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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
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101°
I98
86
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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.
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