US2404545A - Control apparatus - Google Patents

Description

R. R. STEVEN E:

ONTROLAPPARATUS original Filed April 28, 1944 2 sheets-snee; 1

SES Ema@ INVENTOR l Roy R. Stevens I 41M l l ATTORNEY July 23, 1.9461 R. R. STEVENS I CONTROL. APBARATUS Original Filed April' 28, 1944 2 Sheets-.Sheet 2 fig. 2'

Patented July 23, '1946 UNITED STATES i i 4' Roy R. Stevens, Forest Hills,I Pa.; lassignor to A'.lhe Westinghouse `Air Brake Company, Wilmei'ding,y Pa., a corporation of Pennsylvania Original application Api-il 28, 1944, Serial No.

l this application April 21,-

1945, Serial No. 589,640

533,145; Divided and This invention relates to control apparatus and more lparticularly to means for controlling operation 'of a plurality of internal combustion engines; the present application being av division of my copending application Serial No. 533,145, filed April 28, 1944.

Certain ships are provided with a plurality of propulsion engines, such as ofthe Diesel type, and it is desirable at times to employ all of the engines foripropulsion, while at `other times'less than all of the engines will provide adequate power for propulsion, under which latter condition it may be desirable toKV have the other engine or engines, not being used for driving the ship, operating at minimum or idling speedand lnstantly available to provide additional power for propulsion, if such is desirable. Y, v Y, Y

Diesel engines are usually'capable of continuous operation at aeertain high speed which however is less than their maximum speed, l The engines can be operated at their maximum speed only intermittently in order to avoiddamage to the engines. I n case of emergency, such for example as a ship answering a lirecall, it is however desirable to be able to operate theengines at their maximum speed. It is also ldesirable to prevent indiscriminate operationiof the engines at maximum speed. Further, asin case of Aa fire, `it may be desirable' to employ one of the engines tor operating a re pump while retaining the other e'ngine or engines for propulsion purposes, p

The principal object of the i ventionis therefore the provision Otan engine control apparatus arranged to meet all of the above requirements or conditions. n j Y According to thisobject the controlapparatus is arranged to provide for'controljof the engines for A,propulsion purposes from4 either of two control stations, such asthe engine room on a ship and from a remote control station such asv the pilot house; the control station beingslected by the engineer in the engine room.v 'lheengineerY is'pro'vided wlthrme'ans whereby he may at will cutout 'any engine and, if he sodesires, operate that'en'gine 'independently of` another engine or engines which may be still employed for propellingthe shipl The engineer is also provided with 'means to'limit the speed of the engines, that is, to allow the engine or .enginesto be .operated at their top speed for continuousoperation, or at their maximum speed for intermittent operation. vThe engineer being constantly aware of the operating condition of the engines 'may therefore limit the use of the maximum speed'as required to,` protect the engine'or engines l'against 'damagazand thus completely relieve `the pilot of concern for the engines.

j Other'objects and-advantages detailed 'description-f yofy from the following more theinvention. 1 Y In theaccompanying drawings; Figl isla 4diavgrammaticA view, partly in lsection and ,partlytin outline, ,cita Control apparatusembodyn'g the invention;v Fig. `2 isha ver y self-lapping control 'valve device showningside elevation in Fig..1;,and 3 is Ya view, lpartly 'in section and partly in, outline, oiaanother self-lapping-control valve` device shownwin-elevation in Fig. v1.

De'scr'iptioh In Fig. 1 of the drawings thereferenceminiere als! and indicate two internaleombtrstion Wen'- einesafer exemple 0i the `l?lese1i.ypei Whlellnley ,beefrdneed te propel/,dellla dlreellyf elf-theed- -eldes may, eperieeenereiers fer eenereildg eledirle reverie be used .feriepereiing eleeirieprepulsion motors,

ef fille tweerlgirles. mlellibe empleredlel. Pre- Atelling e ,Ship ielmmeieridlie they ini/edelen. and 2n is` prende@ with table te t .,a Y Yerymeiheampidi and thereby thespeeder newer Y l Eahro ,t1 engllles.: `fllel-evenwel elldft Sawhiehl ed l.ent positions by a-lever Lll dl'fdelsllrerliedie 'edtedief elle,individueleneide-oThisk eerlirel ef ille feel' Supply to the engined, mey-be1direetfer the. levels@ may, eenirel die adiueimentieia idel cori rol speedugoyernor normally Aemployed with engines ei this" oref t,

Ai eeeh.=.el1elrleqlile.fuel ,Control l leYefi. 4, ,may here en idling residen., which-it is .Shown-ln the drawing, .te preyide-feriepereiled Cradle engine.,- ,ei @e .minimum 01'. idling. .Speed ,fidel eeliielleierl may be moved. iremtlds-idlne-peedelen-,ie e, residen suene@ indicated lere linee for increasing the supply gf fuelvlto the `engine to an amount which will ,eiiectzoperatiorr oithe eneide et lie 4,t0n Seeed f,0re9nilrlueds YQizereiien, ddd-'Seid lever. -merbe movable pest-line die .e ,residen Such es' lndieetedby lignei-or. increas- 'ngthe fuel suppl ,totheenginetothe amount to cause Qperationthereof at its maximumspeed.

Adjustmentiof, theileverllat each engine bedicated -by line l` [email protected] mumv speedv poSitionf-indicatedfby linev 6"- willgproticalrsectlonall view orma The meneer in whlehihepbrler f position and yits continuous opercylinderrigidly associated with the engine and containing a piston 8 connected by a rod I0 to the respective fuel control lever 4.

tends through a non-pressure chamber II at'one side of piston 8' while at the opposite side of said piston is a pressure chamberIZ open to a control pipe I3 through which fluid under pressure may` be supplied to and released from said pressure chamber. A spring I4 in chamber II acts on piston 8 to yieldably oppose pressure of iiuid effective in chamber I2. pressure released from the pressure chamber I2,

spring I4 will move piston 8 to the position shown in the drawing by moving the fuel control lever 4 to its engine Vidling position. Upon supply of uid tochamber I2 at apressure which exceeds theopposing force or spring. I4 the piston 8 will vmove toa position in which the pressure of iluid is counterbalanced by the increased pressure of lsaid spring, for thereby moving the fuel control -lever 4 out of idling position to, a position correvspon'ding to the pressure of such fluid. It will Y' thus -be seen that by providing fluid at diierent selected pressures in pressure chamber I2, the

With all fluid under fuel control -lever'4 may be adjusted to provide i any 'selected amount of `'fuel tor the engineto put of power from the engine, while uponl complete release of fluid from said chamber the i therebyobtainY any desired degree of speed or outspeed or power output of the engine will be reduced tominimum.

At each engine-the pipe I3 leads to a magnet Y i operated cut-out'valve device I6 which comprises i facasing having a chamber II open to said pipe and containing -a double seating Valve I8 ar- :ranged to control communication between said Apipeiandchambers I9 and 26 which are open, rey l 'sp'ectively-,lto an individualspeed control pipe 2| andgfto 'atmosphere' through av passage 22. The l valve-wis connected to al solenoid 23 which is operable upon energization to actuate said valve lto closeV communication between pipe I3 and I chamber I9 and for opening'pipe I3 to the atmospheric passage 22 for releasing fluid under" pressure from pressure chamber I 2 in the respective speed control device 'I.

ate valve I8 to close communication between pipe The solenoid 23 will effect energization of the solenoid and open- ;'ing of the -switch deenergization. The switch 26 for each of the two engines is arranged'for operation by the engineer.

'At' each engine, the speed control pipe 2| leads to an individual control valve device 28 which also is arranged for operation by the engineer. Each of the control valve devices 28 comprises,

for the purpose of illustration, a plug valve -29 `a-handle and an-individual control position, since, in the multiple control position, the speed of all engines is arranged'to be controlled in unison, while in the individual control positiontheengines will be Upon deenergization of the solenoid`23 a spring 24 is operable to actu- `contained in a casing and rotatable therein by 38 to two different control Ypositions ywhich may be' called amultiple control position,4

` 'said valve "for arranged.. `for independent crindividual.- control. 76

4 In the drawings the handle 30 for each control Yvalve device 28 is shown in its multiple control position, while its individual control position is indicated by a line 3|.

Each plug valve 29 is provided with a T-shaped passage 32 which, in the multiple control position of handle'30, connects the individual speed control pipe 2| to a master speed control pipe 33.

y In the individual speed control position of handle 30 communication is closed betweenv pipe 33 and the respective pipe 2|, and the latter pipe is connected by passage 32 toa pipe 34 leading to/What may be called an engineers independent control valve device 35. In the multiple control position of handle 38 pipe 34 is lapped Iby the respective plug valve 29. i y l The master speed control pipe 33 leads to a master speed control valve device 31 which may be of any suitable structure to provide any desired pressure of uid in said pipe. By way of example the valve device 31 may be substantially the same as a self-lapping valve deviceV fully 'disclosed in a copending 'application' of Harry C.- May, SerialNo.V 523,656, filed February V24, 1944, now Patent No. 2,381,222, and assigned to the assignee of the present application. Since reference may be had to, this copending application this device will bedescribed in the present application only in such detail as required for an understanding of the present invention. .Y l

rBriefiy, the speed control valve device 3l comprises (Fig. 2) a casing containing two spaced coaxiallyarranged flexible diaphragme 38 and Y 39 which are rigidly clamped in the casing around their peripheral edges, Between the two diaphragms is a chamber 40 arranged to be constantly supplied with fluid under pressure from a fluid pressure supply pipe'lll. At the opposite face of diaphragm 39 is a chamber 42 open to atmosphere through a Vbreather device 43, while at the opposite side oi'diaphragm 38 is a control Vchamber 44 open through a choke 45 to a chamber 46 which is connected to the master speed control Y pipe 33. A stem 4'I` extending through chamber 40 has one end rigidly clamped to the diaphragm 39 centrally thereof while its opposite end is rigidly clamped to diaphragm 38 centrallyv thereof by means including a nut 48 contained' in chamlber 44. i Y

The nut 48 has a projectionv 49 slidably mounted in the adjacentl end of a sleeve 50. The sleeve 50 is arranged in coaxialrelation with diaphragms 38 and 39 and' is pressed into aligned boresl provided in opposite walls of chamber 45, and is n provided with one or more radial ports 5I connecting said chamber to a chamber 52 formed between the end of projection 49 and one side of aplunger 53 which is mounted to slide in said sleeve. n Y

kThe stem 4T has a chamber 55 formed below the nut 48, which chamber is in constant communication with chamber 40 through one or more passages 56. The chamber 55 contains a uid pressure supply valve 51 having a fluted stem 53 extending-through a suitable bore in nut 48 in the direction of plunger53, said nut being provided with a seat for engagement by said valve.v

vThe valve 51 is thus arranged to control communication.between chambers 55`and 48 and chamber 52, and a spring 59 in chamber 55 acts on urging it to its Vseated* oryclosed iposition. ,l i Y i Y In chamber 52 the end of the supplyl valve stem anemie 58 s-engaged bya Iiuid" pressure releasevalve 60 which has a fluted stem 6I slidably mounted in a bore provided' axially in a depending portion of plunger 53 and extending through said bore'into a bore 62 oi' larger diameter. A spring seat 63 in bore 62 engages the end of the release valve stem 6i and is engaged by one endvof a coil spring 64,' the opposite end of vwhich spring engages 'a follower 65 mounted in the plunger 53. The plunger 53 is provided with an annular groove in which is disposed a sealing ringr 36 having a sealing contact with said plunger and sleeveV 55 for pre.

venting leakage of fluid under pressure from chamber 52 past said plunger to a chamber 61 at the opposite side of said plunger. Chamber 61 is open through one or more ports 68 in bushing eil to the atmosphere and is also connected by one or more portsES in plunger 53 to bore 62 within said plunger. y M e -The sleeve 56, it will be vlflotedextends above the casing, The plunger 53 isprovided with a part ihaving sliding contact with an inturned shoulder 1il provided atvtheupper end of said sleeve, -which part extends beyond said shoulder and the end of said sleeve. An operating screw 'i2 is secured by screw-threadedengagement in the outer end of the part 'lil of plunger 53 and a nut 13 on said screw is provided for` engagement with the end of part "l' to secure said screw in an adjusted position.` Below the lock nut 13 a spring seat 14 is secured to the part 10 of plunger 53 in any suitable manner asby aring 15 and` this Vseat is engaged by one end of a coil type'biasspring 16. This spring encircles the portion of sleeve 56 projectingfrom the Vcasing and its opposite end is supported on the casing. The spring 16 is precompressed and is constantly effective on seat 14 with a certain relatively small degree'of force for urging said seat and thereby plunger 53 in a direction away fromthe release valve 60.

In chamber-AlliesJ control spring 11 encircling the stem 41 and bearing at one endf against the 'seat 18 secured to said stem, while the opposite end'of said spring isA supported on a shelf 19 in the casing. YThis shelf has one or more ports y80 providing communication between the adjacent face of. diaphragm 39 `and the fluid pressure supply chamber'lt.4 With diaphragm 38 in the positionishown in Fig.-2l the spring 11 vis adapted to be fully expanded and said spring is adapted to oppose with increasing force, deflection of said diaphragm'from this position in the direction of diaphragm 39.

The casing of the device is provided with a bracket 8| carrying a fulcrum pin 82 upon which is rockably mounted an intermediate portion of a control lever 83. One end of this lever engages the operating screw 12 while the opposite end is provided with a roller 64 as shown in Fig. 1, which roller contacts the peripheral surfacejof a cam 85 constituting a part of an engineers maneuvering and vspeed control structure which will be later described.

With lever 83 inthe position shown in Figs. 1 and 2 of the drawings, the adjusting screw 12' and 'plunger 53 will -be maintained in the positions in 4which they are shown in Fig. 2v by spring 16, the

"diaphragm 33 will occupy its low pressureposition as shown in the drawings, and spring 64 will hold a release valve 60 open with the supply 'valve 51 closed by spring 59.

Y Assuming now that fluid under pressure is supplied lto. *chamberl 4-l through pipe-4I, it willbe 6 will loe counteraetedrby its pressure'- cn the dai4 phragm-39. y v

If nowthe operator desiresto-supplyuid under' pressure to the-master speed control-pipe {i3-hev willmov'e the operating screw12intheidirectien of diaphragm 38 by rocking the lever33in a clockwise" direction, Aas viewed in the drawings.' -Tfiis movement of screw 12 and thusof plunger53`wi'll be relative to the release valvev '160 until the endof said 'plunger contactsesaid valve for closing# cornmunication between the speed control pipe v33 and bore'62 in the plunger, whichbore is openy to at-v mosphere. Further movement of screwv 12 vand plunger 53 will then act through the release valveV 60 to open-the supply valve 51, whereupon fluid under pressure suppliedvto chamber 46 will flow past said supply'valve to chamber 52 -arid thence to chamber'v4'6 andthe speed control pipe 33. fluid underl pressure is thus supplied to chamber 46 it will also` ow through choke 45 into chamber 44 above the diaphragmv38, said choke being effective to prevent the pressure of fluid increasing in chamber 44 substantially ahead of that in the device or devices 1con'nected to theA speed control pipe 33.

The pressure offluid thus provided' inchamber 44 will act'to deect diaphragm 38 k'against the opposing pressure of "control spring 11 and, 'after movement of the regulating screw 12 and plunger 5'3 hasv ceased, thisdeflection of diaphragm 33V will be relativeto the supply'v'alve 51 and finally move nut 48* into seating contact with said valvev `to prevent further supplyV of fluid under pressure' to chamber 46pipe 33 and chamber 44; It will thus lbeissen that control spring 11 cooperating with the pressure of `fluid in chamber 44 'on diaphragm 3f8will limit the pressure of Aiiuid providedin the speed control pipe l33Y according to the displace# nient ofthe regulating screw 12 andl plunger`53 fromtheir normal or lowpressure positions in which they are shown in the drawings.

, Ifthe operator desires to increase the pressure ofjfluid effective in the, speedv control pipe 33 he will move the regulatingk screw12further in the direction of the flexible diaphragms for again unseatin'g the supply valve 51. `Fluid underlpressu're will again ow past the supply valve' to thespe'd control pipe 33 and when the pressure in said pipe and in chamber 44 is increased to adegree suf'cient for deflecting diaphragm@` to a position for again seating the supply valvev 51 further' flowof fluid to said pipewill be prevented' to again limit the pressure acting in vsaid pipe in accordance with the adjustment of screw 12 inwardly of the device from itsv normal position. YBy suitable increments of adjustment of the screw"12 from its normal or low pressure position shown in' the drawing in the direction of the exible diaphragms, the pressure of fluid may thusbe increased'in the speed control pipe 33i1iany`desired increments. f

Upon a certain maximum displacementof's'ciew 12 from its normal position,'the deflection f diaphragm38 by pressure of flui'deiective'in the speed control pipe 3'3 andV in chamber 44wl1b`e limited to a degree to prevent seating of 4the supplyvalve 51, as for instance, by engagement between a follower 86 engaging' the lower vside of the diaphragm 48 and a'lshoulder 81 in the casing. With thesupply valve 51'thus maintained opened whatever pressure of uid is eiective to thesupply pipe 4| and in chamber 40 will'beco'me effective in the speed control pipe 33'. f Y

` If the' operatorr now 'desirestoA reduce thepressurepfnuidinrtne speed' control pipe 33 he will actuate lever 83 in a counterclockwise direction to permit movement of the adjusting screw 12 by spring 16 in a direction away from thefdi'a-` 'phragms.` Since, at this time, the pressure of uid `effective inchamber 44',wi11 be counter-balanc-` ingthe pressure of ,ontrolspring 11, thism'ove'- ingiscrew 93 is arranged 'for contact with thev nut 92A to secure the screw V93 in an adjusted position., Mounted over the lock nutA 9,5 VAand an ex'- ment of .theadjusting screw 12 and lthereby ofl 'plunger 53 will be relative to diaphragm 38 and thus relative to the release YVvalve 60 due to the action of springv64 on the stem of said valve. The plunger 53 will thusbe moved out of seatingicontact with the release valve 60 whereupon fluid under pressure will flow froml the speed control pipe 33 and chambers 46 and 44 past `Vthe release valve to atmosphere and asruid pressure isthus released from chamber 44 the control spring 11` will deflectthe diaphragm 38 in the ill tension 96VV of the' adjusting nut'92 'is anadju'sting member or hand'wh'eel 91"which is secured by a lock screw 98 t`o said nut 'so that said Vnut maybe turned by 4said'rn'ember'or wheel. The ad'- justing 'nutv 92 is' providedaround its closed end witha collar 99 arranged to contact av shoulder inthe cylindrical portion 9| of the 'casing to 'limit inward 'movement of said nut, while 'outdirection of plunger 53'. If theoperatorlimits i movement of plunger 53 to Aafpo'sition short of its normal position, then the deflection Aof diaphragm 38 will move the release valve 60 toward Further movement of 1 and finally into seating' engagement with its seat on .the end of said plunger so as to limit the rei lease of uid 'under pressure from pipe 33 and chamber 44 and thus hold in said pipe and chamber a pressure corresponding to the position of Vthe' adjusting screw 12.

the adjusting screw 12 by spring 16 will permit offluid from pipe 33 land chamber 44 willfoccur.

said pipe invaccordance .with said position. Further movements of Yadjusting screw 12 Aby spring 16 will allowY further reductions in pressure in plunger 53v to again moveout of contact with the release valve 60, whereupon a further release pipe 33, while upon return of said adjusting screw i with its seat.

, n; will new be seen that suitable adjustments. of regulating screw 12 either in opposition to or by spring 1li, will provide corresponding pres'- sures of `liuid in the speed control pipe 33, and

i that upon a maximum degree of displacement of plunger 12 from its normal position, the suplply valve 51 will be held open to permit equalization of the pressure of fluid in the supply pipe 4| into the speed control pipe 33.

i I '.I'he supply of fluid to the supply pipe 4| is larranged to be controlled and limited in degree `of pressure by an engineers overspeed control Valve device 90. The device 90 may be identical lto the speed control valve device 31 except that `chamber 46 is connected to pipe A4| while chamber 40 is connected to a uid pressure supply pipe 92 which in use will be constantly supplied with iiuid at any desired pressure, such as Vseventyfive pounds. Moreover, the casing is provided,

l around the bias spring 1B, with a cylindrical portion 9i having internal, relatively coarse screw- Ithreads, and meshing vwith these threads is an `adjusting nut 92. An adjusting screw 93 is screwthreadedjcentrally throughv the outer closed end of-nut 92 and its inner end contacts a button 94 `provided inthe end of plungerV 53 in place' of the regulating screw 12 :ofthe structure vshown jinvliigng25-A lock-nut 95 provided on the'adjustto itsnormal'position a completerelease of iiuid i from said pipe will; occurdue to the fact Ythat n the control spring 11 will become fully expanded without moving the release valve 60 into contact ward movement of said nut is arranged to be' limited'by contact between said collar and a flange |0| provided on a split rng'l02 having screwthreaded engagement with the cylindricall portion 9| externally thereof. f-

With the flange'99 on the adjusting nut 92 in contact withshoulder |00 the screw 93`is so adjusted as to cause operation of the overspeed control valve device 90 to supply uid to pipe 4| 4^ at acertainmaximum pressure, such for example as seventy-ve lpounds and which may-'be the same as that provided in -pipe 92; The split ring |02 is then adjusted on the cylindrical por- Y tion 9| of the -device so thatwith `collar 99 in contact with flange |0|- thev device 90 .will provide in pipe 4| fluid at a; pressure such as sixtyve pounds. v For normal control of the speed of the two` engines, i. e., when it is desired to limit the speed of said engines Ato the' top speed for continuous operation, the handwheel 91 willbe adjusted-.to the position defined by contactbetween flange 99and flange |01. f

The engineers `independentcontrol valve device 35 vmay be identical to the overspeed control valve device A90 except that it will be so adjusted as to permit the engineer to supply fluid from pipe 92pto pipe 34 at any desired degree from atmospheric pressure to the maximum such as seventy-vepounds. v Y

For controlling operation of the master speed control valve device31 an engineers maneuvering and speed control device is provided which comprises a shaft |03 that is rotatable manually,A

by a hand wheel |04. This wheel has e, neutral or Stop position in which it is shown in the drawing vand is rotatable therefrom in either oneV or an Ahead direction or in the opposite'- or an Asternvv direction, as indicated byrappropriate legends in Fig. 1 of the drawings. Immediately adjacent and at each of the opposite sides of AStop position is a zonel of movement of wheel |04 designatedy by the legend Maneuverwing for controlling the starting, stopping and reversing of the engines by apparatus 'not shown' in the drawing and not pertinent to the invention, and beyond each of these fManeuvering zones there is a zone of movement designated by the legend Speed control for Ycontrolling the speed of the engines. Since the invention is limited to apparatus for controlling the speed or power output of the engines, the means shown in the drawing as operable bythe shaft |03 is limited toQsuch control, said means comprising the cam which is arranged for rotation with said shaft by the hand wheel |04.

n The cam 85 is provided with a peripheral surface for contact with roller 84 on the end of lever 83. This surface comprises a portion of constant radius of a length permitting movement of the hand wheel |04 from Stop position in either direction through the the Maneuvering zones without moving the regulating screw 12 of the master speed control device 31 out of its normalposition. Beyond eachvend of this portion of the cam 85 there is a'surface 85a of increasingradius for operating lever 83 to displace the screw 12 into the device 31 a distance proportional Yto the extent of movement of the'V hand wheel |04 into the respective Speed control zone in a direction away from Stop position. Maximum displacement of the regulating screw 12 will be obtained upon-rotation of hand wheel |04 in either direction to the end of the respecive Speed control zone most remote from Stop position. It will be apparent that by suitable adjustmentof hand wheel |04 by the engineer in either Speed control zone, the speed regulating device 31 may be operated to provide any desired pressure of fluid in the master speed control pipe 33, between atmospheric pressure and the maximum degree.

A gear |05 is` mountedon and secured to shaft |03 for turning same. The teeth on this gear are in mesh with teeth on a gear sector |06 mounted tolturn on a pin |01 which `is'fixed with respect to the shaft |03. The gear sector is connected by a link |08 to a power motor |09 of any suitable fluid pressure controlled type which is arranged to be controlled from a remote Acontrol station for adjusting shaft 3 without manual operation of the ,engineers hand wheel For the'purpose of illustration the motor |09 may be substantially like. that disclosed in my copending application Serial No. 488,041, filed May 22, 1943, assigned to' z the assignee Vof the present application and which comprises means including a power piston rod |l2 connected to link |08 for actuating same to. adjust the gear sector |06.

Operation of the power motor |09V toadjust the shaft |03 is arranged to be controlled by pressure of fluid in two control pipes I6, |I1. 'With both of these control pipes open to atmosphere the piston rod ||2 will assume a neutral position for positioning shaft |03 in Stop position. Upon supply of fluid at a certain pressure to pipe ||6 while maintaining pipe ||1 open to atmosphere, the motor |09 will act to turn shaft |03 from Stop positionin the Ahead direction to the opposite end of the respective Maneuvering zone, while a' further increase in pressure of fluid in-said pipe will cause operation of the motor to turn the shaftr into the adjacent Speed control" zone an' amountV in proportion to the degree of pressure increase. A certain maximum pressure of fluid inpipe I 6 will cause operation of motor |09 to turn shaft '|03 vin the Ahead direction to the end of the Speed control zone most remote from Stop position. Positioning of shaft |03 at the Astern side of Stop position may be obtained by operation of motor |09 in a similar manner upon providing fluid at proper pressures in pipe |1 While maintaining pipe ||6 open to atmosphere.

Pipe ||6 leads to a controlr valve device ||8 which may bei'identical to the i'naste'r speed'control valve deviceA 41 except'forthe type of operating lever I9. In contrast to the masterv speed control device, one'end' of lever I9 is fulcrurned tothe casing ofthe device'whilev an intermediate portion engages the regulating screw 12. In the opposite end of lever I9 isa roller |20 which engages the peripheral surfacey of a c'am |2| which is mounted on a shaft |22 for rotation therewith.

The controlpipe |I1 is connected to a control valve device 23 which is identical to the con- 'trol'valve device` I l0 and thus provided with a lturn gear |34 and shaft |22.

l0 lever ||9 .in the end ofn which is a roller |20 engaging'the'peripheral surface of a cam |24 also secured to shaft. |22 for rotation therewith. The cam .|24 isv identical to the cam |2| but reversely arranged on shaft |22.

A uid pressure supply pipe |25 connected to the two'control valve devices |I8 and |23 is supplied with fluid under pressure from the ysupplyrpipe 492 through' a cut-out valve device`|28. This device may comprise a plug valve .|21 and an operating handle |28 for turning said -'valve to al pilot-house control yposition in whichit is shown in the drawing, or to an engine-room control position indicated by a line |29. AvT-shaped passage..l30V in the plug valve |21 establishes communication between pipes 92 and |25 in the pilot-house` control position of. said valve and handle |28,` while inthe engine-room control position indicated by line v|29 this communication is closed' and passage |30 connects pipe .|25 to an atmospheric vent port |3| for thereby releasing all fluid pressure fromthe controlvalve Vde-- vice ||8 and |23 and from the'power motor |09. The shaft |22 is arranged to` be operated by a .gear |34V which is operatively connected by an endless chain |35to twov gears |36 and. |31. which are rotatably mounted'` on a fixed portion not shown. `A hand operated lever |38 is connected to gear |36 foroperating same to turn gear |34 and shaft |22, while a hand. operated lever |39 is connectedto gear |31 for operating same to It will be noted that the two levers |38 and |39 will operate in unison upon operation of either. These vtwo levers constitute pilots control means vfor *conf trolling maneuvering the speed of the engines-and are intended for location in the pilotehouseofa ship, one at eitherjside thereof.,

Y Each of the manually operated levers|38and |39 has a neutral or.Stop. position 1in' whichfit is shown inlilig. lofthe drawings, and at either side ofthis position there isafManeuvering zone and beyond eachfManeuvering zone is a Speed controly zone,as indicatedby lines and legends in Fig. l, it being noted that lsaid ,levers have the same control positions t and. zones of movement as the engineers hand'wheel |04... The cam |24 is sodesigned as .to effectoperation of the control valve device |23 to gradually increase thepressureof fluid Vin pipe |1 forcentrolling operation ofthe power, motor |09, as the pilotscontrol levers|38 and |39V are movedfrom Stop position in the Ahead direction, while, under this conditionthe.cam |21 will permit operation of the control .Valve device I8 to4 maintainpipe H8 open to atmosphere. The power motor |09 is adapted to respond to pressure'of fluid thus provided in pipe ||1 by the time.v the pilots control levers |38 and 3 9 are moved to the end of the Maneuvering zone inthe Ahead direction toturn shaft. |03 .and camV 85 to the same vposition assaid shaft would obtainr the Aheadv direction to the end? ofthe Speed shaft |03 will be obtained.

" Yoperationof the master'speed control device 31 to control'zone most .remote from Stop'A position. Y

,It willv thus be seen that by adjustment of Athe pilots control leverV |38 "andl39in the Speed control zone at the Aheadfside of Stop corresponding adjustment of 'shaft |031andcam 85 on the engineers maneuvering and speed V.control On 4the other hand, if thepilot movestlfielV levers f |38 and |39 inthe opposite or Asterndirection from .Stop position the valve device l |8 will act to 'supply fluid Vto pipe I IB ata pressurecorre- 'spondingto the. position of said lever, while the valveldevice |23 will open pipe Ilto the Vatmosphere,.whereby shaft|03 of the engineers Vmaneuvering and speed .control device Will be Acorrespondingly positioned. Y

Inj operation, let it be assumed that the Vcut-out valve-device 1|2|isin the pilot-house control Yposition shown in the drawing supplyingV fluid under pressure from pipe 92 to pipe |25 and thence. to the powerlmotor |09 and ,control valve devices `||81and |23; Let it ,further be assumed that the pi1ots,c,ontrol levers |38 and |39 `areintheir ,Stop.V ,positionsvas shown inFig. l undery which condition both of thev valve devices IB and |23 .will be conditioned to open pipes l I6 and ||1 to Stopr position, the master speedcontrol valve device A3." willopen pipe 33 to atmosphere, so Vthat Vviliflrthe engineers controlY valves 28V inV their f rnultiple control positions as shown in Fig. 1, vand withothe solenoids 23 deenergized, pressure chambers I2 in the two fuel control devices 'l'will be Vso open .tovatmosphera The fuel controlarm 4 at each enginejrwill then occupy the minimum speed oridleposition shown inFig. 1. Y jLetjoitalso be jassumed that the engineers overspeed control valve device 90 is adjusted as shown in `Fig. Soin order to supply iluid from pipe l Y9 2 to pipe4l vatthe reducedpressure.V of 'sixty-V Ytive pounds above-mentioned. Y

With' the apparatus Yconditioned as justl ,described, if Athe pilot desires to move Y,the ship forvwardly he will move levers V|38 and |39 from Stopposition inthe direction indicated by the Y ,legend Ahead through. the Maneuver'ingzone to the ,Speed control. zone and this operation will cause' starting of Vbothfof the. enginesv by ,means not shown in the drawing andwhich are immaterial to the invention. VIt ismerelydesired to point Yout however that when the levers |38 and ,|39 reach the' end of the Maneuvering zone adjacent fthe- .Speed control Zone .the lengines Vwill be started and the cam 85 will be so positioned that the master speed control valve device 31 will still be-opening pipe 33 and thereby pressurechambers n|2 inthe fuel control devices 1 to atmosphere. The two fuel control devices 'l Vwill Vtherefore function to cause adjustment "of the Yfuel control levers Y4 to supply fuel to therengine in a` quantity to permit operation of the engines `atthe minimum or idling speed. Y

, Irflthepilot now desires to accelerate the two engines, hewill move levers |38 and I39iurther i ,in theAAfAhead direction-into the Speed con-i trolz'onejand this will cause operation of cam 85 Thisfop'eration of cam 85 will in turnV cause |24 andvalve device |23 to effect operationk of the Y power inotorelllil to Ycorrespondingly,operate jcam Yspeed of the engines to reduce provide inrpipfe 33 at a pressure correspond`-v ing to the position of the pilots control levers |38 spondingly greater movement of the fuel control levers 4 on the two engines away from their idling positions andthus a corresponding increase in speed or power output ofthe Ytwo engines.Y `Movement of the pilotscontrol levers |38 and |39 in the Ahead direction to the extreme end of the Speed control zone will condition the master speed control valve device 31 so that'the supply valve 5l therein will remain open, whereupon the Umaximum pressure of iiuid effective Yin pipelll yWill become'eiective through pipe v`33 in pressure chambers I 2 of the two fuel controlidevices l, and this pressure of fluid will actuate the pistons 8 to move the fuel control arms 4 on the engines t0 the positions indicated by lines 5 in order that both engines will .operate at theirrtop speed or "output for continuous operation. Y

`If the operator now desires'to reduce the speed or output of the engines, he will move levers |38 and |39 back in thev direction of the Stop position and the master speed control device 31 vwill operate to correspondingly reduce the pressure of iluidl inpressure chambers I2v of the fuel control devices .'|,L so that the speedY of the two engines 4Will'be proportionately reduced. ,Turning ofthe pilots control levers V|38 and |39 tothe end of the Speed control zone adjacent Stop posi- .tion will causereductionin speed or output of the engines to minimum or idling,-as will beapparent.

VIi the pilot now desires that the ship move in ytheopposite or astern direction, he'will move the levers |33 and |39 in the direction indicated by the legend Astern and with said levers at the end of thev Maneuvering zone adjacent the re- ,spective Speed control zone, the engines will be started in the reverse direction and will operate at minimum idling speed.V Furthermovelnent of levers |38 and |39 into the Speed control zone will then accelerate the engines in accordance with theposition `of' said levers in said zone.

vMovement of levers |38 and- 39 tothe eXtreme .will operate at their top speed or output for coni tinuous operation, while return ofY said lever throughthe Speed control zone'in the direction of Stop position will reduce thespeed. ofthe Yengines according to the position of said leversin.

said zone, VTurning'of levers '|38 an'd `|39 to the Yend of the "Speed control zone adjacent the respectiveManeuvering Azone will cause the toidling, as Vwill be apparent." o

vIn the operation just described, the'oover-speed control valvedevice- 90 was assumed to be in the Aconditioneshown in Fig. 3 to Vlimit the. pressure of fluid in pipe 4| to the lower degree of 65 hpounds, and this pressure effective in the Vfuel control-devicesV 1, in the maximum speed posiktions 0f the pilots control levers |38 and |39,will

173 move the fuel control-levers 4-onlytothe.V positions indicated byv levers to obtain the top speed of the engines for continuous operation as above mentioned. It is desired A1z0-point out, however, that by suitable adjustment of the pilots control levers |38 and |39, any desired speed ofthe engines from idling to the top speed for continuous operation can be obtained, but the. pilot cannot increase the engineV speedabove this top speed since it is limited by thepressure of iluid provided in pipe 4 I Now if it should be desired to operate the engines at an even greater speed than the top speed for continuous operation, the engineer may operate the over-speed valve Ydevice `90 to increase the pressure of fluid supplied to pipe 4 I, and since the supply valve 51 of the master speed control valve device 31 will be open under this condition, this increased pressure of fluid will become effective in pipe 33 and thus in the two fuel control ldevices 1 at engines I and 2. This increased vpressure of fluid provided in the fuel control devices A1 will then act to move the fuel control levers 4. past the lines 5 in the direction of lines 6 to positions corresponding to the increasein pressure of iluid.

Should the engineer adjust the overspeed valve device 90 to providethe maximum permissible pressure of fluid in pipe 4I; as might be obtained by an adjustment of said device to maintain pipe l92 open to pipe 4|, this pressure effective through the master speed control device 31 in the fuel control device 1 will move the fuel control levers 4 to the positions indicated by lines 6 to thereby provideV for operation ogf both engines at their maximum speed or output. By proper adjustment of the overspeed control valve devicey '90, it will be seen that the engineer can increase the pressure of fluid in pipe 4I `in any desired number of increments from that normally provided up to the maximum, and can also reduce this pressure in any desired number of increments, in order that any desired degree of overspeed of the engines I and 2 maybe obtained, or the degree of overspeed may be limited, in case of necessity,or the overspeed can be completely' cut out, if desired.

This over-speed control o f the engines is under the control of the engineer who will be constantly aware of the operating condition ofthe engine, so that the degree and use of overspeed may be limited as required to protect the engines against damage, and further, it relieves the pilot position shown in Fig. lto thaty in which handle 30 will be in the positionindicated byline 3|. This will close communication between the master. speed'control pipe 33. andthe respective pipe 2l to render the fuel control device 1 of engine 2 nonresponsive to the master speed control device` 31, which `device, however remains connected to control operation of engine I. In this position of plug valve 29 for engine 2 the respective pipe 2| is connected tQ pipe 34 and the engineers control valve device 35. The engineer by operation of the controlyvalve device 35 may then vary the pressure of fluid in the fuel control device 1 on engine 2 independently of" engine I and thus operate engine 2 at whatever speed he may desired. Return of the plug valve 29 for engine 2 to the position shown in Fig. 1, will render the engineers control device 35 ineffective to control engine 2, and engine 2 will then-be reconnected for control to the master speed control device 31. Likewise,engine I byrsuitable manipulation of the respective plug valve4 29 may be disconnected fromthe master speed control device 31'and connected to the engineers speed control devicev 35 for control bythe engineer independently of engine 2 as controlled by the pilot, while return of this plug valve to the position shown in the drawings will restore control of engine I to the pilot, as will be evident.

Both Vof the plug valves 29 maybe operated if desired or necessary to removethe control of both engines from the pilot and place both under control of theengineerscontrol divecev 35, while return of the plug valves 29to the positions shown in Fig. 1 will restore the control of both engines tothe pilot.

In case of necessity or desire the engineer may take over all control of the engines, ythat is, control of starting, and speedas above described in'.

connection Vwith pilots control. To, take over this control the engineer willturn the plugV valve |21 frornits pilot-house control position shown in the drawing to its engineers Ycontrol position in of the ship of any concern over the engine condition.

In case the power of both engines is not required for propelling the ship, either engine may be disconnected from the master speed control device 31 and allowed to operate at idling speed by closing of the respective engineers switch 26 whereupon pressure chamber I2 in the respective fuel control device 1 will be opened to atmosphere to allow movement of the respective fuel control lever 4 to its idling position. Subsequent closure of the switch 26 will again connect the respective fuelcontrol valve device 1 to the master speed control device 21, so that the engine will accelerate to the speed corresponding to the adjustment of the master control device 31 and thus to the speed of the other engine.

If desired, the engineer may remove either engine from control by the pilot and control it independently for operating auxiliary apparatus, such as a re pump. In case the engineer should thus desire to cut out the control of engine 2 by the pilot, he will turn the plug valve 29 from the which the lever |28 will occupyy the position `indicated by the line |219. In vthis latter position of plug valve |21, the supply of ilnid to pipe' |25 will be cut off and said pipe opened to atmosphere. With pipe |25 opento,4 atmosphere, all fluid pressure will be released from the' control Valve devices II8 and |23 'and from the power motor |09 whereby piston'rod IIZ of said motor may .be reciprocated by operation of the engineer-s hand wheel |04. The engineer by suitable operation of the hand wheel |04 may then control the starting ofthe engines in either direction and subsequently the speed of the engines, in a manner which will be apparent from the above description of pilots control.

Summary It will now be seen that I have provided a control system for a plurality of engines embodying means for controlling the engines either from a local station or a remote station in unison, or from said local station individually. While the engines are under the controlof the remote station either may be removed from such control, and, if desired, operated individually and independently under control from the local station. The system provides at the remote station for control of engine speed from minimum speed up to a top speed for continuous operation. Overspeed of the engines may be obtained, but the control of overspeed is at all times under the control of the engineer who is constantly aware of the condition-1 of the engines' and thusinya position to limit the use and degree of overspeed to safeguard the4 engines. Y yHaving now vdescribed my invention, what I claim' as new andV desire to secure by Letters Patent, is: i

1. Ari-apparatus for controlling the speed or power output of a plurality of internal combustion engines each of which is provided with fuel governing means having an engine idling position, av second position for effecting operation of the-'engine at a topspeedfor continuous operation-and a third or over-'speed position, said apparatus comprising in combination, a fluid pres sure contrclledrneans for each engine operable when vvoid'of iluid under pressure to adjust said fuel governing means to said idling position and whenfsubject to' fluidat a certain pressure to `adjustfsaidfue'l governing means to said second position andwhen Ysubject to fluid at a still higher pressure to adjust said fuel governing means to saidjoverspeed position, a source of fluid under pressure, manually adjustable overspeed control means' for controllingsupply of uidunder pres"-V sure from said source to ay supply pipe, 'said overspeedjcontrol means having two adjustments one for limiting pressure of fluid in said supply pipe to the said certain pressure and another for limiting the pressure of uid in said supply pipe to said greater pressure, master self-lapping control means operable to supply uid under pressure "from saidV supply pipe:v for voperating both of said 'fluid pressureV controlled means and having a maximum pressure condition for maintaining openy communication between said supply pipe and said fluid pressure controlled means and lbeing also operable to close said communication -Vand to release uid under pressure from said fluid pressure controlled means, independent conytrolmeans Yfor'each ofisaid fluid pressure controlled means, and selector means, controlling communication between said Huid pressure controlled means and said master Yand independent control means and selectively operable to open .communication between said Iluid pressure controlled means and either said master or inde-l pendent control meansand to close communicafr tion between said fluid pressure controlled means and the r other control means.

,2. In'combination, a plurality of internal combustion engines, individual fluid pressure controlled speed control means for each engine ad` justable to Vary the speed or power output of the engine in accordance with pressure of such uid, l

master control means comprising an operatingv member and'A means controlled by said member and operable to supply fluid at pressures which vary according to operation of said member for controlling said speed control means, an independent control means for each of said speed control means comprising an operating Vmember operable to supply iluid at pressures in accordance with the operation of said member for controlling operation of the respective speed control means, and an individual selector valve for each speed control means operable to connect same V operable means at one ,station operable to control said master control means, powery control means operable to control said master control means, 'manually operable means at another station operable to control'operation of said power control means, and selector means at said one station selectively operable to render said master control means controllable by either said power control means or by said manually operable means at said one station. Y, Y t 4. In combination, a plurality of internal com'- bustion engines, individualfspeed control means for each engine adjustableto vary the speed or power output of the engine, master control means operable to control VYthe ,individual 'sp/eed control meansV for all of said engines in unison, manually operablemeans at one station operable to. conf-l trol said master control'means, powercontrol vmeans operable to control said master control means, manually operable means at another stai tionoperable to .control operation of said power Hcontrol means, selector means yatsaid one station selectively operable'to render4 said master control means controllable by either said manually operable means at said one station or by said .power control means, independent control means at said one station operable to control said speed control means, and selector means selectively opera-ble to render said speed control means controllable by either said mastervcontrol meanslor said independent control means and Y non controllable by the other control means.

ROY R. STEVENS.

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