
"diaphragm 33 will occupy its low pressureposi
tion as shown in the drawings, and spring 64 will 70A With thesupply valve 51'thus maintained opened
whatever pressure of ñuid is eiîective to thesupply
hold a release valve 60 open with the supply
pipe 4| and in chamber 40 will'beco'me effective in
'valve 51 closed by spring 59.
the speed control pipe 33'.
f '
, Y
Y Assuming now that fluid under pressure is sup
` If the' operatorr now 'desiresïtoA reduce thepres
plied lto. *chamberl 4~€l>through pipe-4I, it will’be
surep‘f‘nuidinrtne speed' control pipe 33 he will
actuate lever 83 in a counterclockwise direction
ingiscrew 93 is arranged 'for contact with thev nut
to permit movement of the adjusting screw 12 by
92A to secure the screw V93 in an adjusted posi
spring 16 in a direction away from thefdi'a-` ì tion., Mounted over the lock nutA 9,5 VAand an ex'
'phragms.` Since, at this time, the pressure of ñuid ‘
` `effective inchamber 44',wi11_be counter-balanc-`
tension 96VV of the' adjusting nut'92 'is an’adju'st
ing member >or hand'wh'eel 91"which is secured
ingthe _pressure of ,çontrolîspring 11, thism'ove'
by a lock screw 98 t`o said nut 'so that said Vnut
ment of .theadjusting screw 12 and lthereby ofl '
maybe turned by 4said'rn'ember'or wheel. The ad'
` 'plunger 53 will be relative to diaphragm 38 and `
justing 'nutv 92 is' pr‘ovidedaround its closed end
thus relative to the release YVvalve 60 due to the
with‘a collar 99 arranged to contact av shoulder .
action of springv64 on the stem of said valve.
The plunger 53 will thusbe moved out of seat
|00 inthe cylindrical portion- 9| of the 'casing
to 'limit inward 'movement of said nut, while 'out
ingicontact with the release valve 60 whereupon
ward movement of said nut is arranged to be' lim
fluid under pressure will flow froml the speed con
ited'by contact between said collar and a flange
|0| provided- on a split ríng'l02 having screw
trol pipe 33 and chambers 46 and 44 past `Vthe re
lease valve to atmosphere and asrñuid pressure
threaded engagement with the cylindricall portion
‘ isthus released from chamber 44 the control "
spring 11` will deflect’the diaphragm 38 in the
direction of plunger >53'. If theoperatorlimits i
movement of plunger 53 to Aafpo'sition short of
, its normal position, then the deflection Aof dia
phrag‘m 38 will move the release valve 60 toward
externally thereof.
Í With the flange'99 on the adjusting nut 92 in
contact with‘shoulder |00 the screw 93`is so ad
justed as to cause operation of «the overspeed
v20, control valve device 90 to supply ñuid to pipe 4|
4^ at acertain- maximum pressure, such for exam
1 and finally into seating' engagement with its seat \
ple as seventy-ñve lpounds and which ¿may-'be
. on .the end of said plunger so as to limit _the re
i lease of ñuid 'under pressure from pipe 33 and
the same as that provided in -pipe 92; The split
ring |02 is then adjusted on the cylindrical por- Y
, chamber 44 and thus hold in said pipe and cham- ~
` Vthe'
ber a
pressure screw
to the position of
tion 9| of the -device so thatwith `collar 99 in
contact with flange |0|~ thev device 90 .will pro
Further movement of
the adjusting screw 12 by spring 16 will permit »
« vide in pipe 4| fluid at a; pressure such as sixty
ñve pounds. v For normal control of the speed of
; plunger 53v to again ¿move‘out of contact with .
the two` engines, i. e., when --it is desired to -limit
the speed of said engines Ato the' top speed for
. the release valve 60, whereupon a further release
of’fluid from pipe 33 land chamber 44 willfoccur.
continuous operation, the handwheel 91 willbe the position defined by contactbe
f 1 The control springV 11 will then again deflect dia
i phragm `38 in the direction'of plunger 53 and in
tween flange 99and flange |01.
The engineer’s `independentcontrol valve de
î case ' said plunger is stopped still. shortY of its
l normal positiomthe diaphragm 38.will.again seat 35 vice 35 vmay be identical to the overspeed con
the , release valve 60 in a` new position of the 'I _trol valve device A90 except that it will be so ad
` diaphragm corresponding to that of plunger 12 for
justed as to permit the engineer to supply fluid
1 again limiting the reduction in pressure of iiuid Vin
from pipe 92pto pipe 34 at any desired degree
said pipe invaccordance .with said position. Fur
from atmospheric pressure _to the maximum such '
. ther movements of Yadjusting screw 12 Aby spring 40
16 will allowY further reductions in pressure in
as seventy-ñvepounds.
pipe 33, while upon return of said adjusting screw i
For controlling operation of the master speed
control valve device31 an engineer’s maneuver
ì to itsnormal'position a completerelease of iiuid '
ing and speed control device is provided which
comprises a shaft |03 that is rotatable manually,A
by a hand wheel |04. This wheel has e, neutral
` without moving -the release valve 60 into contact
or “Stop” position in which it is shown in the
with its seat.
drawing vand is rotatable therefrom in either
, n; will new be seen that suitable adjustments. oneV or an “Ahead” direction or in the opposite'
i from said pipe will; occurdue to the fact Ythat
n the control spring 11 will become fully expanded
ï of regulating screw 12 either in opposition to or
or an “Astern”vv direction, as indicated byrappro
by spring 1li,> will provide corresponding pres' .59 priate legends in Fig. 1 of the drawings. Imme
diately adjacent and at each of the opposite
sures of `liuid in the speed control pipe- 33, and
i that upon a maximum degree of displacement
sides of A“Stop” position is a zonel of movement
of plunger 12 from its normal position, the sup
of wheel |04 designatedy by the legend “Maneuver
lply valve 51 will be held open to permit equaliza
wing” for controlling the starting, stopping and
` tion of the pressure of fluid in the supply pipe 4| `-
into the speed control pipe 33.
reversing of the engines by apparatus 'not shown'
in the drawing and not pertinent to the inven
i I '.I'he supply of fluid to the supply pipe 4| is
larranged to be controlled and limited in degree
tion, and beyond each of these f‘Maneuvering” '
zones there is a zone of movement designated by
`of pressure by an engineer’s overspeed control
Valve device 90. The device 90 may be identical
lto the speed control valve device 31 except that
`chamber 46 is connected to pipe A4| while cham
ber 40 is connected to a ñuid pressure supply pipe
, 92 which in use will be constantly supplied >with
the legend “Speed control” for Ycontrolling the
speed of the engines. Since the invention is lim
ited to apparatus for controlling the speed or
iiuid ‘at any desired pressure, such as Vseventy
five pounds. Moreover, the casing is provided,
l around the bias spring 1B, with a cylindrical por
>power output of the engines, the means shown in
the drawing as operable bythe shaft |03 is lim
ited toQsuch control, said means comprising the
cam 85 which is arranged for rotation with said
shaft by the hand wheel |04.
n The cam 85 is provided with a peripheral sur
§tion 9i having internal, relatively coarse screw
face for contact with roller 84 on the end of lever
Ithreads, and meshing vwith these threads is an
83. This surface comprises a portion of con
`adjusting nut 92. An adjusting screw 93 is screw 70 stant radius of a length permitting movement
¿threadedjcentrally throughv the outer closed end
of-nut 92 and its inner end contacts a button 94
`provided inthe end of plungerV 53 in place' of
‘the _regulating screw 12 :ofthe structure vshown
j‘invli‘igng25~A lock-nut 95 provided on the'adjust
of the hand wheel |04 from> “Stop” position in
either direction through the the “Maneuvering”
zones without moving the regulating screw 12 of
the master speed control device 31 out of its nor
malposition. „Beyond eachvend of this portion
of the cam 85 there is a'surface 85a of increas
ingradius for operating lever 83 to displace the
screw 12 into the device 31 a distance propor
tional Yto the extent of movement of the'V hand
wheel |04 into the respective “Speed control”
lever ||9 .in the end ofn which is a roller |20 en
gaging'the'peripheral surface of a cam |24 also
secured to shaft. |22 for rotation therewith. The
cam .|24 isv identical to the cam |2| but reversely
>arranged on shaft |22.
A ñuid pressure supply pipe |25 connected to
zone in a direction away from “Stop” position.
the two'control valve devices |I8 and |23 is
Maximum displacement of the regulating screw
supplied with fluid under pressure from the ysup
12 will be obtained upon-rotation of hand wheel
plyrpipe 492 through' a cut-out valve device`|28.
|04 in either direction to the end of the respec
ive “Speed control” zone most remote from “Stop” 10 This device may comprise a plug valve .|21 and
an operating handle |28 for turning said ~'valve
position. It will be apparent that by suitable
to al pilot-house control yposition in_whichit is
adjustmentof hand wheel |04 by the engineer
shown in the drawing, or to an engine-room con
in either “Speed control” zone, the speed regu
trol position indicated by a line |29. AvT-shaped
lating device 31 may be operated to provide any
passage..l30V in the plug valve |21 establishes
desired pressure of fluid in the master speed con
communication between pipes 92 and |25- in the .
trol pipe 33, between atmospheric pressure and
pilot-house` control position of. said valve and
the maximum degree.
handle |28,` while inthe engine-room control> po
A gear |05 is` mountedon and secured to
sition indicated by line v|29 this communication
shaft |03 for turning same. The teeth on this
gear are in mesh with teeth on a gear sector |06 20 is closed' and passage |30 connects pipe .|25 to
an atmospheric vent port |3| for thereby releas
mounted tolturn on a pin |01 which `is'fixed
with respect to the shaft |03. The gear sector
|| is connected by a link |08 to a power motor
|09 of any suitable fluid pressure controlled type
which is arranged to be controlled from a remote
Acontrol station for adjusting shaft 3 without
manual operation of the ,engineer’s hand wheel
ing all fluid pressure fromthe controlvalve Vde-~
vice ||8 and |23 and from the'power motor |09.
' The shaft |22 is arranged to` be operated by
a .gear |34V which- is operatively connected by an
endless chain |35to twov gears |36 and. |31. which
are rotatably mounted'` on a fixed portion not
shown. `A hand operated lever |38 is connected
to gear |36 foroperating same to> turn gear |34
For the'purpose of illustration the motor |09
may be substantially like. that disclosed in my 30 and „shaft |22, >while a hand. operated lever |39
is connectedto gear |31 for operating same to
copending application Serial No. 488,041, filed
lturn gear |34 and shaft |22. It will be noted
May 22, 1943, assigned to' z the assignee Vof the
that the two levers |38 and |39 will operate in
present application and which comprises means
unison upon operation of either.- These v‘two
including a power piston rod |l2 connected to
levers constitute pilot’s control means vfor *conf
link |08 for actuating same to. adjust the gear
sector |06.
Operation of the power motor |09V toadjust the
shaft |03 is arranged to be controlled by pres
trolling maneuvering the speed of the engines-and
are intended for location in the pilotehouseîofa
ship, one at eitherjside thereof.,
. `
Y Each of the manually operated levers„|38»and
sure of fluid in two control pipes | I6, |I1. 'With
both of these control pipes open to atmosphere 40 |39 has a neutral or.“Stop’.’ position 1in' whichfit
is shown inlilig. lofthe drawings, and at either
the piston rod ||2 will assume a neutral posi
tion for positioning shaft |03 in “Stop” position.
side ofthis position there isïaf‘Maneuvering”
zone and >beyond each‘fManeuvering” zone is» a
“Speed control”y zone,„as_indicatedby lines and
pipe ||6 while maintaining pipe ||1 open to at
mosphere, the motor |09 will act to turn shaft 45 legends in Fig. l, it being noted that lsaid ,levers
have the same control positions t and. zones of
|03 from “Stop” position‘in the “Ahead” direc
Upon supply of fluid at a certain pressure to
tion to the opposite> end of the respective “Ma
neuvering” zone, while a' further increase in pres
movement as_the engineer’s hand'wheel |‘04..._ .
The cam |24 is sodesigned as .to effectopera
tion of the control valve device |23 to gradually
sure of fluid in-said pipe will cause operation
of the motor to turn the shaftr into the adjacent 50' increase thepressureof fluid Vin pipe | |1 forcen
trolling operation ofthe power, motor |09, as the
“Speed control" zone an' amountV in proportion
pilot’scontrol levers„|38 and |39V are movedfrom
to the degree of pressure increase. A certain
“Stopî’ position in the “Ahead”> direction, while,
maximum pressure of fluid inpipe I | 6 will cause
under> this condition„ |21 will permit
operation of motor |09 to turn shaft '|03 vin the
“Ahead” direction to the end of the “Speed con 55 operation of the control .Valve device | I8 to4 main
tainpipe H8 open to atmosphere. ,_ The power
trol” zone most remote from “Stop” position.
motor |09 is adapted to respond to pressure'of
Positioning of shaft |03 at the “Astern” side
fluid thus provided in pipe ||1 by the time.v the
of “Stop” position may be obtained by opera
pilot’s control levers |38 and | 3_9 are moved to
tion of motor |09 in a similar manner upon pro
viding fluid at proper pressures in pipe | |1 While 60 the end of the “Maneuvering” zone inthe
maintaining pipe ||6 open to atmosphere.
Pipe ||6 leads _to a controlr valve device ||8
which may bei'ide‘ntical to the >i'naste'r speed'con
trol valve deviceA 41 except'for‘the type of oper
ating lever | I9. In contrast to the masterv speed
“Ahead” direction toturn shaft. |03 .and camV 85
to the same vposition assaid shaft would obtainr
upon movementr of the engineer’s vcontrol wheel
|04 to the corresponding position. .Upon further
movement of the. pilot’s control lever»|38.and |39.
in the “Ahead” direction, i. e., vout ofthe f‘Maneu
vering” zone into the adjacent “Speedwcontrol”
control device, one'end' of lever | I9 is fulcrurned
tothe casing ofthe device'whilev an intermedi
zone, the control valve device |23 will increase
ate portion engages the regulating screw 12. In
the pressure of fluidvin pipe |l1_proportionately,
the opposite end of lever | I9 isa roller |20 which
engages the peripheral surfacey of a c'am |2| 70 to cause operation of motor V|09 to correspond
ingly change the position of control shaft] 0~3"and
which is mounted on a shaft |22 for rotation
cam 05. 'I'he maximum speed positionr4 of the
shaft |03 will be'obtained uponf_`rnoveThe controlpipe |I1 is connected to a control
ment of the pilot’s control levers |38`-and-¥|39"ln
valve device | 23 which is identical to the con
'trol'valve device` I l0Á and thus provided with a 75 the “Ahead”v direction to the end? ofthe “Speed '
control”'zone most .remote from “_Stop'ï’A position. Y
,It willv thus be seen that by adjustment of Athe
pilot’s control leverV |38 "andl39in the “Speed
control” zone at the “Ahead’fside of “Stop” cor
responding adjustment of 'shaft |031andcam 85
on the engineer’s maneuvering and speed V.control
ing to the position of the pilot’s control levers |38 '
Vandliïlä and this pressure, being effective in pres
_sure chambers l2 of the‘two fuel control devices
l on the two engines, will cause vadjustment of the
`fuel control levers 4 out of their idling positionin
>shaft |03 will be obtained.
the direction of lines 5 to positions corresponding`
On 4the other hand, if thepilot movestlfielV levers
inrpipfe 33 at a pressure correspond`~v
tothe position of the pilot’s control lever. _ The
'engineswill thus accelerate in unison ltoV a speed
f |38 and |39 inthe opposite or ‘ÍAstern’ädirection
from ‘.‘Stop” position the valve device l |8 will act `
determined bythe positionof the pilot’s >control
to 'supply fluid Vto pipe _»I IB ata pressurecorre
'spondingto the. position of said lever, _while the
valveldevice |23 will open pipe> | Ilto the Vatmos
phere,.whereby shaft|03 of the engineer’s Vma
-Further movement of the’ pilot’srcontrol lever,
intoïthe“‘Speed control” zone will effect a corre
spondingly greater movement of the fuel control
neuvering and speed .control device Will be Acor- ‘ levers 4 on the two engines away from their idling
positions andthus a corresponding increase in
speed or power output ofthe Ytwo engines.Y `Move
. Inj operation, let it be assumed that the Vcut-out
respondingly positioned._
ment of the pilot’s’control levers |38 and |39 in
valve-device 1|2|ìis-in the pilot-house control Ypo
the “Ahead” direction to the extreme end of the ,
sition shown- in the drawing supplyingV fluid under
pressure from pipe 92 to pipe |25- and thence. to 20 “Speed control” ’zone will condition the master
speed control valve device 31 so that'the supply
the _powerlmotor |09 and ,control valve devices
valve 5l therein will remain open, whereupon the
`||81and |23; _Let it ,further be assumed that the
Umaximum pressure of iiuid effective Yin pipelll yWill
§pi1ot’s,c,ontrol> levers |38 and -|39 `areintheir
become'eiîective through pipe v`33 in pressure
“,Stop’.’V ,positionsvas shown inFig. l undery which
chambers I 2> of the two fuel controlidevices l, and
condition both of thev valve devices .| IB and |23
this pressure of fluid will actuate the pistons 8
.will be conditioned to open pipes l I6 and ||1 to
to move the fuel control arms 4 on the engines t0 `
the A_atmosphere so that the power motor |09 will
the positions indicated by lines 5 in order that
cause the gear sector |06, gear |05,„shaft|03 and
both «engines will .operate at theirrto’p speed or
therebvthe Vengineers control Wheel l |14v „to as
sume> their. corresponding or ‘.‘Stop’? position- , .
o yVi/_Íiththe„control wheel-,|04 andA ’shaft |03 vin
for continuous operation. Y
Vso "output
‘ ` `If the operator now desires'to reduce the speed
“Stop”r position, the master speedcontrol valve
device A3." willopen pipe 33 to atmosphere, so Vthat
Vvilifßl’rthe engineer’s controlY valves 28V „inV their
f_rnultiple control positions as shown in Fig. 1, vand
' withothe solenoids 23 deenergized, pressure cham
bers I2 in the two fuel control devices 'l'will be
open .tovatmosphera The fuel controlarm 4 at `
each „enginejrwill then occupy the minimum speed `
_oridleposition shown inFig. 1.
or output of the engines, he will move levers |38
and |39 back in thev direction of the “Stop” posi
tion and the master speed control device 31 vwill
. operate to correspondingly reduce the pressure of
iluidl inpressure chambers I2v of the fuel control
devices .'|,L so that the speedY of the two engines
4Will'be proportionately reduced. ,Turning ofthe
pilot’s_control levers V|38 and |39 tothe end of
the “Speed control” zone adjacent “Stop” posi
.tion will causereductionin speed or output of the
_.; jLetjoit?also be jassumed that the engineer’s
_ engines to minimum or idling,~as will beapparent.
VIi’ the pilot now desires that the ship move in
overspeed control valve device 90 is adjusted as
shown> in `Fig. Soin order to supply iluid from pipe
l Y9_2 to _pipe4l vat’the reducedpressure.V of 'sixty-V
Y?tive pounds above-mentioned. Y
ytheopposite or astern direction, he'will move the
scribed, if Athe pilot desires to move Y,the ship for
vwardly he will move levers V|38 and >|39 from
started in the reverse direction and will operate '
at »minimum idling speed.V Furthermovelnent of '
“Stop’ïposition_inthe direction indicated by the
Y >,legend “Aheadî’ through. the “Maneuver'ing’ï»zone
levers |38 and |39 into the “Speed control” zone
will then accelerate the engines in accordance
with theposition `of' said levers in said zone.
to the ‘,‘Speed control’.’ zone and this operation
will cause' starting of Vbothfof the. enginesv by
,means not shown in the drawing and-which are
immaterial to the invention. VIt isïmerelydesired
to point Yout however that when the levers |38
, and ,|39 reach the' end of the “Maneuvering” zone
adjacent fthe~ ‘.‘Speed control” Zone .the lengines
Vwill be started »and the cam 85 will be so posi
levers |33 and |39 in the direction indicated by
the legend “Astern” and with said levers at the
end of thev “Maneuvering” zone adjacent the re
,spective “Speed control” zone, the engines will be
With' the apparatus Yconditioned as justl ,de
vMovement of levers |38 and- | 39 tothe eXtreme '
vend of the “Speed control” zone Vat the “Astern”
Vside- of “Stop” position will allow fluid, at the
pressure in pipe 4|, to become effective in the
Yspeed control pipe 33, in orderV that both engines
operate at their top speed or output for con- i
tioned that ?the master speed control valve device 60 .will
operation, while return ofY said lever
31 will still be-opening pipe 33 and thereby pres
throughthe “Speed control” zone'in the direction
surechambers n|2 inthe fuel control devices 1 to
of “Stop” position will reduce the¿speed. ofthe
atmosphere. The two fuel control devices 'l Vwill
according to the position of said leversin. Vtherefore „function to> cause adjustment "of the
Yfuel control levers Y4 to supply fuel to therengine 65 said zone, >VTurning'of levers '|38_an'd `|39 to> the
Yend of the "Speed control” zone adjacent the
in a` quantity to permit operation of the engines
`atthe minimum or idling speed.
Irflthepilot now desires to accelerate the two
engines, hewill move levers |38 and I39iurther
i ,in theAAf‘Ahead” direction-into the “Speed con-i
trol?ïz'onejand this will cause operation of cam
respective“Maneuveringï’ Azone will cause the
Yspeed of the engines to reduce>toidling, as Vwill
be apparent."
vIn the operation just described, the'oover-speed
control »valvedevic‘e- 90 was assumed to be in the
Aconditioneshown in Fig. 3 to Vlimit the. pressure
¿|24 andvalve device |23 to effect operationk of the ` Y of fluid in pipe 4| to the lower degree of 65
' power >inotorelllil to Ycorrespondingly,operate jcam "
85- ' Thisfop'eration of cam 85 will in turnV cause
" Yoperationof the master'speed control device 31 to
hpounds, and this pressure effective in the Vfuel
control-devicesV 1, in the maximum speed posi
ktions 0f the pilot’s control levers |38 >and |39,íwill
25.404, 545
position shown in Fig. lto thaty in which handle
30 will be in the positionindicated byline 3|.
will close communication between the mas
of the engines for continuous operation as above
ter. speed'control pipe 33. andthe respective pipe
mentioned. It is desired A1z0-point out, however,
2l to render the fuel control device 1 of engine
that by suitable adjustment of the pilot’s control
2 nonresponsive to the master speed control de
levers |38 and |39, any desired speed ofthe en
vice` 31, which `device, however remains _connected
gines from idling to the top speed for continuous
to control operation of engine I. In this posi
operation can be obtained, but the. pilot cannot
tion of plug valve 29 _for engine 2 the respective
increase the engineV speedabove this top speed>
pipe 2| is connected tQ pipe 34 and the engineer’s
since it is limited by thepressure of iluid provided
control valve device 35. The engineer by oper
in pipe 4 I .
ation of the controlyvalve device 35 may then
Now if it should be desired to operate the en
the pressure of fluid> in the fuel control de
gines at an even greater speed than the top speed
vice 1 on engine 2 independently of" engine I
for continuous operation, the engineer may oper
and thus operate engine 2 at whatever speed he
ate the over-speed valve Ydevice `90 to increase the 15 may
desired. Return of the plug valve 29 for
pressure of fluid supplied to pipe 4 I, and since the
engine 2 to the position shown in Fig. 1, will ren
supply valve 51 of the master speed control valve
der the engineer’s control device 35 ineffective to
device 31 will be open under this condition, this
control engine 2, and engine 2 will then-be re
increased pressure of fluid will become effective in
move the fuel control-levers 4~only~ tothe.V posi
tions indicated byv levers 5 to obtain the top speed
for control to the master speed control
pipe 33 and thus in the two fuel control ldevices 1 20 connected
device 31. Likewise,engine I byrsuitable manip
at engines I and 2. This increased vpressure of
ulation of the respective plug valve4 29 may be
fluid provided in the fuel control devices A1 will
disconnected fromthe master speed control de
then act to move the fuel control levers 4. past the
vice 31'and connected to the engineer’s speed
lines 5 in the direction of lines 6 to positions cor
control devicev 35 for control bythe engineer in
responding to the increasein pressure of iluid.
Should the engineer adjust the overspeed
dependently of engine 2 as controlled by the pilot,
while return of this plug valve to the position
valve device 90 to provide‘the maximum permis
shown in the drawings will restore control of
sible pressure of fluid in pipe 4I; as might be
engine I to the pilot, as will be evident.
obtained by an adjustment of said device to main
tain pipe l92 open to pipe 4|, this pressure effec 30 Both Vof the plug valves 29 maybe operated if
desired or necessary to removethe control of
tive through the master speed control device 31
both engines from the pilot> and place both un
in the fuel control device 1 will move the fuel
der control of theengineer’scontrol divecev 35,
control levers 4 to the positions indicated by lines
while return of the plug valves 29to the positions
6 to thereby provideV for operation ogf both en
gines at their maximum speed or output. By 35 shown in Fig. 1 will restore the control of both
engines tothe pilot.
proper adjustment of the overspeed control valve
In case of necessity or desire ?the engineer may '
devicey '90, it will be seen that the engineer can
take over all control of the engines, ythat is, con
increase the pressure> of fluid in pipe 4I `in any
trol of starting, and speedas above described in'.
desired number of increments from that normally
connection Vwith pilot’s control. To, take over
provided up to the maximum, and can also reduce
this control the engineer will‘turn the plugV valve
this pressure in any desired number of incre
|21 frorn’its pilot-house control position shown in
ments, in order that any desired degree of over
drawing to its engineer’s Ycontrol position in
speed of the engines I and 2 maybe obtained,
or the degree of overspeed may be limited, in case
of necessity,ìor the overspeed _can be completely'î
cut out, if desired.
This over-speed control o_f the engines is un
der the control of the engineer who will be con
stantly aware of the operating condition ofthe
engine, so that the degree and use of overspeed
may be limited as required to protect the engines
against damage, and further, it relieves the pilot
of the ship of any concern over the engine con- `
In case the power of both engines is not re-í
which the lever |28 will occupyy the position `in
dicated by the line |219. In vthis latter position
of plug valve |21, the supply of ilnid to pipe' |25
will be cut off and said pipe opened to atmos
phere. With pipe |25 opento,4 atmosphere, all
fluid pressure will be released from the' control
Valve devices II8_ and |23 'and from the power
motor |09 whereby piston'rod IIZ of said motor
may .be reciprocated by operation of the engi
neer-’s hand wheel |04. The engineer by suitable
operation of the hand wheel |04 may then con
trol the- starting ofthe engines in either direc
tion and subsequently the speed of the engines,
quired for propelling the ship, either engine may
in a manner which will be apparent from the above
be disconnected from the master speed control
description of pilot’s control.
device 31 and allowed to operate at idling speed
by closing of the respective engineer’s switch 26
whereupon pressure chamber I2 in the respective 60
It will now be seen that I have provided a con
fuel control device 1 will be opened to atmos
trol system for a plurality of engines embodying
phere to allow movement of the respective fuel
means for controlling the engines either from a
control lever 4 to its idling position. Subsequent
local station or a remote station in unison, or
closure of the switch 26 will again connect the
from said local station individually. While the
respective fuel’control valve device 1 to the mas
engines are under the controlof the remote sta
ter speed control device 21, so that the engine
tion either may be removed from such control,
will accelerate to the speed corresponding to the
and, if desired, operated individually and inde
adjustment of the master control device 31 and
pendently under control from the local station.
thus to the speed of the other engine.
The system provides at the remote station for
If desired, the engineer may remove either
control of engine speed from minimum speed up
engine from control by the pilot and control it
to a top speed for continuous operation. Over
independently for operating auxiliary apparatus,
speed of the engines may be obtained, but the
such as a ñre pump. In case the engineer should
control of overspeed is at all times under the
thus desire to cut out the control of engine 2 by
of the engineer who is constantly aware
the pilot, he will turn the plug valve 2‘9 from the
of ïthe »condition-1 of the engines' and thusinya
position to limit the use and degree of overspeed
to safeguard the4 engines.
yHaving now vdescribed my invention, what I
member and'A means controlled by said member
and operable to supply fluid at pressures which
vary according to operation of said member for
controlling said speed control means, an inde
claim' as new andV desire to secure by Letters .5 pendent control means for each of said speed con
' i _
trol means comprising an operating Vmember
Patent, is:
1. Ari-’apparatus for controlling the speed or
power output of a plurality of internal combus
operable to supply iluid at pressures in accord
ance with the operation of said member for con
’tion engines each of which is provided with >fuel
trolling operation of the respective speed control
‘governing means having an engine idling posi .10 means, and an individual selector valve for each
' tion, av second position for effecting operation of
the-'engine at a topspeedïfor continuous opera
tion-and a third or over-'speed position, said ap
_ paratus comprising in- combination, a fluid pres«
sure contrclledïrneans for each engine operable
when vvoid'of iluid under pressure to adjust said
fuel governing _means to said idling position and
whenfsubject to' fluidat a certain pressure to
`adjustfsaidfue'l governing means to said second
position andwhen Ysubject to fluid at a still higher
pressure to adjust said fuel governing means to
saidjoverspeed position,_a source _of fluid under
pressure, manually adjustable _ overspeed ‘ control
means' for controllingsupply _of , ñuidunder pres"-V
sure from said source to ay supply pipe, 'said over
speedjcontrol means having two adjustments one
for limiting pressure of fluid in said supply pipe
to the said certain pressure and another for lim
iting the pressure of ñuid _in said supply pipe to
said greater pressure, master self-lapping control
-means operable >to supply ñuid under pressure
"from saidV supply pipe:v for voperating both of said
'fluid pressureV _controlled means and having a
maximum- pressure ’condition for maintaining
openy communication between said _supply pipe
and said fluid pressure controlled means and
lbeing also operable to close said communication
-Vand to release ñuid under pressure from said
, fluid pressure controlled means, independent con
y’trolmeans Yfor'each of‘isaid fluid pressure con- "
trolled means, and selector means, controlling '
communication between said Huid pressure con-_
trolled >means and said master Yand independent
control means and selectively operable to open
.communication between said Iluid pressure con
trolled means and either said master or inde-l
pendent control meansand to close communicafr
tion between said fluid pressure controlled means
speed control means operable to connect same '
for control by fluid under pressure provided by
either said master control means or the respective
independent control means and at the Sametime
to disconnect the respective Yspeed control means
from _the other control means.
3l In combination, a plurality of internal'c‘om
bustion engines, individual speed control means
Vfor each engine adjustableto vary the speed or
power output of the engine, master control means
operable to control the individual speed control
means for all of said engines in unison, manually
V_operable means at one ,station operable to control
said master control means, powery control means
>operable to control said master control means,
'manually operable means at ‘another station
operable to control'operation of said power con
trol means, and selector means at said >one sta
tion selectively operable to render said master
control means controllable by either said- power
control means or by said manually operable
_means at said one station.
_ _
‘ _ 4. In combination, a plurality of internal com'
bustion engines, individualfspeed control means
for each engine adjustableto vary the speed or
power output of the engine, master control means
operable to control VYthe ,individual 'sp/eed control
meansV for all of said engines in unison, manually
operablemeans at one station operable to. conf-l
trol said master> control'means, powercontrol
vmeans operable to control said__master control
means, manually operable means at another sta- i
, tion’operable to .control operation of said power
Hcontrol means, selector >means yatsaid one sta
tion selectively operable'to render4 said master
control means controllable by either said manu
ally operable means at said one station or by said
.power control means, independent control means
_and the>r other control means.
150 at said one station operable to control said speed
,2. In'combination, a plurality of internal com
control means, and selector means selectively
bustion engines, individual fluid pressure »con
opera-ble to render said speed control means con
trolled speed _control means for each engine ad-`
trollable by either said mastervcontrol meanslor '
'_ justable to Vary the speed or power output of the
said independent control means and Y nonengine in accordance with pressure of such ñuid, l155 controllable by the other control means.
master control means comprising an operatingv
, '
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