Патент USA US2406264код для вставки
Aug. 20, 1946. R. R. STEVENS 2,406,26Q CONTROL APPARATUS Filed May 22, 1945 2 Sheets-Sheetd w o\ 3 ‘1' INVENTOR ' Roy R. Ste V8128 BY . ‘ _ , v 521M ' ATTORNEY Aug. 20, 1946. ; . R_ R_ STEVENS 7 2,406,264 ’ CONTROL APPARATUS _ . Filed May 22, 1943 as 100- 1oz // 101$. s7 ' . \ 104 - / 9Q ' I192 - . ' j . 80 \ ' ~ It .5 74 116 ?g ‘ ' 118 ' I 1 112 ». 141 59 145 58 1 120 121 54 I r - _ 59 1 57- I 57 s1 ~55 1' a! i1 *‘141 r \\\\§ I :IS é w Ill??? , - . #98 / 105 54 3;) 2 Sheets-Sheet 2 , . I 155 - a "/ T554 .8 ~' A‘ ‘ "_ I]: ‘ ‘Zia/HS 150 146 49 58‘ ' INVENTOR Roy R Sfevens ‘ _' ATTORNEY Patented Aug. 20, 1946 2,406,264 I UNITED STATES PATENT OFFICE‘ CONTROL APPARATUS Roy R. Stevens, Forest Hills, Pa... assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application May 22, 1943,_Serial No. 488,042 5 Claims. (01. 60-—97) 2 1 . This invention relates to control apparatus for prime movers and more particularly to manually operative means for controlling different opera governor shaft 8 for controlling the fuel supply to and thereby the speed or power output of the engine. A lever 9 is connected to the shaft 8 tions of one or more prime movers of the Diesel type. for operating same. This lever may have an en One object of the invention is the provision of a control apparatus for selectively controlling the may be rockable from this position in a clockwise starting, reversing and/or speed or power output of a plurality of reversible Diesel engines either individually or in multiple. ‘ gine idling position in which it is shown and it direction, as viewed in the drawing, for increas ing the engine speed or power output. Associated with the ?y-Wheel housing 5 of en 10 gine I is a manual turning device III for turning the crank shaft (not shown) of the engine for Another object of the invention is the provi sion of a control apparatus of the above type em ploying ?uid under pressure as the controlling medium which provides for prompt and accurate control and is particularly adapted for remote 15 control. the purpose'of timing the engine, ?tting connect ing rod bearings, etc. This turning device may comprise a manual operating lever II having a ‘fulcrum connection with the housing 5 and’ pro- > ' vided with an arm I2 to the end of which is connected. one end of a dog I3. The opposite end of dog I3 is arranged to engage gear teeth the invention. " ’ I4 provided around the fly-wheel 4. In the nor In the accompanying drawings; Fig. 1 is a dia 20 mal position of lever II shown in Fig. 4, the dog grammatic view, partly in section and partly in I3 is supported out of contact with the teeth I4 outline of a control apparatus embodyingv the bya pin I 5 secured in the housing 5. Upon move invention; Figs; 2, 3 and 4 are sectional views ment of lever II in a counterclockwise direction taken on the lines 24-2, 3-3 and 4-4 in Fig. 1; as viewed in Fig. 4, the dog I3 will engage a tooth Fig. 5 is a longitudinal sectional view of a self 25 I4 when the lever obtains a position such as indi lapping valve structure employed in several de cated by a dot and dash line I6. Movement of vices shown in Fig. 1; Fig. 6 is a longitudinal sec ' the lever from this position to a position such tional view of an interlock device‘ shown in ele as indicated by a dot and dash line I‘! will actu vation in Fig. 1; Fig. 7 is a sectional view taken ate the dog I3 to turn the fly-wheel one tooth. on line ‘I-—-‘I in Fig. 6; and Fig. '8 is a sectional 30 Movement of the lever back and forth between view of the double check valve device shown in the positions indicated by lines I6 and II will . elevation in Fig. 1. ' ‘ ' ratchet the ?y-wheel 4 around, as will be appar ent. Return of lever I I to normal position will Description disengage dog I3 from the ?y-wheel 4. In the drawings, the reference numerals I and 35 The engine 2 ‘is connected to drive a shaft I9 2 indicate two like Diesel engines of the reversible and has a housing l8 containing a ?y wheel (not type. The engine I is connected to drive a shaft shown), a manual turning device 20, a maneuver 3 and is provided with a fly-wheel 4 within a ing shaft 2| turnable by a sprocket wheel 22, and a housing 5 secured to one end of the engine. Pro governor shaft 23 adjustable by a lever 24; these jecting from one side of the engine I is a so parts being identical to the corresponding parts called maneuvering shaft 6 for controlling the associated with engine I. starting and reversing of the engine. The shaft The enginesl and 2 and the parts associated 6 may have a neutral position for stopping the therewith and above decribed may be of any engine and at one side of neutral position, the conventional type well known to those skilled in shaft may have primary and secondary start 45 the art, in view of which, and of the fact that the positions for starting the engine in one direction, speci?c nature of these parts is not essential to and a running‘ position in which it will remain a clear understanding of the invention, a more after the engine is started. At the opposite side detailed ‘description thereof is deemed unneces- ‘ sary. of the neutral position shaft 6 may have primary and secondary start positions for starting the en ‘Mounted on a panel 50 associated With engine gine in the reverse direction, and a running po I is a ?uid motor 5| connected through the me sition to which the shaft will be turned and then . . dium of a sprocket wheel 25 and chain 26 to the left while operating in the reverse direction. A sprocket wheel ‘I. This motor is operative to sprocket wheel ‘I is secured to the shaft 6 for turn the maneuvering shaft 6 to its different po turning it to its different positions. 55 sitions and is controlled by pressure of ?uid pro Other objects and advantages will be apparent from the following more detailed description of Also projecting from the side of engine I is a’ vided in either of two control pipes 21 and 28, ‘ 2,406,264 4 . 3 V , ?uid in a pressure chamber 58 which is con nected to a control pipe 49. which may be called forward and reverse pipes, respectively. When both of these pipes are open to atmosphere, the motor 5| will position the ma The starting and reversing control motors 5| and 29 and the governor control cylinders 34 and ll‘! are arranged to be remotely controlled from neuvering shaft 8 in its neutral position. Upon supply of ?uid at a certain pressure to pipe 21, 'motor 5| will turn the maneuvering shaft '6 to its primarystart position at one side of neutral. a control stand v5f». On a ship this stand may be located in the pilot house. The extensible links 3| and 44 are arranged for control from a Vernier control device 56 which may be associated with When this pressure is reduced to a certain lower degree the motor 5| will turn shaft 6 to its sec stand 55. ondary start position, and when reduced to a 10 theThe control stand 55 may comprise a hollow still lower degree, the shaft 6 will assume its run vbase portion 5'! having oppositely arranged side ning position. Upon opening of pipe 21 to at mosphere, with pipe 28 also open to-atmosphere, motor 5| will return shaft 6 to its neutral‘posi tion for stop-ping the engine. Starting and run ning of engine I in the reverse direction may be obtained by operation of motor 5| in response to the provision in pipe 28 of fluid at the same di?erent pressures as provided in pipe 2'! as walls 58 and 59 and a cover 6|) secured to said 'base i portion. A shaft 5% disposed within the 15 cover 60 is supported at its opposite ends in bear ings 6| and 62 provided in the end walls of said cover, which bearings provide for both rotary and longitudinal movement of such shaft. Two oper ating members 63 and 64 are mounted on shaft 20 just described. ,A like ?uid motor 29 controlled through for ward and reverse pipes at and 3| is associated with engine 2 for- controlling the maneuvering shaft’ 2| thereof in the same manner as just de scribed for engine |. . ' ' The two motors 5| and Ziimay be structurally and operatively identical to corresponding parts fully‘disclosed and described in my copending ‘ , application Serial No. 463,792, ?led October 29, 1942, now. Patent No. 2,383,278.’ A further de scription of these parts in the present applica tion is not deemed’ essential to a clear under standing of the invention and will therefore be 54' adjacent the bearings 6| and 62, respectively, and are maintainedin spaced relation by a sleeve 55 disposed on said shaft with its opposite ends in engagement with said members. The shaft 54 carries a key 66 which is disposed to slide in a slot 61 extending longitudinally of the member 63. The shaft 54 is also provided with a key 68 and the member 64 has a longitudinally arranged slot 69 for receiving said key. In the drawing the key 68 is shown out of the slot, 69 and dis posed in a slot in the sleeve 65, to provide for rotary motion of member lid on and relative to the shaft 54. With the key 68 movedv into slot 59, in a manner which will be later, described, the shaft 55 will be secured to said member for’ 1 ‘ The governor lever 9 associated with engine | 35 movement thereby. The other key- 66 is at all times disposed in slot 61 in member?t. is connected through an extensible link 3| to one A sleeve ‘it is supported for longitudinal move arm of a bell crank .32 which at its knee is piv ment on and relative tothe sleeve t5, ‘and mount oted on said engine. The other arm of the bell ed on sleeve it are two operating members 'H crank is connected to one end of a rod 35 pro and 12 provided on their adjacent ends with abut jecting from one face of a piston 33 ‘contained 40 ting annular collars 13 which are disposed-.to'turn in a cylinder 34 which is secured to the engine. omitted. in an annular recess provided in a member'v'it' A spring 36 ‘encircling rodt? within the cylinder 7 which is secured to the cover. Interengagement 3a is provided for urging, the piston 33 to an between member 14 and theltwo collars ‘it is ar engine idling position shown in the drawings for thereby positioning, through the medium of link 45 ranged to secure the members ‘II and ‘I2 against longitudinal movement. The sleeve ‘iii carries a 3|, the governor arm 9 in its idling position. At key 75 which is constantly disposed'in .a slot in the opposite face of piston 33 is a pressure cham the member v‘H for securing the sleeve to turn ber 37 connected to a control pipe 38. v ' with said member, and the member 12 has a slot The extensible link 3| comprises a cylinder 39 operatively connected to the governor lever 9 and 50 16 for receiving the key 15 upon longitudinal movement of the sleeve 10 for securing the mem containing ‘a piston‘ 4|) operatively connected ber 12 to member 1|, whereby both will move through the medium of a rod?l to the bell crank‘ in unison. 32, A spring 42 in cylinder 39 acts on one side A lever 88 extending from the outside of the of the piston Gt, while at the opposite side ‘of cover through a slot 8| therein has vone end “ the piston is a pressure chamber 43. When the 55 pressure chamber 43 is at substantially, atmos pheric' pressure the spring 42 is arranged to hold the piston (it in the position shown in the draw ings whereby the link 3| may provide a substan-. tially‘rigid operating connection between the gov connected to the member. ‘93 for turning same and thereby the shaft 59 in its‘ bearings. ‘A like lever 82 extending through a like slot in the cas ing has one‘ end'connect’ed to the member M. 60 mounted on shaft 55. ernor lever 9 and the bell crank 32. Upon supply of ?uid to chamber 43, in a manner which will be later described, at a pressure which overcomes the opposing force ofv spring 42, the cylinder v39' will move relativeto the piston 40 to an extent depending upon the degree of such pressure for effecting a corresponding adjustment of the lever These ‘levers and the slots ‘through which they extend are identical, and comprise speed or power output control levers for the engines 2 and. |, respectively. With the levers 89 and 82 at one end of therespective slots, suchas indicated in Fig. 3, the engines 'Wil] operate‘ at an idling speed, and movement of ‘the levers away from this end of the slot is intended to cause acceleration or .an increase in the power output .of the engines in accordance, '9 relative to the bell crank 32. The engine 2 is provided with a like extensible 70 with'the extent of such movement, as will be later described. ‘Mounted oneach of the levers ' link 44 operatively connecting the governor lever ‘Stand 82 within the cover 69 is a friction shoe 83 having sliding contact with the interior sur a piston 46 contained in a cylinder device se facerof the cover andurged intocontact with said cured to said engine, the piston being subject to the opposing pressures of. a spring 4'! and of 75 surface by a spring 84 encircling the respective 24 to a bell crank 45 which is also connected to , 2,406,264: 5 . lever andcarriedby thelmember' 03<or~64 a's'the case may be. The‘friction between‘ the shoes 831 and cover is intended to hold the levers 80 and‘ 82' in any adjusted position within the respective slot, without theme of manual-force; ' The member 12' mounted on sleeve 'I0---is pro vided with an operating lever 86 whichv extends through a slot 8'! in the cover 6%.‘ Movement of the lever in slot 81 will rockv the member 12‘; The lever 86 may have a neutral position'in which it is" shown in Fig. 2} ,At' onev side of 'neutral position the lever 86' may have a primary start position, a secondary position anda running po sition indicated in Fig.‘ 2’ by dash and dot line 98, 99,v and I00, respectively, and which c'orree spond to the positions ofthe-maneuvering- gear shaft 6 of engine I- atone side'of its neutral ‘po sition. The lever 86‘ may have like positions at the opposite side' of its neutral position, as indi cated in Fig. 2 by dash and dot lines- IO‘I, I 02 -. and I03; respectively, corresponding to the po sitions of the maneuvering gear‘shaft 6 of engine I at the opposite side of its neutral position, It is.‘ desired. now: to .f'p‘ointi out‘ that; the ‘lever 80 and self-lapping valve device II3 constitute‘ the speed or poweroutput control meansifor' vthe engine 2, while. the like lever 82 and self-lapping valve device I I‘5iconstitute the speed.or*power"out-~ put control means for. engine I. The lever. 85' and self-lapping control valvedevice E20’ and I25‘ controlled thereby constitute means for‘ control~ ling, through the medium of the fluid motor 54, the positioningv of the‘ maneuvering gear-‘shaft: 6 of ‘engine I, while‘ the like» lever- H33 and thetwo self-lappingfvalve devices including the device I23 constitute means for‘ controlling; through! the medium of ?uid motor 29, the po-sitionin'g'oii the maneuvering shaft-2| of ‘engine 2. ' ' , Each of the self-lappingv valve devices H3,III5, I20, I2I, I23 and‘ the one not shown may be‘ of identical structure‘ and as shown in‘Fig. -5' may comprise a casing having a through‘ bore one end of which is closed by a cover‘ I25"and' in which‘ there is slidably mounted at one side ofTthe'cover‘ a piston i25 and a plunger I2‘l,v the pistonlbeing interposed between said cover and plunger. The Slidably mounted on lever 865within the cover cover 525 has a supply valve chamber I28‘lcon~ 60 is a detent I04, and the cover is~provided ‘with a plurality of notches shown in Fig. 2 arranged to receive said detent in the different positions of said lever for'de?ning such positions. A spring I05 carried by the‘ lever acts‘on the detent I04 - taining a supply valve I29‘ arranged to control communication between said chamber and a bore I3I which is open to a chamber‘ 'ISZ‘formed be tween the cover and the piston I20. The supply valve chamber I28 in each of the self-lapping for urging same against the cover and thereby 30 valve devices is opened to a pipe I33 which is con into the respective recesses'in the di?erent posi tions of the lever. ' stantly supplied with ?uid under pressure from ' any suitable source. The chamber I32‘in the The operating member 'II is ‘connected to one valve devices IIS and H5‘ are connected to vpipe end of a lever I06 which extends through a slot 48 and I33a, respectively. In the valve: devices in the cover, like'slot 81. The lever I36’ has a 1.. I20 vand i2! the chamber I52 is open to pipes"?! plurality of different operating positions in the slot like the positions of lever 86, for controlling the positioning of the maneuvering shaft 2i of engine 2. The lever I06 also carries within the and 28 respectively, while in the valve devices including I23 controlled by lever W8 this‘ cham ber is connected to pipes 38 and Si. The supply valve I28 has, a stem loosely extend» ' cover a detent I01 and a spring I08 for urging 40 ing through the bore i3i into chamber I32"where~ the detent against the inner surface of the cover in on its end there is provided a release valve- 5 3d which is provided with recesses for receiving the arranged to cooperate with an annular seat pro detent to de?ne the different positions of the vided on the piston I26 around a borel?lii therein lever. These recesses are not shown in the draw for controlling communication between chamber ings but may be like the recesses provided to re 4:v) I32 and a chamber 535 at the opposite side of the ceive detent I04. ' _ The member 63 is provided with an arm IIO which is pivotally connected to one end of a link piston, to which chamber I36 the‘ bore 135; is open byway of apas'sage 533. The chamber’l??‘ is in constant communication with the atmosphere througha vpassage I33 and contains a control III. The opposite'end of link I II is connected to‘ a- self-lapping ?uid pressure'control valve de 50 spring I39 bearing'at opposite ends against the . vice H3 which is mounted on the side wall 58 piston E26 and plunger I21.’ A-bias ‘spring IdEl'is of the base member and which is arranged to provided in chamber I 32 to act'on the piston E26 ‘ ‘ control the pressure of ?uid in the speed control for urging same in the direction‘ away from‘ the pipe 49 leading to engine 2. The member 64 is release valve I34. A seating spring I 4! in cham- ' provided with an arm I09, like the arm H0 and 55 ber I28 acts on the supply valve IE9 for urgin which is connected through the medium of a it to its closed position shown. I link II4 to a self-lapping control valve device Theplunger I2'I'i's. pro-vided with an axial ex H5 which is mounted on side wall 58 of the base tension I4I for engagement by one end of a lever member and which is arranged to control pres sure of ?uid in the speed control pipe 38 leading 60 II2 which is fulcrumed intermediate its ends on a pin I42 carried by a bracket. I 43 projecting; from ' to the engine I. the-casing of the device. The opposite end of this The operating member l2 is'pr'ovided with two oppositely arranged arm-3 IIE and“? connected , lever in the self-lapping valve devices I i3 and i5 is connectedv to links III and H4 respectively, by links H8 and I 89 to self-lapping control valve devices I20 and I2I which‘ are provided for con 65 while .in the other self-lapping valve devices 22%, I2I and I23,‘ it is connected to links. I 58, I59, and trolling pressure of ?uid in pipes 21 and 28, re» £22‘, respectively. ' spectively. The member TI is also provided with When the plunger 52'! occupies the position oppositely arranged arms not shown but like the arms of member "I2 and these arms are connected shown in the drawing the pressureiofspring I39 ' through the medium of links to self-lapping valve devices for controlling‘ the pressure of ?uid in pipes 30'and. 3 I, only one of these links and self-4 lapping valve devices being shown in the draw ings: and being indicated by the reference nu merals I 22- and :I 23, ‘respectively; on the‘ piston I20 is substantially fully relieved to thereby allow bias spring I40. to'move the pis ton I26 to the position shown" to allow closing of the supply valve I29 andopening of the release valve I 34 to thereby. connect. chamber I32. and theconnected pipe to~ the:atmosphereathrougn I 2,406,264 . ' 7 is normally connected to pipe I33a by way of an bore. I35 inthe' piston and thence by way of pas sage I38. . - ‘ 7 ' ~' interlock valve device I44 in a manner which will be later describedyfor thereby regulating ” ' When the lever H2 is rocked in a direction to the speed or power output of said engine in ac urge the plunger I27 toward the piston i‘ZS this movement of said plunger acts through the con cordance'with the position of said lever. It will be seen that movement of lever 88 in either direction from its neutral position to. its di?erent positions hereinbefore described in con trol springltd to ?rst move the piston I26 into ' contact with the release valve lr3il and to then move said release valve to unseat ‘the supply nection with Fig. 2, will cause operation of ?uid valve I 29. Upon opening of supply valve 129 ?uid under pressure will ?ow from chamber I28 10 motor 5| to correspondingly ‘position the maneu vering gear shaft 6 of engine I. The engine I ' to chamber I32 and thence to theconnected pipe and when this pressure acting on piston I25 .be cornes increased to. a degree su?icient to overcome may be caused to start and operate in one direc tion upon movement of lever 85 in one direction from its neutral position or inthe reverse direc the force of spring 139 the piston I26 will move against said spring relative to the plunger, iii 15' tion upon movement of said lever in the opposite direction from its neutral position, or movement to allow closing of the supply valve I29 when the of said leverto ‘neutralposition will cause stop-n pressure of fluid obtained in chamber I 32 is in-' ping of said engine. The engineZ will operatein creased to a degree determinedby the displacea‘ like-manner in response to operation of the ment wof plunger l2? from its normal position shown} If the plunger I2‘! is moved further 20 The interlock valve device Idllcomprises a cas against spring ‘I29 the structure will operate to lever plunger 12? inc. direction away from piston i25, the consequent reductionin force of said spring I . 'l - ' ' ing containing two spaced f?exible diaphragms M5 and I46. The diaphragm‘ I45 is of. smaller _ correspondingly increase the pressure of ?uid in chamber [32. If, however, the lever H2 is oper ated to allow the force of spring IE9 to move the I06}- area than the diaphragm Hi5 and both are con 25 nected to a common stem. I41 extending into a chamber I48 which is in'constant communication . with pipe 4-9. The stem is connected to' move a on said piston will allow the pressure of fluid in chamber I32 to move the piston E26 upwardly and away from the release valve I34. Fluid under pressure will then ?ow from chamber iS'i past the release valve to atmosphere and reduce the pressure of fluid in said chamber to below the pressure of spring £39 on said piston. When the double check valve I49 arranged to control com munication between pipe 33 ‘and pipe lid on the one hand and pipe 38 and pipe'ISBa. on the other hand. 1 With the check-.valve in the position shown in Fig. 8 the pipe 38 is disconnected from pipe I33a and opened to pipe 49. In an oppo site or left-hand position of the double check pressure in chamber 532 is reduced sufficiently, the spring I39 will move the piston I26 back. into 35 'valve, communication is closed between pipe 38 and pipe 49, and pipe 38 is opened to pipe I33a, contact with the release'valve 5% to thereby which provides for control of the speed’or power limit the’ reduction in pressure in said chamber to output of the engine l by operation of 1 lever a degree corresponding‘to the reduced force of 82, as above described. To ' ' ' spring I 39, as determined by the position of plunger I27‘! ‘with respect to its normal position. If the plunger iil is allowed to return further toward its normal position .a corresponding fur~ ther reduction in pressure of fluid in chamber l32 will occur, while in case the lever I i2 is operated to allow plunger I21 to. return to its normal posi tion shown in the drawing a complete release of ?uid'under pressure from'chamber E32 and‘ the , connected pipe’ will result. It will-thus be ap-. 40 ' The. space between the two diaphragms Hi5 . and H45 is open to the atmosphere'thro-ugh a port E58. ' At the opposite side of diaphragm N55 is. a chamber I5! whichis connected to a pipe I52. When this pipe’and thereby chamber I5! are open to the atmosphere, in a manner which will be presently described, the double check valve M9 will be movable to the position for opening pipe I33a to pipe 38, as just mentioned. . y ' Independent operation of levers B5], 82, 8E and ’ parent that this self-lapping valve structure will vary the, pressure of ?uid in chamber i32 and 50 l?i'iv and thereby individual control of the maneu vering gear shaftsG and 2! and of the speed or thereby in the connected pipe in accordancewith power output of the engines I and 2 as above ’ the position of the operating lever i 52 away from described is dependent upon the shaft 54 and its normal position and, in turn, in accordance with the position of the respective operating lever 39, 82,86 orIllS. q ' it will now be seen that the lever 89 in its normal. or idling position shown, the speed con trol pipe 159 leading to engine 2 will be at atmos pheric pressure to allow the speed control piston ‘ sleevelll occupying the positions shown in Fig. 1. 55 Multiple control or control in unison of the maneuvering gear shafts 6 and ‘2| and of the speed or power output of the‘ two engines is provided for by structure which will now be de scribed. . ' . . ’ One end of ‘sleeve 19 is provided with two viii associated with said engine to move to its 60 spaced annular collars I55 between which is dis engine idling position shown in the drawings. posed one end of a lever E58 which. is fulcrumed Movement ofthe lever‘80 out of idling'position at its opposite end on a lug I5‘! provided. on a will actuate the self-lapping valve device [I3 portion of the base portionv 51. A cylinder‘v I58 ‘to supply ?uid under pressure to pipe 49 to adjust secured to the base portion 51' contains a piston the piston £5 to a position in its cylinder corre I59 which is provided with a rod I63 projecting sponding to the extent of movement of said lever away from idling position, to thereby provide through a pressure chamber, Hil atoneside of the piston to the exterior of the cylinder and ' for a corresponding increase in speed or output having its end connected to the lever I56 inter of engine 2. Any desired degree of speed or power output of engine 2 may therefore be obtained 70 mediate its ends. At the opposite side of piston by the proper positioning of lever 88. 'In the I59 is a pressure chamber I62. same manner, the lever 82 is arranged to control the pressure of fluid in the speed control cylin der 34 of enginel through the medium of the chambers I 5! and I62 are connected by pipes I63 and 155, respectively, to a manually oper ative selector valve device "165 having a control The pressure self-lappingvalve device H5 and pipe‘l38. which 75 handle I66. This valve'devic'e may be ofTany 2,406,264 10 suitable structure for connecting either of the pipes I63 or I64 to the ?uid pressure supply pipe I33 while opening the other pipe to atmosphere. The lever I66 for controlling the valve device I65 may have a position in which it is shown for opening pipe I 63 to atmosphere and for open ing pipe I64 to the ?uid pressure supply pipe I33 to thereby provide ?uid under pressure in pressure chamber I62 at one side of the piston I59. This pressure acting on the piston I59 will move the piston to the position shown for thereby operating the lever I56 to shift the sleeve 10 longitudinally on the sleeve 65 for withdraw ing the key 15 from slot 16 in the member 12. With the key 15 in this position independent 15 operation of the levers 86 and I06 in the manner above described is provided for. The lever I 66 of the selector valve device is also movable to a second position indicated by a dash and dot line I61 for opening pipe I64 to the atmosphere and for connecting pipe I63 to the ?uid pressure supply pipe I33. In this position of lever I66 ?uid under pressure will then ?ow to pressure chamber I6I and move the piston I59 in the direction of the right hand. This movement of the piston will operate the lever I56 to shift the sleeve 10 longitudinally of the sleeve 65 in the direction of the right-hand, and with the lever 86 disposed in the same plane With lever I83 of the selector valve device I82 in the position shown it opens pipe I19 to the atmosphere and connects pipe I8I to the ?uid pressure supply pipe I33 to thereby supply ?uid to chamber I86 at one side of the'piston, I12. Since at this time chamber I18 at the opposite side of piston I68 is open to atmosphere, the pressure in chamber I80 acting on piston I12 will shift the shaft 54 longitudinally relative to the members 64 and 63 and sleeve 65 to the position shown in the drawing in which the key 68 is moved out of slot 69 in member 64 to there by allow individual operation of the levers 88 and 82 for controlling the speed of the two en gines, as above described. time; the piston I69 will shift shaft 54 longitu dinally in the direction of the right hand rela tive to the sleeve 65 and member 64. With the lever 82 disposed in the same plane as lever 80, as lever I66, as in neutral position of both of 30 as with both levers in their idling positions, the said levers, the slot 16 in member 12 will be aligned with the key 15 so that said key will enter said slot and be moved into engagement with the inner end thereof. In this position of key 15 a portion of it will be disposed in each of the mem bers 12 and 1! thereby securing the two levers 86 and I96 together for movement in unison. With the two levers 86 and I66 thus secured to gether for movement it will be seen that move-v ment of either will cause simultaneous and like operation of the two ?uid motors 5! and 29 and thereby like positioning of the maneuvering slot 69in member 64 will be aligned to receive the key 68 so that the piston I69 will move the shaft 54 to a position de?ned by contact between said piston and the inner wall of the bore in which it operates andin which the key 68 will be disposed partly in‘ slot 69 in member 64 and partly in the sleeve 65 thereby securing the lever 82 to the shaft 6! to which the lever 80is con stantly connected. With the key 68 thus posi 40 tioned both of the levers 60 and 82 will move together so that operation of either one will con trol the speed of both engines simultaneously thus providing for multiple control of speed of gear shafts 6 and‘2I of the two engines I and 2. When it is desired to change the control of the the two engines. ' maneuvering gear shafts 6 and 2I from multiple Return of lever I83 of the selector valve device to individual, lever I66 of the selector valve de I82 to the‘ position shown in the drawing, with vice I65 is returned to the position shown in the a consequent release of ?uid under pressure from drawing to thereby cause the piston I59 to move chamber I 18 and supply of ?uid under pressure sleeve 16 to its left hand position in which the to chamber I 80 to act on piston I12, will cause key 15 is out of slot 16 disconnecting said sleeve 50 shifting of the shaft 54 back to the position from the operating member 12. shown in the drawing for disconnecting the levers A cap I68 is secured over the bearing 6I in 80 and 82 to thereby allow individual adjustment cover 60 and contains a piston I69 ‘having a rod of said levers and individual control of the speed I10 engaging the adjacent end of shaft 54. A or power output of the two engines. like cap I1! is secured over the bearing 62 and With therpiston I69 in the position shown in contains a piston I 12 having a rod I13 engaging the drawings diaphragm chamber I5I in the inter the adjacent end of shaft 54. The rod I10'ex lock valve device I44 is open to the atmosphere by tends through a non-pressure chamber I14 which way of pipe I52, non-pressure chamber I 14 and may be opened to the atmosphere as by way of a the atmospheric port I15, so that when ?uid port I15, while a corresponding chamber I16 at under pressure is supplied to pipe I33a by opera... the adiacent side of piston I12 may be open to tion of lever 82 for controlling the speed of en the atmosphere by way of a port I11. At the gine I, such pressure acting on one end of the opposite side of piston I69 is a pressure cham double check valve I49 will be able to shift said ber I18 connected to a pipe I19, while at the check valve to its opposite seating position to opposite side of piston I12 is a pressure chamber 65. thereby open pipe I 33a to pipe 38 whereby con I89 connected to a pipe I8I. The pipes I19 and trol of the speed of engine I in response to oper I8I are connected to a manually operative selec ation of lever 82 is obtained. However, when tor valve device I82 arranged to control com piston I69 is moved to its inner position to pro munication between said pipes and the ?uid vide for multiple control of the speed of both pressure supply pipe I33 and the atmosphere. This selector valve device may therefore be like the selector valve device I65 and may have an operating handle I83 having one position in which it is shown in the drawings and another position as indicated by a dot and dash line I84. - If it is desired to control the speed of both engines in unison, the lever I83 of the interlock valve device I82 is moved from the position shown to that indicated by dot and dash line I84 20 in which pipe MI is opened to the atmosphere and pipe I19 is connected to the ?uid pressure ’\ supply pipe I33. Fluid under pressure will then ?ow to chamber I18 at one side of the piston I 69, and since chamber I80 at the opposite side of piston I12 is open to the atmosphere at this engines, the pipe I52 is opened to chamber I18 so thaty?uid under pressure will ?ow to dia phragm chamber I 5|v in the interlock valve device I44. Fluid under pressure thus supplied to cham ber I5I will de?ect the diaphragm I45 and move the double check valve I49 to the position shown anode-e44. in'the drawings for therebyi closing; communica tion between'pipe I 3311 and .pipe ~38fand ffor open1-~ 12' neutral position; both-of the pipes use vandv W91; will'be opened to'theatmosphere thereby venting; ‘ ?ui-diunder pressure. fromiboth of r the extensible ing the latter to pipe 4911 Inother'wordsiin' this‘ 391and 44 to provide for adjustment of the position of the interlockivalve device the‘speed; ‘ links speed‘ or‘power'output of both engines solely in ‘will? be " controlpistons 33 and 4% of ‘ both engines V response to operation oi‘the speed control levers: connectedto pipe 49- for control'by the-'self-lapa ping valve device H3 contr'olledby lever 80,1to‘ “ thereby assure the same degree‘ of speed :control 51 pressure on both" of said pistons, whereasllsuich‘ like pressures mightlnot'be obtainedby-lthesel? 10. : lapping valve devices‘ H3‘ and “51in the==same ' position of levers 8H and 82. It will ‘be noted'itl'iatf whilethe speed'or power output "ofbothzenginesl ‘ Sitand/or: 82. ‘ A friction shoe I98 is provided on‘ the leverrl?T-l for slidable engagement with an‘ interior’surface of‘ the casing‘ of the d'eviceand' is urged into contact with said surface by a spring 691i to thereby obtain such resistance to move“ ment‘1 of ‘said lever ‘as‘to'hold same in any adjusted‘ position-without manual effort.‘ Communication through pipes 2‘5 and‘ 28"‘to the iscontrolled‘by the self-lappingvalve device H36; in multiple control, said device" is operative by? 15: ?uid‘tmotor‘ 5! is controiled by an interlock valve‘ device- E93. This device as shown in detail‘ in either of the levers 89 or 82.since' these lovers Figs. Sand '7 comprisesga casing containing a‘plug" are secured together for movement in unison.‘ . In' multiple control of the two enginesthetadg justment of speed of the engines 'isie?ected by" ' valve I94 to one end‘ of which is connected an _ operating lever lQF'for‘tuiming it to di?erentpor movement of pistons 33 and 46 in the twolcyll' 20" sitions. The lever I95'fis connected by a rod I96?v to‘ arm‘ I9‘!r projecting from lever Ii' of'the indertdevicestylland‘ 41 andfthrough the extexisii-1 turning device I0’ associated ‘with engine ‘I. ble- links '3! and M; respectively, andwhilethisj» When the lever II is inithe normal ‘position shown‘ movement will be» substantially the same dueito; in Fig; 4,. the plug valve L94 is positioned‘as shown said‘ pistons being‘ Subjected to the same: pressure‘: in Figs. 6’ and?’ in which positionv two passages ofi'fluid; there might be a slight di?erencetinither 25; l??'and‘ l 89::therein open'comrnunication through‘ , speed .or power-output of. one of theengines with‘. the'pipesi'i andi28, between'the' fluid motor *5! respect to thatiof'the other.‘ In ordentoequa'lizei and. the: self-lapping control'valve devices I28‘ .. theworlr of'theitwo. engines. or'to synchronize? and; I21; respectively,‘ in" the control stand. '55. ‘ . theirfspeeds particularly‘. when connected tOJindi; . vidual devicesisuch as theipropellers. of .a shi'p;xthe1 30 When lever- i I ‘is moved'from its normal position shownin. Fig.v 4‘ for. turning‘ the' fly-wheelie» of ‘ ' extensibleli'nks:andjvernier control valve device‘: the’ engine I, it‘a'cts through the rod I96 ‘to turn is provided; . the" plug“ valve IQ'II' in'itsicasing', and the parts 'I‘hezvernier controLvalve device 56 comprises two self-lapping controlv valve. devices: I851 I851 which may beidentical to the structurezshowrr insEig. 5'and':hereinbefore described; Theseitwo' areieso‘ arranged/‘that at the. time‘said lever'ob tains the positiontindicated by- tiie dash and? doti line‘ 5'6 communication’ through pipes’ 2? audit‘ by way'of'passages IQS'and- 599' in'said valve is broken; and a: cavity z?u'provided 'in‘one sideof other with the plungers MI engaging opposite: the: valve is moved’ into registeriwith'the’ nor-‘ sides‘ of a: lever’ I81. Movement/of ‘the: lever: M51 tions of said pipeswhich'arexcomi'ected'ito the'mo» from. a‘neutral. position in the. direction? ofst'het tor: 5i. The‘caVity'Z?II- is‘ inbonstant commu device. I85 will actuate same to supply-?uidmnderr nication with theatmosphere' by Way of a1 vent pressure: to‘a'spiper I88; while movement: in' the: port 24“ through‘the side of 'the'casingof the opposite: direction fromthe neutral position shown: device; whereby when the" lever“ Ii obtains the will supply ?uid to apipe I89. The pipe’ 'I B-Sdea'ds to pressure‘ chamber 43110. the: extensible~=1inkz39 115 position indicated by' the‘ dash' and‘v dot‘ line‘ I6 thetportion' of. the control pipes ‘2i and‘ 2?"‘con‘while theipipe I88 ‘leads to. a‘correspondin'gmresr nected: toithez motor 5'! willbe opened to the at sure;chamber‘in'.the;link'4‘ll-; If the valvexdevice mosphere; and this condition will beimaintained' 56- is ' operatedxtoi supply ?uid to. pipe: I89ra-nd upon ' further; movement of“ the lever ‘to they po--_ ‘thence toi‘pressurechamber 43?‘ in link 31; this: pressure, whenit overcomes the opposing-force 50. sition- indicated by the dot and. dash line H; Thus as long as the lever' I‘I‘isbeingpperated'. to ofzspring 42:011. cylinder 39, will move‘ said‘ cylinl» tIlI‘IITthG‘?Y-Whéél the portions of pipes 21 and der-relative-to'the piston 40', the position of which‘ 28~connectedtothe motor '5I will 'beinaintained is ?xed by'piston 33“ in cylinder 34;,to-thereb'y opened to the atmosphere‘ to thereby prevent op rock the lever einadirection for increasing, the. valve: devices are arranged oppositelyr to each.~ speedofi engine I~with respect to the speed.zpro-_ vided'lby the: pressure of ?uid‘ supplied-tether‘ cylinder:- devices 34.‘ This increase in speedv of‘ engine: I withirespect to the speed of engined: eration‘ of said motor; Return of lever Il'to its normal. position shown in Fig. 4 will operate the interlock valve device I'93to open communication " through the pipes 21 and 2S betweenrth'e- ?uid motor‘ 5| ' and control stand 551‘. Bythis arrange may beaadjustedor limited accordingto the' pres=> sure of fluid-supplied. to the pressure chamber 43 60 ment" the engine I cannot’ be unintentionally by operation of the'vernier' control valve device; . \started'and operated-while the engine-isbeing 56,,whereby'the speed of said engine may; be brought into synchronism with that of engine:2; manually turned for purpose of timing, etc: A: similar interlock valve device Ell-3v controls changewin speed or output of engineiis desired, while the turning device 20 associatedtherewith the ‘lever. l?'IYof-the Vernier control device 55 may be? moved in the directionto actuate: the self-lapt-v is being operated. communicationthrough pipes 3i} and-31 leading orthework-of engine I may be adjusted as desired relativettorthat'of engine 2; If however the;en'- 65; to the; ?uid. motor associated‘ with engine =2» for preventingstarting and operation of said motor gine I" is operating satisfactorily and a" slight ping valve-device IB5-to thereby supply?uidun'der. ‘ ' Summary M :for operating, same. in the same. manner: as From theabove description: it "will now‘ benoted that-.1 have provided a control apparatusafcna above: described: in ‘ connection with link. 39, , to increasezthe . speed. or output ..of* enginev 2. Withv engines may be‘ started and reversed?» and’ the pressure throughipip-e I88 totheextensibleiink plurality ‘of reversible Diesel engines wherebyrthe thel-leverslS'Ixofthevernier control device?iiiin its 75. speed iof-the engines ‘may be adjusted‘, ‘either in 2,406,264 13. dividually or in multiple. The selection between individual and multiple control is controlled by manually operative selector means. In one po 14' trol valve devices each operable to provide ad justing ?uid pressure, two control levers, one for controlling operation of each of said con trol valve devices, interlock means selectively operable to either connect said levers together for movement by’ each other or to disconnect said sition of the selector means individual control of the engines is provided while in another posi tion multiple control is provided. The individ ual control of starting and reversing, and speed levers from each other to allow individual move for each engine is through the medium of two ment of each lever, selector means operable in“ levers, one for controlling the starting and re one position to effect operation of said interlock versing of the engine and the other for control 10 means to connect said levers together and oper ling the speed. For multiple control the like con able in a second position to effect operation of trol levers for both engines are secured together said interlock means to disconnect said levers for movement in unison so that the operation of from each other, means providing a constantly one start and reversing lever or of one speed con open ?uid control communication between one of trol lever will cause starting, reversing or ad 15 said motors and; said ?rst control valve device ’ justment of speed of both engines in unison. The to render said ?rst control valve device effec control apparatus further embodies means where» tive at all times to control pressure of adjust- ~ by the speed of any one‘engine may be adjusted , ing ?uid in said one motor, valve means oper relative to that of another in order to equalize able to selectively establish a ?uid pressure con- the work or to synchronize the speed of the two 20 trol communication between the other motor and engines. The engines may be provided with any either one of said control valve devices and at conventional means for turning same to e?ect the same time to close a communication between adjustments or repairs of the engines and inter said other motor and the other control device, lock means are associated with the turning means for preventing undesired starting of the engines while being worked upon. Having now described my invention, what ‘I claim as new and desire to secure by Letters Patent, is: ' 1. A control system for controlling an opera tion of two internal combustion engines, com prising a ?uid motor for each engine adjustable by ?uid under pressure to control the respective operation, two manually operative control valve means, one for each of said motors, and each be“ ing individually operable to vary the pressure of ?uid on the respective motor, selector means having one position providing for independent operation of said two valve control means, said selector means being movable to a second posi tion, and means responsive to movement of said selector means to said second position to discon nect one of said fluid motors from its respective and means operable upon movement of said se lector means to said one position to effect oper ation of said valve means to open communica- _ tion between said other motor and said ?rst con trol valve device ‘and operable upon movement of said selector means to said second position to 30 render said valve means eiiective to open com munication between said other motor and sec» ond control valve device. 5. In combination, two ?uid pressure adjust; able motors, ?rst and second ?uid pressure con trol valve devices each operable to provide ad-' justing ?uid pressure, two control levers, one for controlling operation of each of said control valve devices, interlock means selectively operable to either connect said levers. together 'for move ment by each other or to disconnect said levers from each other to allow individual movement of each lever, selector means operable in one position to effect operation of said interlock control valve means and to connect same to the means to connect said levers together and oper other control valve means to provide for control of 4.3 able in a second position to effect operation of both of said motors in unison from the last said interlock means to disconnect said levers named control valve means. from each other, means providing a constantly 2. In combination, a plurality of ?uid pressure open ?uid control communication between one of adjustable devices, individual ?uidpressure con said motors and said ?rst control valve device to trol means for each of said devices operable to M) render said ?rst control valve device effective provide ?uid under pressure for adjusting the at all times to control pressure of adjusting ?uid respective device, selector means having one posi in said one motor, valve means operable to selec tion for rendering each of said devices adjust tively establish a ?uid pressure control communi able by ?uid pressure provided :by the respective cation between the other motor and either'one control means and having a second position for ; of said control valve devices and at the same time rendering all of said devices adjustable by ?uid to close a communication between said other mo pressure provided by one of said control means, tor and the other control device, a movable mem and means operable to selectively position said ber operative to control said valve means and selector means. ' controlled by pressure of ?uid in a chamber, said 3. In combination, two ?uid pressure‘ adjust - member being adapted upon supply of ?uid‘under able motors, two individual ?uid pressure control pressureto said chamber to effect operation‘oi ~ valve devices, one of said control valve devices said valve means to establish the ?uid pressure being at all times eilective to control pressure of control communication between said other motor adjusting ?uid in one of said motors, selector and said ?rst, control valve ‘ device and being mechanism operable in one position to render (II; adapted with ?uid under pressure released from the other control valve device effective to con said chamber torender said valve means effective trol the pressure of fluid in the other motor and to establish the ?uid pressure control communi operable in a second position to render said one cation between said other‘ motor and said second control valve device effective to control the pres control valve device, and means effective upon sure of ?uid in said other motor in unison with operation of said selector means to said one posi the control in said one motor, means operable to tion to e?ect a supply of ?uid under pressure to selectively position said mechanism, and means arranged to control said control valve devices. 4. In combination, two ?uid pressure adjust able motors, ?rst and second ?uid pressure con- 7' said chamber and upon operation of said selec tor means to said second position to effect a re lease of ?uid under pressure from said chamber. ROY R.v STEVENS.