Sen 17, 1946. `2,407,377' -INTERLOCK APPARATUS Filed fJuly 30, _1942 2 Sheets-Sheet 1 -2 5 _6. ¿zo -22' ATTORNEY sept. 17, 1946. J. N. GOOD ¿407,877 1 INTERLOCK APPARATUS Filed July 3o, 1942 FORWARD ` 57 91 101 2l Sherets-Shee’1l , 2. 1 `92 m ' l 101° I98 86 ' a4 11871a@« ATTORNEY Patented Sept. 17, 1946 2,407,877 , UNITED STATES PATENT OFFICE 2,407,877 INTERLOCK APPARATUS John N. Good, Wihnerding, Pa., assignor to The Westinghouse Air Brake Company, Wihnerding, Pa., a corporation of Pennsylvania Application July 30, 1942, Serial No. 452,950 5 Claims. (Cl. '74-483) l other engine operating to turn said means in the and more particularly to means for preventing undesired operation of control elements. In certain ships a plurality of Diesel engines, operative eith'er singly or in multiple, are em reverse direction. Ul Other objects and advantages will be apparent from the following more detailed description of the invention. In the accompanying drawings, Fig. 1 is :a dia ployed for driving a propeller. These engines are of the reversible type for either lturning the propeller in one direction to move the ship for ward or in the opposite direction for moving the ship in an astern direction. The speed or power output of the engines is varied in accordance with the amount of fuel supplied to the engines and a clutch is employed for connecting and discon necting each' engine to and from the propeller. When al1 of the engines are operating to turn th'e propeller in the same direction, they may all be connected to the propeller, if desired, for pro pelling the ship in the direction determined by the engines. At times, however, one or more en gines operating to‘turn the propeller in one direc tion will be connected to the propeller while the other engine or engines will be operating in a direction which if connected to the propeller would cause the propeller to turn in the opposite direction and, as will be apparent, it would be undesirable to connect the latter to the propeller under this condition since it might result in damage to the engines or parts of the transmission 2 said means when said means is connected to an This invention relates to interlock apparatus grammatic view of a> control system for a plural ity of engines embodying the invention; Fig. 2' is 10 a sectional view taken on the line 2-2 in Fig. 1; Fig. 3 is a sectional view taken on the line S-S in Fig. 2; Fig. 4 is a sectional view taken on the line li-«t in Fig. 2; and Figs. 5 and 6 are views similar to Fig. 4 but with certain parts shown in 15 different positions. Description lIn the drawings, the reference numerals I and 2 indicate two internal combustion engines which 20 may be of the Diesel type, and both of which are arranged to be connected to operate a com mon propeller shaft 3 through the medium of suitable clutches il and 5, respectively, and a de vice 6 containing suitable gearing (not shown). 25 The clutches 4 and 5 may be of any desired type arranged for operation by fluid under pres sure supplied thereto to connect the respective engine to the propeller shaft 3 and to disconnect said engine from the propelle1` shaft upon the system between the engines and propeller. One object of the invention is therefore the 30 release of such iluid under pressure. Associated with engine I is a pneumatic start provision of means arranged to prevent engines running in directions which would cause a com mon means to be operated to turn in opposite directions from being connected at the same tim< to said means. l Another object of the invention is the provision of means for preventing the engines being con nected with the propeller when operating at a speed above a certain low degree, such as idling. Another object of the invention is the provi sion of a control system for a plurality of en gines arranged to operate a common means, em bodying for each engine, arnanual controller for controlling the starting of the engine in either one direction or the reverse direction, and for controlling a clutch for connecting and discon necting the engine to and from said meansand also embodying means for preventing the opera tio of said clutch to connect said engine to said ing control device 'I arranged to be conditioned by ñuid under pressure supplied through a pipe 8 to provide for operation of said engine in one direction and through a pipe 9 to provide for operation oi said engine in the reverse direction. A fuel supply device Iû is associated With‘ en gine l and embodies an adjustable member II for varying the fuel supply to and thereby the speed or power output of said engine. For ad justing the member il it may be connected to one end of a lever I2 which is fulcrumed inter mediate its ends. The opposite end of lever I 2 may be connected to a piston I3 contained in a cylinder Id and Subject on one side to the pres sure of `a calibrated spring I5. At the Opposite ` side of piston I3 is a pressure chamber i6 con nected to a pipe I‘I through which fluid under pressure may be supplied to and released from means when the engine is operating above a 50 said chamber for adjusting the position of piston - chosen low speed or when the means is being operated by another engine operating above said I3 in cylinder I4 and thereby the position of the fuel governing member I I in accordance with' the pressure of such fluid. With chamber I6 at sub chosen low speed, and further embodying means stantially atmospheric pressure spring I5 will for preventing operation of said controller to connect its engine running in one direction to 55 urge the piston I3 to the position shown which 2,407,877 3 may be assumed to be idling position to provide 4 3| and pipe I1 or 21 and opening the latter to for operation of the engine at a chosen low or atmosphere. idling speed. When the piston I3 is moved in The electromagnets 31 of the cutoff 4valve de its cylinder by ñuid pressure supplied to chamber vices 32 and 33 are arranged to be energized by I3 to a position, for instance, substantially mid CLT electric current from any suitable source such as way of the length of the cylinder I4, it may be a battery 38, A manually operative switch 39 is assumed that the fuel supply member I| will be provided in the circuit to magnet31of the cutoff positioned to provide for maximum speed or valve device 32, while a corresponding switch 49 power output of the engine I. Intermediate po is provided in the circuit to the magnet of the sitions of the piston I3, dependent upon the pres .cutoñ valve device 33. Closing these switches is sure of fluid in chamber I6, will therefore pro arranged to eñect energization of the respective vide corresponding intermediate degrees of speed electro-magnets while opening the switches is ar or power output of engine I. _ , A ` p ranged to effect deenergization of said magnets. Associated with engine 2 is a pneumatic start With the magnets deenergized, it will therefore ing control device I8 like the device 1 but con be seen that the engines I and 2 will operate in trolled by fluid under pressure from pipes I9 accordance with operation of the manual control and 23. The engine 2 has a fuel governing de device 33, and'that with the magnetsenergized vice 2| embodying a member 22 adjustable by. a. the engines will be non-responsive to operation of lever 23 in accordance with the position of a pis the control device 30 and will operate only at ton 24 in a cylinder 25 as determined by the pres idling speed. These switches and the cutoiï valve sure of -a spring 25 acting on one side of the pis devices 32 and 33 are therefore effective to cut ton and the opposing pressure of fluid supplied out either one engine or the other, as desired. ' through a pipe 21 to a pressure chamber 28 to According to the invention I provide a manual act on the opposite side of said piston. The control device 45 for controlling thestarting con piston 24 may have a position such as shown to 25 trol device'1 and the clutch 4 for engine |. This provide for operation of the engine at idling speed manual control device also embodies means con and other positions depending upon the pressure trolled from pipe 3| for preventing operation of of fiuid in chamber 28 to provide corresponding clutch 4 to connect engine I_to the propeller shaft speeds or degrees of power output as described 3 with either engine operating above a chosen in connection with piston i3 associated with en gine I. ' Avmanually adjustable control device 33 of any suitable type is provided for controlling the pres sure of fluid in pressure chambers I6 and 28 and thereby the adjustment of pistons I3 and 24 and the speed or power output of engines I and 2, re spectively. To accomplish this end the device 35 30 low speed, such as idling. A' similar manual con trol device 46 is provided for controlling the starting control device I8 and clutch 5 for engine 2 and is also provided with means controlled from the speed control pipe 3| for preventing engagement of clutch 5 with either engine oper ating above a chosen low speed, such as Vidlingl Means are also provided for preventing operation of both of the manually control devicesk 45 and 45 toconnect both engines I and 2 to the pro peller at the same time when the engines are operating in directions which would cause Ythe is connected to a pipe 3| which is arranged to be opened thro-ugh cutoff valve devices 32 and 33 to pipes i1 and 21 leading to the pressure cham bers I5 and 28, respectively. With the pres sureA chambers I5 and 28 thus connected to the propeller to turn in opposite directions. control device 35 said device is operative to either open both of said chambers t0 the atmosphere to The control device 45 comprisesa casing hav ing Atwo spaced aligned bearings 43 ar1d`50 in provide for operation of engines I and 2 at their idling speeds or to supply fluid at any desired pressure from a fluid pressure supply pipe 34 to both of said chambers to cause operation of said engines at e, chosen higher speed or degree of power output. - -. ' The cutoff’valve device 32 is provided to render the engine I non-responsive to an increase in ñuid pressure provided in. pipe 3| by operation of con " which a rock shaft 5| is journaled, , „ A cage 52 interposed between and bearing against the ad jacent ends of bearings 49 and 50 has aligned openings through which the shaft 5| extends. Between the bearings 49 and 50 the shaft 5| has a slot 53 extending diametrically therethrough and the -cage 52 has van aligned slot 54. An operating` member 55 of substantial disk form is disposed in slot 53 and extends into slot v54 and is jour trol valve device 33, if itis desired that the engine naled rat its axis on a pin 56. The pin 5B'is ar | be disconnected from the propeller shaft 3 and 55 ranged at right angles to the axis of shaft 5| and be operating at idling speed, while the engine 2 is carried in suitable bores in said shaft at oppo is operating said shaft to DI‘Opel the Craft at a site sides ‘of slot 53 and in the adjacent portions speed determined by operation of the control of cage 52. The thickness of the operating mem valve device 3o. The cuton’ valve device 33 is ber 55 isless thanv the width of slots 53 and 54 Y provided to accomplish the same result, with re spect to engine 2. Both of the cutoff valve devices 33 and 32 may be of the same construction, each comprising a `double beat valveV 35 having one position for opening communication between pipe 3| and the respective pipe I1 or 21 and another position for closing such communication and opening the lat ter pipe I1 or 21 to atmosphere. .A spring 36 in each cutoff valve device is operative to move the double beat valve 35 to the position for connect ing pipe 3| to pipe I1 'or 21, while an electro magnet 31 is arranged for operation upon ener gization to move the double beat valve to its other only suiiîciently to provide free rocking Amove ment about the pin 56. The cage 52 being se cured to shaft 5| by pin 56 holds the rof'zkrshaftV 5I against endwise movement. The operating member 55 _is formed >on one end of a lever 51 and from the above description it will be seen that the pin 56 provides Vfor rock ing of said lever and member on said pin’rela tive to the rock shaft 5| inthe direction of the length of said shaft, while said rock shaft pro vides for movement of said lever and operating member at right angles to the axis of the shaft, the operating member 55 under this latter con dition providing an operating connection between said lever and shaft for turning the shaft with position for closing communication between pipe»l 75 the lever. ` :2,407,877 5 A starting control valve device 82 is provided 6 “astern” position for actuating the starter con in the casing at one side of rock shaft 5l beyond the adjacent end of pin 56. This device com prises a vertically movable plunger 83 (Fig. 3) trol valve devices 82 and 88 respectively for starting the engine I in either one direction or fluid under pressure fromthe supply pipe 34 to the starter control pipe 9 for actuating the starter control device 1 to provide for starting of the lever 51 in any direction except for oper ating the valve devices 82 or 88. A clutch control device Si) is associated. with in the reverse direction as above described, and and valve means (not shown) operable upon Ui to the neutralv position for stopping the engine. It 'will be seen that this slot prevents movement downward movement of said plunger to supply of the engine in one direction. It may be as sumed that with the engine l operating in this direction the propeller shaft 3 when connected to said engine will cause movement of the ship in a forward direction. Movement >of the plunger 83 in an upward direction as viewed in Fig. 3 is arranged to allow release of fluid under pressure from the starter control pipe 9 to provide for stopping of the engine or for starting of the en gine in the opposite direction, as will be later described. For controlling the plunger 83 one end of a lever 84 bears against the plunger. This lever is supported on a pin 85 secured in the casing while the opposite end is provided with a roller 85 arranged to contact a cam surface 81 pro vided on the cage 52 above one end of pin 55 and adjacent the top of operating member 55. Movement of the member 51 toward the left the casing bearing 58 beyond the journaled end of shaft 5 I. This device comprises two oppositely seating poppet valves 6| and 52 arranged in co axial relation with rock shaft 5| and contained in chambers 53 and 64, respectively. These valves have fluted stems extending toward each other through suitable bores in the device and meet ing in a chamber 65. The chamber 53 is con nected by a pipe E8 to the fluid pressure supply pipe 34 and contains a spring 61 acting on the valve 6| for seating same and at the same time unseating the valve 62. The chamber 55 is con nected by a. pipe 58 to the clutch 4 for engine l. The chamber |54 is open through a passage 65 to the interior of the casing and thus with the at mosphere through openings including slot 82. The rock shaft 5| between the operating mem ber 55 and valve 62 vis provided with an axial bore in which is slidably mounted aplunger 18. One end of this plunger engages the valve 82 hand as seen in Fig. 3 or upward as viewed in while the other end is aligned forìengagement by the peripheral surface of the operating mem ber 55 at one side of pin 55. The operating mem the lever 84 to move the plunger 53 in a down ber 55 has in its peripheral surface a recess 1| ward direction for supplying fluid under pres arranged to receive the adjacent end of plunger sure to the starter control pipe 5, while move 18 when the operating lever 51 is in the Avertical ment of said lever back to its normal position position shown in Figs. 1 and 2. With the plunger shown is arranged to provide for movement of 15 in recess 1| Spring 51’ is operative to seat valve the plunger 83 in the reverse direction for re 5i and open valve 52 to thereby connect the leasing fluid under pressure from pipe 9. clutch control pipe 55 to the atmosphere for At the opposite side of shaft 5| and beyond the opposite end of pin 55 is a starting control 40 effecting operation of the clutch 4 to disconnect the engine i from the propeller shaft. Movement valve device 88 which may be identical to the of the lever 51 from this vertical position in either device 82 and which comprises a plunger 89 op a clockwise direction or counterclocltwise direc erable upon downward movement to supply fluid tionfas viewed in Fig. 2, is adapted to turn the under pressure from the supply pipe 34 t0 pipe 8 leading to the starter control device 1 to pro 45 operating member 55 t0 a position in which a portion at either one side or the other of recess vide for operation of said device to cause start 1| is in engagement with the plunger ‘l5 and ing of the engine l in the direction of the reverse during such movement effect movement of the of that attained by the supply of fluid under plunger 18 outward of shaft 5| to seat valve 82 pressure to pipe 5, or in a direction to'cause and unseat valve 8|. With the valve 6| thus open movement of the ship in an astern 'direction fluid under pressure will flovv from the supply when connected to the propellerl shaft 3, as in pipe 3d to pipe 58 and thence to Aclutch 4 for dicated by the legend “astern” in Figs. 1 and 3. eifecting operation thereof to connect the en A lever 58 like lever 84 is arranged for con gine | to the propeller shaft 3. trolling movement. of plunger 89, and the cage Fig. 1, to a position bearing the legend “for ward” is arranged to operate cam 81 and thereby în order that the >lever 51 may be operated as 52 is provided with a cam 8| opposite the cam just described for controlling the operation of the clutch 4, the top wall 9| of the casing is pro vided with two oppositely extending slots 53 and 81 for operating the lever 95. By this construc tion movement of the operating lever 51 down ward as viewed in Fig. 1 or in the direction of the right-hand, as viewed in Fig. 3, will aotuate the valve device 85 to cause starting of the en gine in the direction to provide for astern move 60 84 opening to the opposite sides of the slot 52 adjacent its opposite ends. It will be seen that since engagement of the clutch 4 is dependent upon movement of the lever 51 in either a clock ment of the ship, while return of the lever 51 wise or counterclockwise direction from the posi to-the neutral position shown will provide for tion shown in Fig. 2 and thus out of the slot S2, operation of the valve device 88 to release fluid under pressure from pipe 8 in order to effect 65 the 'clutch Will be disengaged with the lever in the slot 92 and be engaged only upon movement stopping or reversal of the engine. into the slot 93 oi‘ into the slot 94. A more detailed description of the structure In use, let it be assumed that the lever 51 is in and operation of the valve devices 82 and 88 its neutral position midway between the ends of is not deemed essential since devices of this type are Well known to those skilled in the art. 70 slot 92 as shown in Figs. 1 and 3. lf it is now The top wall 9| of the casing of the control i desired to start the engine | in such a direction as t0 cause operation of the propeller shaft 3 to valve device 45 is provided with a relatively long move the ship forward the lever 51 is moved in slot 82 extending at right angles to the axis of slot 92 to “forward” position for thereby oper rock shaft 5|. This slot provides for movement of the lever 51 `to either “forward” position or 75 ating the starter control valve device 82 to cause 2,407,877 o . the engine i to be started in a direction to obtain to interlocking of the friction shoe 'Iilû Within forward movement of the ship. After the engine the recesses IGI, and also due to the fact'that the is thus started, the lever 51 is drawn back from surface S8 lengthwise of these recesses is arranged the end of slot 92 to a position aligned with slot at substantial right angles to the normal or neu S3 and then moved into the latter slot for oper CII tral position of lever 51 in slot 92. ating the clutch control device 6D to supply fluid A clutch and speed interlock device 15Y is se under pressure to pipe 68 for actuating the clutch cured to the> casing over the oppositefend of rock 4 to connect the engine I to the propeller shaft shaft 5I. This device comprises a piston 1S hav 3, whereupon the engine will operate the pro ing at one side a chamber 11 open to the speed peller of the ship to cause movement of same in a forward direction. or power output control pipe 3 I. Projecting from the opposite face of piston 16 is a plunger 18 Which slidably extends through a suitable axial bore in the adjacent Vend of shaft 5| into align ment with the peripheral surface of the operating f On the other hand, if it is desired that the ship move in an astern direction, the lever 51 is moved eitherfrom its neutral position, or from “for ward” position through its neutral position which causes stopping of the> engine, to its “astern" 15 member 55 directly opposite that engaged by the plunger 10. The operating member 55 has a position at the opposite end of slot 92 to thereby notch or recess 'I9 Yprovided in its periphery in >actuate the starter control valve device 88 to such a position as to receive the end of plunger supply ñuid under pressure to pipe 8 for causing 18 Whenthe lever 51 is in slot 92 in which the the engine I to be started in the reverse direction. 20 clutch 4 disconnects the engine I from the pro The lever 51 may be then moved away'from the peller shaft. A coil spring ail encircling the end of slot Q2 into alignment with slot 94 and plungern'IS bears at one end against the adjacent then into the latter slot for actuating the clutch end of rock shaft 5I and the opposite end bears control deviceêll to supply fluid under pressure against Ypiston 16 in opposition to pressure of to pipe 68 for operating the clutch 4 to connect 25 fluid eifective in chamber '|’|. _ the engine to thepropeller shaft 3 for causing As above described, the speed or output of en movement of the ship in an astern direction. It will be seen that with lever 51 in slot 92 the clutch control pipeSS will be opened to atmos phere by way ofthe clutch'control device 60 to . effect operation of the clutch 4 to disconnect the engine I from'the propeller shaft 3. Connecting the engine to the propeller shaft is obtained only gine I is varied according to the pressure of fluid supplied to act in pipe 3|, and opening of said pipe to >atmosphere provides for idling operation of-said engine. The pressure of springs S0 on pis ton 18 in the interlock device 175 is such as to movev said piston and plunger 18 to the position shown when the pressure in pipe 3| and thereby upon movement of the lever into either slot 93 or chamber 'F1 is at a chosen low degree, or sub slot 94. The slot 92 provides for starting of the stantially that of the atmosphere if desired, and engine in either one direction or the reverse direc to permit the piston to move the plungerV 18 tion before actuating the clutch 4 for connecting against the operating member 55 when the pres the engine to the propeller shaft and also ensures sure in saidrpipe is increased above that degree. disconnecting the engine from the propeller shaft Thus if engine I should be operating at a speed before reversing the engine. above the chosen low degree with the lever 51 Within the housing a spring seat S6 mounted in slot S2, the plunger 1B will enter recess 'I9 on lever 5'! rests on a shoulder S'I provided on the and prevent turning of member 55 and thus lever in substantial alignment with the upper maintain the clutch 4 in the position disen end of cage 52. A friction shoe Ißû is slidably gaging engine I from the propeller shaft 3. To mounted on lever 51 between the spring seat 9S rock the lever 51 in either direction from the and inner surface 93 of the top wall of . the clutch disengaging position Vshown in Fig. 2 to casing. A coil spring 99 under pressure encircles cause operationof clutch 4 to connect engine I the lever 5l? and is supported at one end on the to the propeller shaft 3, the pressure in the speed spring seat 96 and bears at the opposite end control pipe> 3| and piston chamber 11 on the against the friction vshoe lll@ for constantly urg interlockpiston 16 must therefore be reducedk to 50 ing said shoe against the inner surface 98 of the a degree which provides for operation of the en casing. ‘ gine at the chosen reduced speed. When this Theinner surface-98 lis substantially in the occurs, spring 8|! will move the piston 'I6 `and shape of an invertedv in the direction of the plunger 13 to’the position shown in Fig. 2 in length of slot 92 and in said surface adjacent 55 which the plunger 18 is removed from notch '19. ‘ each of the opposite ends of said slot is a recess When this condition exists, ’the lever 5'! ,may be IDI arranged to receive the shoe lll!) upon move moved into either of th slots 93 or 94 for actu ment of the lever into alignment `with either of atingrthe clutch 4 to connect the engine to the the slots t3 or 9G; With the shoe YIll!) engaging propeller shaft 3. In other Words, the interlock the surface 9&3 at anyV point between the two re valve device 'I5 controlled from the speed con cesses ISI the force of the spring S9 against said trol pipe 3| prevents the operator moving'ilever shoe is operative to automatically return the lever 51 into either of the slots S3 or 94 forV actuating 51 to its neutral position shown in Fig. 3. When theclutch 4 to connect the engine I to the pro the shoe Iläû is in either of the recesses Iûl, the peller shaft 3 when the engine is operating at lever 5_1 is held against movement toward neutral a speed above a chosen low degree. positie-n. By this arrangement it is necessary The manual control device 46 may be identical for the operator to move the lever 51 substan to the manual control device t5 and like refer tially to either 4one end or the other of slot 92 ence numerals have therefore been applied to in order that the lever will not return to Yits the main corresponding portions of the control neutral position shown upon removal of manual device 46. In Fig. >21it will be seen that the force on the lever. This insures adequate move 70 clutch control device F56, interlock valve device ment of the lever to Acause starting of the engine 15, and operating member 55 are disposed in in either one direction or the opposite, as desired, the control device 46 just the reverse of corre and <also provides for the lever being held in its sponding partsmin the control device 45 butthis clutch engaging positions _in slots” A93~or 94 due .75 in no Vway _changes the operation of the engine? 2,407,877 9 , as controlled Aby the starting control device l0 or of clutch 5 in response to operation of lever 51 in the control device`45 in slots 92, 53 and S4 which are identical to corresponding slots providing for controlling movement of lever 51 in the control device 45. The operator may, Let it be assumed however that inthe ‘control device 45 the lever 51 is disposed in 'slot 54, 'as shown in Fig. 5, to connect engine | 'to the pro peller shaft for causing movement of theV ship in an astern direction, as above described. Un der this condition, the pin |05 in the control therefore, move lever 51 of the control device 45 device 45 will occupy a position such as shown in upward in slot 92 as viewed in Fig. l, to “forward” position for causing starting of the engine 2 in a direction to propel the ship forward and then Fig. 5 and its connection with pin |08 will pre vent movement of lever 51 in the control device 45 into its slot 53 since the latter pin |05 is in into the slot 02 for actuating clutch 5 to con engagement or substantially so with the end of slot |01 in the link. It will, however, be seen nect the engine to the propeller shaft 3, or he may move said lever to the opposite end of slot 52 to “astern” position for causing starting of the en gine 2 in a direction for moving the ship in an astern direction and then move said lever into slot S4 for actuating the clutch 5 to connect said engine to the propeller -shaft 3, these operations being the same as in the control device 45 and producing the same results with respect to en gine 2. ‘Moreoven movement of lever 51 of the control device 45 to actuate clutch 5 to connect engine 2 to the propeller is subject to control that with the lever 51 of the control valve device 45 in slot 04, the lever 51 in control device 4G may be moved to the opposite end of the slot 02 therein for starting the engine in the reverse direction, if such is desired. rf 1ever 51 in the Control device 4e should be disposed in its slot 93 the operator could move the lever 51 in the control device 45 to the op posite end of its slot 92 for starting of the engine 2 under which condition the link |05 will assume an angular position the reverse of that shown in Fig. 5 for preventing movement of lever 51 in the control device 46 into its slot 94. On the other hand, if lever 51 in the control device 45 should be in its slot 94` as seen in Fig. 6, the inner‘end of slot |01 in link |05 will substantially engage the pin |08 and prevent movement of 51 in the` same direction to either one end or 30 the lever 51 in the control device 45 into slot 03. In case the lever 51 in the control device the opposite end of slots S2 and then into either 46 should be in slot 93 and the lever 5'1 of the slots 93 or 94, respectively, as will be apparent. control device 45 should be moved to the op However, if one engine is alreadyv connected tc posite end of its slot 52, the link |05 will assume the propeller shaft at the time it is desired to a position the reverse of that shown in Fig. 6 connect the other engine to said shaft, the in and prevent movement of the latter lever 51 into terlock device 15 of the controller 45 or 45 con its slot 04. The link |05 thus provides for inä trolling the latter engine requires that the pres tended operation of the control devices 45 or 46 sure in the speed control pipe 3| be such as to either singly or jointly but prevents undesired provide for idling operation not only of the re spective engine, as above described, but also of 44. operation thereof. Summary the other engine and thereby of the propeller shaft 3, since said interlock device is controlled It will now be seen that I have provided an by the same pressure as controls the speed of the arrangement whereby a plurality of reversible other engine. The interlock valve device thus internal combustion engines operating to cause precludes the possibility of connecting either en movement of a driven member in a certain di gine to the propeller shaft when said shaft is rection may be connected either singly or collec being driven by the other engine operating at a tively by individual manual control devices to speed above idling. » operate said driven member. These control deu If one engine were operating in a direction to vices also control the direction which the en cause movement of the craft. say forward, it gines are started and operate and thus the would be undesirable to be able to connect the direction which the driven member will move other engine operating in the reverse direction -’when connected to the engines. A simple me with the propeller shaft 3 at the same time, for chanical interlock is provided between the con reasons before pointed out. This however is pre vented by a link |05 having one end pivotally 55 trol devices to prevent connecting the driven member to an engine which is operating in one connected with a pin |05 depending from the direction when the driven member is already con operating member 55 in the control device 45. nected to another engine operating in the re The opposite end of link |05 has a slot |01 in verse direction. Moreover, the arrangement em which is disposed a pin |03 like the pin |05 but depending from the operating member 55 of the 60 bodies means for preventing the operation of a clutch to connect an engine to the driven mem control device 4B. ber when that engine or another engine connected In Figs. 4, 5 and 6 the link |01 and the pins to the driven member is operating at a speed |06 and |08 are shown with the two levers 51 above a certain low speed, so as to thereby avoid and the slots 92, 93 and 94 of the two control devices 45 and 46 superimposed therein in dot 65 damage to the clutch, engine, or other parts of the power system. and dash form in order to clearly bring out the I-Iaving now described my invention, what I function of said link and pins. claim as new and desire to secure by Letters Pat With the two levers 51 midway between the ends of the respective slots 9.2 as shown in Fig. ent is: 4, it will be seen that the pin |08 associated with 70 1. InV combination, a casing, two independent lever members each having a ñrst position in the control device 46 is disposed intermediate the which both are arranged side by side, said lever ends of slot |01 in the link |05 so that either of members being movable in opposite directions the levers 51 may be moved to either one end each to a second position and being then further or the other of the respective slots 92 without 75 movable in opposite directions each to a third interference from the link |05. by the respective interlock device 15 the same as above described in connection with the control device 45. If the operator desires to connect both engines l and 2 to the propeller shaft 3 at the same time for driving the ship, he may move both levers 2,407,877 " - ` 12 1'1 position, interlock means connecting said lever members providing for independent movement vices extending in opposite directions with the end of the iirst named slot having> said ñrstposi thereof to their ñrst and second position and tion in one control device adjacent the like end movement of either to its third position with the of the ñrst named slot in the other control de other in its first or second position, said inter CW vice, an interlock link, means connecting the op lock means being operative with either of said posite ends of said link to the levers in said con lever members in its said third position to pre trol devices, said link providing for free move vent movement of the other to its third posi ment of said levers relative to each other in the tion. ' - > ñrst named slots and being operative by either 2. In combination, a casing having two slots of said levers in its second named slot to prevent arranged in parallel relation, two oppositely ex movement of the other lever into its second -tending openings one open to each of said slots, named slot. ' two levers one extending through each of said 4. In combination, a casing having two rela slots, said levers having first positions side> by tively long parallel slots and two relatively short side in said slots, second positions at opposite 15 slots arranged at an angle to the long slots with ends of the respective slots, and third positions one open to each of said long slots, a lever ar in the respective openings, a link having pivotal ranged to move in each of said long slots and in connections with said levers constructed to pro to the respective short slots and having diiîer vide such variations in the distance between the ent operating positions at the ends of the slots, connections with said levers as to allow move and a link connecting Ythe two levers providing ment of both'of said levers to their first and for independent movement of the levers in the second positions at the same time, but to limit respective long slots and operative to prevent the distance between said connections to a de movement of either lever into its short slot With gree to prevent movement of either of said le the other lever disposed vin its short slot. vers to its third position with the other in its 25 5. In combination, a casing having two paral third position. ' lel slots arranged sideby side and having other 3. In combination, a casing, two different con slots arranged at an angle to said parallel slots, trol devices in said casing, each control device one'of said other slots being open to each of said comprising a rock shaft journaled in said casing, parallel slots adjacent each of its opposite ends; an operating member having a journal connec 30 two independent control members in said cas tion with said rock shaft at right angles to the ing, one of said control members being provided axis of said shaft, a ñrst slot in said casing, a le for movement in each of said parallel slots and ver arranged at right angles to the axis of said into the connected angular slots, and interlock rock shaft and extending through said slot and means connecting said members providing for connected to said member, a second slot ar 35 independent movement of both of said members ranged at right angles to said ñrst slot and open to opposite ends of the respective parallel slots thereto to receive said lever, said lever being op and into the respective angular slots at like ends erative in said ñrst slot upon movement from a of the parallel slots, said interlockv means being ñrst position adjacent one end to a second posi operable by either of said levers when in the an tion adjacent the opposite end to actuate said 40 gular slot at either end of the respective parallel member to rock said rock shaft and upon move slot to prevent movement of the other lever into ment from said first slot into said second slot to the angular slot at the opposite end of the re rock said member relative to said rock shaft, the corresponding slots in both of the control de spective parallel slot. JOHN N. GOOD.