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Патент USA US2406264

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Aug. 20, 1946.
R. R. STEVENS
2,406,26Q
CONTROL APPARATUS
Filed May 22, 1945
2 Sheets-Sheetd
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3 ‘1'
INVENTOR
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Roy R. Ste V8128
BY
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ATTORNEY
Aug. 20, 1946. ;
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R_ R_ STEVENS
7
2,406,264 ’
CONTROL APPARATUS
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Filed May 22, 1943
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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- >
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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.
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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,
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?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 |.
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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.
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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:
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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;
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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.
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, 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.
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stantly supplied with ?uid under pressure from
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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.
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_
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
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is normally connected to pipe I33a by way of an
bore. I35 inthe' piston and thence by way of pas
sage I38.
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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
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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
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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.
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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.
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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.
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