GB1020143A - Remote control system for an internal combustion piston engine - Google Patents

Abstract

1,020,143. Engine turning gears, hydraulic control systems. SULZER BROS. Ltd. Oct. 22, 1964 [Oct. 22, 1963], No. 43188/64. Headings F1K and F1P. A system for remotely controlling an internalcombustion piston engine comprises a control element for controlling the fuel adjustment element, the control element acting through a delay device on a holding relay which allows a control medium to pass to a first servomotor acting on the starter operating element and also operates a control unit which, via a second servomotor, brings the fuel adjusting element into a position for starting of the engine and a controller which when the engine has reached a maximum speed predetermined for starting, operates to release the holding relay and thus to terminate the operation of the first servomotor and of the control unit. When as shown in the drawing the lever 46 of the control unit S is pivoted from the central position marked O the valve 51 is operated and the compressed air in the line 49 operates the valve 58 which allows the line 62 to exhaust the compressed air in the line 61 raises the piston of the servomotor 40 this movement corresponding for instance to the intention to move ahead. Of course the disc 31 of the ships telegraph has previously been moved into the remote control position so that the supply line 49 is connected via the valve 45 to the source of compressed air and the roller 28 is free to move in the position 43. The compressed air in the line 64 also passes via the pneumatic junction 65 to the line 66 and connects the line 70 to the supply line 68. The compressed air in the line 70 passes into the left hand part of the line 71 so that the valve 72 operates and into the right hand part so that the valve 73 operates after a delay. Compressed air then passes through valves 72 and 73 from the line 77 to the pneumatic junction 78 to connect the line 84 to the line 81. The compressed air which enters the line 81 operates the servomotor 41 and therefore the starting valve 38. The projection 33, 34 on the levers 32, 35 do not block the lever 35 since the cylinder 40 has already moved the lever 32 into a position corresponding to movement of the vessel for instance the position for travel ahead. The compressed air from the line 81 also acts via the line 92 to operate the valves 93, 94. The first result of this is that via the reducing valve 101 air compressed to a predetermined pressure passes through the junction 98 and line 100 into the servo cylinder 42 and moves the fuel lever 1 into a position which is appropriate for starting and which is determined by the magnitude of the air pressure. Preferably the fuel supply is adjusted to a quantity which is not as great as the maximum rate of injection, since the engine has little air available when it first starts, but is greater than the rate associated with idling. Once the lever 1 has moved into the appropriate position and the valve 38 has operated the starting mechanism controlled by the valve 38 slowly rotates the engine. Meanwhile so much air has passed through the throttle 74 into the chamber 76 that the valve 73 operates and interrupts the supply of compressed air from the line 77 to the pneumatic junction 78. However the valve 83 stays operated as a holding relay by the pressure in the line 81 and continues to keep the lines 84 and 81 connected to one another. Since the starting valve 38 remains operated the engine accelerates until its speed reaches the value for instance 30 rpm to which the controller 90 is adjusted whereafter compressed air is supplied to operate the valve 87. Provided that the engine has started running in the required direction and that the valve 15 has allowed pressure to become operative in the line 91 so that the valve 88 operates, the valve 87 connects the line 86 to the supply line 49. The pressure in the line 86 operates the valve 85 and causes line 81 to exhaust. Operation of the starting valve is therefore interrupted. Simultaneously, the line 92 exhausts. The valve 94 interrupts the connection between the pressure reducing valve and the pneumatic junction 98 and the valve 93 connects the line 53 to the line 100. Fuel lever 1 is now acted upon by the pressure controller 52 and no longer experiences the pressure delivered by the reducing valve 101. The servomotor 42 moves the fuel lever 1 into the position corresponding to the position of the lever 46. It is stated that part or all of the system may be replaced by hydraulically or electrically operating devices corresponding to the pneumatic devices described.