US2490113A - Engine output equalizing apparatus - Google Patents

Description

Dec. 6, 1949 J. A. CAMPBELL ENGINE OUTPUT EQUALIZING APPARATUS 2 Sheets-Sheet 1 Filed March 16, 1946 mm Ow NB ww wm in on Q. Wm mm wQwEmIP LNEN m2 Q mw 8 S 32w 8 mm m IN V EN TOR. James A. Campbell Dec. 6, 1949 J. A. CAMPBELL 2,490,113

ENGINE OUTPUT EQUALIZING APPARATUS Filed March 16, 1946 2 Sheets-Sheet 2 (N NCO Q OwT 01g 8 2239 Q 995 03 O l Qfiw-QN \O QQ 21 QEQQEQ 5% 9.-

T? to A 00 N J3 M m :2 E9. 323 0 E3 010) INVENTOR. Jam es A. Campbell F BY H '4' ATYURMFY Patented Dec. 6 1949 ENGINE OUTPUT EQUALIZING APPARATUS James A. Campbell, Berkeley, Calif, assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application March 16, 194.6, Serial No. 654,931

10 Claims.

This invention relates to control apparatus and more particularly to means for equalizing the power output of a plurality of prime movers such as internal combustion engines of the Diesel type.

One object of the invention is the provision of means for automatically equalizing the power output of a plurality of engines.

Another object of the invention is the provision of apparatus embodying operators control means for simultaneously adjusting the power output of a plurality of engines, and means automatically operative in accordance with a selected degree of power output of one of said engines to adjust the power output of the other engine or engines to substantially the same degree, in case the power output of said other engine or engines is materially different from that of said one engine.

In Diesel engines the position of the so-called fuel rack or shaft, which determines the amount of fuel supplied to the engine, is considered a most reliable and practicable index of engine output, and another object of the invention is therefore the provision of means which is automatically operative in accordance with the position of the fuel shaft on one engine to cause the fuel shaft on another engine or engines to assume substantially the same position.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diagrammatic, elevational view of a system for controlling the speed or power output of a plurality of engines and embodying the invention; Fig. 2 is a diagrammatic view of a portion of a fuel control system for each of said engines; Fig. 3 is a sectional view of a fuel or speed control motor for each of said engines and shown in elevation in Fig. 1; Fig. 4 is a sectional view of a pressure regulating valve device associated with each of said engines and shown in elevation in Fig. 1; and Fig. 5 is a sectional view of an equalizing valve device shown in elevation in Fig. 1.

Description As shown in Fig. 1 of the drawings, the dot-dash line enclosures designated A and B indicate two of a plurality of engines, the enclosure designated A constituting what may be called a master engine, while the enclosure designated B constitutes, one of any desired number of engines to be controlled from engine A. Engine B may be referred to as a slave engine.

Each of these engines may for the purpose of illustration be of the Diesel type comprising (Fig,

' 2) a conventional cam shaft l for operating through a cam 2 and a push rod 3 an injector pump 4 for each engine cylinder, for supplying fuel to said cylinder through an injector pipe 5. The amount of fuel supplied to the engine cylinder by pump 4 is adapted to be regulated by a pump adjusting rack 6 operatively connected to a lever 1 on a fuel control shaft 8. The fuel shaft 8 may have an engine idling position in which it is shown in the drawing for adjusting pump 4 to provide fuel to the engine cylinder in an amount sufficient to cause operation of the engine at an idling speed and may be turned in a clockwise direction, as viewed in Fig. 2, to adjust said pump to increase the fuel supply in proportion to the degree of such turning. A maximum amount of fuel will be provided to the engine in a position of the fuel shaft 8 such as indicated by a dot-dash line 9. It will be understood that the engine may have any desired number of cylinders and that a fuel pump 4, rod 3 and cam 2 will be provided for each cylinder, and that the fuel shaft 8 Will be connected to all fuel pumps, in accordance with conventional practice.

Adjustment of the fuel control shaft 8 on each engine may be controlled by a speed governor l0 which may comprise a centrifuge ll connected by gears Ila to the cam shaft I. Two oppositely arranged centrifugally controlled bell cranks l2 are pivoted at their knees on pins [3 in centrifuge I I. One end of each of the bell cranks 12 engages a collar I4 secured to a vertically movable plunger or rod l5 which is provided with another collar IE engaged by one end of a governor control spring [1. The opposite end of spring I! is engaged by a movable follower [8 against which bears an adjusting cam l9 pivoted on a fixed pin 20 and connected by an arm 2| to a governor adjusting rod 22.

It will be apparent that when the engine is in operation turning the cam shaft I, that centrifugal force of the governor bell cranks l2 will be opposed by the pressure of the control spring I! and that the upper end of said cranks will move away from rod [5 to a position in which said centrifugal force will balance the pressure of said spring, and thereby position said rod in accordance with the pressure of saidspring. If the cam is turned in a clockwise direction to increase the pressure of spring I! on collar Hi, the bell cranks l2 will be moved toward rod 15 to permit said rod to move down a proportional degree, while if the cam is returned toward the position in which it is shown in the drawing, the rod l5 will be elevated correspondingly. In other words, when the engine is operating the rod i5 will assume a position corresponding to the adjustment of cam l9.

An operating arm 23 for the fuel control shaft 8 is connected by a link 24 to one end of a lever 25. The opposite end of lever 25 is fulcrumed on a fixed pin 25, while intermediate its ends said lever is connected by a pin 2? to the governor rod [5, whereby the fuel control shaft 8; will be posi-. tioned in accordance with the position of said rod and of cam [9.

In the drawing the parts of the governor ill in= eluding cam i9, and the fuel. control-1 shaft 8. are. shown in the position which it may be assumed will provide for operation of. the engine at an idling speed. With the engine operating. if the cam i9 is now turned in a clockwise direction the governor rod l5 and fuel control shaft 3 will move out of idling position to a new position, corre-. sponding to the change in position of said cam, to caus a proportional r a n. th amount o fuel supplied. to the engine and tl'lereby a corre-z word n inoroaso o e out uto h n in The turning of cam 59 in the opposite. direction will result in a corresponding reduction in the. amount of fuel supplied to the. engine. It will thusbe seen that by suitable adjustment of earn i9 the supply of fuel to the engine may 9 adjusted to obtain any selected degree of power output from the engine.

On the master engine A, the governor control rod is connected to a governor control motor. 3E while on the slave engine Bsaid rod is. con: nected to a governor control motor 31..

With but one exception, which will be. later brought out, the governor control motor 3il ,on the master engine A and the motor 3i on the slave. engine B are. identical in construction, each comprising (Fig. 3) a casing containing a power piston 32, and a rod 33 connected at one end to said piston while the opposite end is, connected :1:

exteriorly of the casing to the governor control rod 23. The piston rod 33 ext'ends through a pressure chamber 3% at one side of piston Bland through a bore in a head 35 closingtheopen end of said chamber, said head being provided witha plurality of grooves encircling, saidrod and con: taining sealing rings 36 having sealing. and.slicl-. in contact with said rod to prevent. leakage offluid. under pressure. from. said chamber. The pressure chamber 34 is connected to a control passage 3'! through which fluid under'pressure is adapted to be supplied to and released froni said. chamber, in a manner and by means tobe later described. At the opposite side ofthe power. piston 52 is a non-pressure chamber 38 whichis open to atmosphere through a passage 39 and which contains a regulating spring 4t acting on said piston in opposition to pressure. of fluid in pressure of fluid in pressure chamber 34.

Each of the governor. motors. further com; prises a plurality of spaced apart flexible dia; phragms 41, 42, 43, 44 and 45 arranged, in. the.- order named in coaxial relation with each; other and with the regulating spring 49 and the power. piston 32, the diaphragm 4| being disposedmost remote from said piston. The several diaphragms are clamped around their edges in the casing and are all connected together centrally for move-,. ment in unison by structure comprising followers. spacers, and securing means indicated generally in the drawing by reference numeral 45.. This structure 46 includes a coaxially arranged sleeve; like member 47 projecting from the diaphragm 45 through a bore in a wall 48 into thenon-pres: sure chamber 38 wherein it supports seat means 49 carrying the end of regulating spring opposite that acting on the power piston 32.

The sleeve-like member 4'? is hollow and provided with spaced apart slots 55 extending longitudinally thereof. Disposed within the member 4'l is an element 5i constituting a fixed part of a valve structure which will be presently described, said element having radial fingers 52 extending through the slots 5% and contacting a shoulder 53 on the partition wall 43. The slots 5!] provides for longitudinal movement of member 43 relative to the element 55 and wall 48. Only one of the slots 53 and fingers 52 are shown in the drawing.

Between the diaphragm and wall 48 is a non-pressure chamber 54 which is open through a passage 55 to thenon-pressure chamber 38 and thence to atmosphere through passage 39.

The diaphragms 4i and 42 are of the same areas and cooperate to form an intermediate chamb 4 .i isa control pressure chamber 57' which is open toa pipe 53. The pipe 53 at each engineisconnected to a control pipe 59 extending to all the engines from an operators control device 60 which is provided for regulating pressure of fluid in chamber 57 in all of the governor control motors 39 and Si simultaneously. A precompressed bias spring 6i, contained in chamber 5? in, each of the motors Stand 8|. has one end bearing. against the diaphragm connecting structure 46. The opposite end of the bias spring ii is supported on one or more pressure adjusting shims 62, while in the motor 39 associated. with the. master engine A there is, provided an additional shim 63 under spring 65 for reasons. which will be later brought out. This additional shirn- 63 constitutes the only structural difference between the governor control motor 39 employed on the master engine A and the governor control. motor 3.! employed on the slave engine B.

The diaphragms 43, id and. 45 are. all of the same area but of larger area than diaphragms 4i. and 42. Between thediaphragms 42 and 43 is a chamber 54 which in the. governor control motor 3 on the master engineA isopen to at-. mosphere through a. passage 65a, while. on the slave engine B said chamber, isopen throughsaid passage to a pipe 65 through which fluid under pressure is adapted to be varied. in saidchamber,

amanne-r-which. will be later brought out.

The diaphragms 4,3 and 44 cooperate. to; forma chamber 66 which isadapted to be constantly. supplied through a pipe 61 with fluid under. pres sure from any suitable source. Between the diaphragms 44 and 45 is a chamber 58 towhich passage 31 from the power piston pressure chamber 34 is open.

The element 5;! supported on the casing; wall 4-8rsupports one end'of a sleeve or valve seatmernber 69' which is slidably mounted in a suitable bore provided axially inthe diaphragm connect-v ing structure 46. The seat member 69 extends into a chamber 7 instructure 46 which chamber is in constant communication through a port H with chamber 68. A sealing ring 'i2 carriedby structure 46 engages the peripheral; surface of member 69 to prevent leakage of fluid under pres sure from chamber 70 to chamber 54.

The valve seat member 69 has a valve seat arranged for engagement by a release valve T3 which is provided for controlling. CQmmunication between a passage 14. open to chamber. 10 and a passage 15 opening to the non-pressure chamber 38 by way' of slots 50in the element 41 and cham- At the opposite side ofdiaphragm ber 54. The release valve I3 is provided on one end of a stem I6 slidably mounted in a bore in the valve seat member 69 and extending into chamber I8 wherein said stem is provided with an enlarged head 11. Interposed between one side of head I1 and the adjacent end of member 69 is a coil bias spring I8 which is effective to urge the release valve I3 out of engagement with its seat.

The opposite side of head I! on the release valve stem I6 engages a projection I9 of a co-' axially arranged fluid pressure supply valve 88 which is contained in a chamber 8| provided in the structure 46. A seat is provided on structure 46 for the supply valve 88, and the projection 19 extends through an opening encircled by said seat, said opening being of greater area than said projection. Chamber 8| is in permanent communication through a port 82 in structure 46 with chamber 66 and thus with the fluid pressure supply pipe 61. The supply valve 88 is provided for controlling flow of fluid under pressure from the supply pipe 6! to chamber I8 and thence to chamber 68 and through passage 31 to chamber 34 at the outer face of the power piston 32.

The supply valve 88 is formed on one end of a fluted stem 83 which is slidably mounted in and extends through a bore in structure 46 into a chamber 84 which is open through one or more ports 85 to chamber 56 between diaphragms 4| and 42. A coil bias spring 86 contained in chamber 84 acts on the valve stem 83 for urging the supply valve 88 in the direction of its seat. Chamber 56 is adapted to be constantly supplied with fluid under pressure from the supply pipe 65 by 3.1

way of the fluted valve stem 83.

In the governor control motor 3| on the slave engine B chamber 64 between diaphragms 42 and 43 is adapted to be charged through pipe 65 with fluid, by means to be later described, either at or above or below some chosen degree such as 25 pounds, and since diaphragm 43 is of greater area than diaphragm 4|, this pressure will create a force acting in the direction of the left hand on structure 46. In the governor control motor 38 on the master engine A, in which diaphragm chamber 64 between the diaphragms 42 and 43 is opened to atmosphere, the additional shim 63 under spring 6| provides the same force on structure 46 acting in the direction of the left hand as obtained by the chosen pressure (25 pounds) provided in chamber 64 in the governor control motor 3| on the slave engine B. This additional shim 63 in the governor control motor 38 on the master engine A automatically conditions said engine to act as the master for controlling the output of the slave engine.

Assocated with each of the engines is a pressure regulating valve device 98 arranged to be controlled by the respective fuel shaft 8 for providing in a pipe 9| fluid at a pressure proportional to the position of said shaft and hence proportional to the amount of fuel supplied to the engme.

Each of the pressure regulating valve devices 98 comprises a casing containing two spaced apart and coaxially arranged flexible diaphragms 92 and 93 of the same areas and clamped around their edges in the casing. Between the two diaphragms 92 and 93 is a chamber 94 open to a fluid pressure supply pipe 95 and thus adapted to be constantly supplied with fluid under pressure. The chamber 94 is formed in two parts separated by a wall 96 but in constant communication with each other through a passage supply chamber 9 3.

91 in said wall. At the opposite side of diaphragm 93 is a non-pressure chamber 98 which is open to atmosphere through a breather port 99. At the oppsite side of diaphragm 92 is a chamber I88 open through a stabilizing choke I8I to a chamber I82 to which pipe 9| is connected.

Disposed in chamber 94 is a stem I83 having one end connected to the center of diaphragm 93 by follower plates I84 and a clamping nut I85. The opposite end of stem I83 is in the form of an enlargement I86 extending centrally through the diaphragm 92 and cooperating with a nut I8'I in chamber I88 to secure said stem to diaphragm 92 through the medium of follower plates I88. A coil regulating spring I89 encircling stem I83 within chamber 94 has one end engaging vthe casing wall 96, while the opposite end acts against the enlargement I86 through the medium of a spring follower H8. With spring I89 fully expanded, the diaphragm 92 and 93 and the stem I83 will assume a position such as shown in Fig. 4 of the drawing.

In the stem enlargement I86 is a chamber III open through a passage II2 to the fluid pressure A fluid pressure supply valve H3 contained in chamber III has a fluted. stem H6 extending through an axial bore in nut IiII into a chamber II formed within an extension II6 of said nut. The extension H6 is mounted to slide in a sleeve II? which extends from the exterior of the casing through cham ber I82 and a wall separating said chamber from chamber I88. Chamber II5 Within the nut extension II6 is open through one or more ports H8 in sleeve II! to chamber I82.

The end of the supply Valve stem II4 engages in chamber H5 a fluid pressure release valve II9 having a fluted stem I28 mounted to slide in a bore provided axially of a plunger I2I which is slidably mounted in sleeve I I1 above the nut extension IIB, said plunger being provided around the end of said bore open to chamber II5 with a seat for engagement by said release valve. The release valve stem I28 extends into a chamber I22 in plunger IZI, said chamber being in constant communication with atmosphere through registering ports I23 in said plunger and the sleeve III. Chamber I22 contains a bias spring I24 acting on the release valve II9 for urging it away from its seat, while in chamber III containing the supply valve I I3 is a spring I for urging said valve into contact with its seat, the spring I25 exerting a greater force on the supply valve H3 than is exerted by spring I29 on the release valve III-I. The plunger I2I has an annular groove carrying a sealing ring I26 having sliding contact with the interior surface of sleeve I I? for preventing leakage of fluid under pressure from chamber I I5 past said plunger to atmosphere.

Outside of the casing and beyond the adjacent end of sleeve II? is a spring seat I 2'8 secured to plunger I2I, and a coil spring I28 encircling said sleeve and supported on the casing bears against said seat for urging said plunger in a direction away from the release valve II9. Above the spring seat I21 an adjusting screw I29 is connected to plunger I2I by screw-threaded engagement and is locked in an adjusted position by a lock nut I38 mounted on said screw and engaging the adjacent end of said plunger. The adjusting screw I29 is engaged by one end of a bell crank I3I which at its knee is pivoted on a pin I32 carried in an arm I33a projecting from the casing. The opposite end of the bell crank I3I is operatively connected to one end of a link I33 the opposite end of which isconnected to one end of. an

arm I34 which is mountedon the respective en: gine fuel control shaft 8 for movement therewith,

With the fuel control shaft 8 on each engine in its engine idling position, screw lie in the respective regulating valve device 9i} may be turned out of plunger I2I for urging said plunger. in adownwardly direction against springs iii} and iEdxtoa position in which it is in contact with the release valve I I9, with the supply valve i I3 seated by.

spring. I25 and with the spring we fully expanded,

The screw I29 may then be locked to the plunger I2I by the lock nut I3il.

If the fuel control shaft 8 on either engineis rocked out of its idling position in which it is shown in the drawing this movement will actuate arm I35 and link its to rock the bell crank I31, ina corresponding direction to move plunger I2I- in the direction of the supply valve I i3, and with the release valve IE9 seated against the end of said plunger said supply valve will be opened to permit flow of fluid under pressure from chamber 84. and the supply pipe as to chamber HE and thence through port i it to chamber i232 and pipe 9 I. At the same time as fluid thus flows to pipe 9 i.

it will equalize through the stabilizing choke It! into chamber led andtherein act on diaphragm 92. in opposition to pressure of the regulating spring IilQ. When the pressure of fluid in chamber Iild then becomes sufficient to overcome the force of regulating spring 982; the diaphragm 92 will deflect against said spring.

Now assuming that movement of the fuel con.-

trol shaft 8 has ceased in some position out of its idling position, movement of plunger I2I and thereby of the release valve i It and supply valve H3 will also have stopped, as a result of which, deflection of diaphragm by increasingpressure of fluid in chamber will be relative to said supply valve until said supply valve becomes seated. Seating of the supply valve l 53 will then prevent further flow of fluid under pressure to chambers Hi2 and Idfi and pipe Q i, whereupon deflection of diaphragm 32 will cease since the pressure of regulating spring I99 will have been increased sufliciently to counterbalance the pressure of fluid in chamber Hit. The increase in pressure of fluid in pipe BI will therefore be limited to a degree dependent upon the extent of movement of the fuel control shaft 3 out ofits idling position.

If the fuel control shaft 8 is moved further out of its idling position the respective pressureregulating valve device as will again be operated to increase the pressure of fluid in the respective pipe 9! to a degree corresponding to the degree of such movement. A maximum pressure of fluid will be obtained in pipe 9! when the fuel control shaft 8 is moved to its full fuel position, indicated by the dot-dash line 9.

On the other hand, if the fuel control shaft 8v is moved in the direction of its idling position, assuming that it is out of said osition, this movev ment will rock bell crank i3: to permit movement. of plunger ME by spring I28 plus pressure of fluid in chamber l I acting on said plunger in. a direction away from the supply valve Hit. With the supply valve H3 seated, the release valve spring 524 will hold the release valve lid against. movement with plunger 5 2 I, so that this movement'of plunger IE! will be away from said release valve. to thereby open communication past said release valve. for releasing fluid under pressure from chamber I02 and pipe 9|, and also from chamber I00 above diaphragm 92. As the pressurecf fluid 8; inchamber I; is thus. reduced spring; I09. will deflect the diaphragm 92; in the direction of plunger IZI and during such movement spring 425 will move the supply valve I I3 and the release valve I -I 9 along with said diaphragm. Assuming that the fuel control shaft 8 is stopped in a position, out of idling position, movement of plunger IZI will cease in a corresponding position, so that:

movement of the release valve [I9 with diaphragm 92 will then be relative to said plunger until it engages its seat for preventing further release-of fluid. under pressure from chamber I02, pipeill and chamber [.60. When the release valve IIS is thus closed preventing further release of fluid under pressurev from chamber Illll, diaphragm 92 will stop moving since the pressure of fluid in said chamber will just counterbalance the-pressure of regulating spring I09. Thus the p iessureof, fluid in pipe ill will only be, reduced tor v degree; corresponding to the position of the fuel control shaft 8 out of idling position. If the, fuel control shaft is moved further toward, but not completely to, its idling position the regulating valve devicefill will again operate as just. described to effect a corresponding reduction in pressureof fluid in pipe 9I, while if said shaft is returned to its idle position the parts of the regulating valve device will return to the position.

shown in Fig. 4 in which the release valve H9 Willjust contact its-seat at the time-the pressure offluid in pipe 9i becomes reduced. to substantially atmospheric pressure and spring I09 becomes fully expanded.

It will noW be seen that the regulating valve device 99 on each engine willoperate toprovide in the respective pipe 9I1 a. pressure proportional to the position of the respective fuel-control shaft 8, andhence proportional to the amount of fuel.

supplied to the engine, and it is desired to further point out; that the regulating valve devices Qt: on both the master and slave enginesare adjusted the same, so as to provide the same pressures in. the respective pipes 9! for the same positions of the respective fuel control shafts 8.

The pipe 9i at the master engine A is connected to what maybe called an equalizing pipe I35 adapted to extend to all slave engines, such as engine B. Associated with the slave-engine B is what may be calledan equalizing valve device I38 connected by a pipe I31 'to the synchronizing pipe, H5 and also connected-to pipe 9| from the are constantly subject to fluid at supply pressure. At the opposite face of diaphragm I 39 is a control chamber I45 which is open to pipe I31 leading tov the equalizing pipe I35. At the opposite-face of diaphragm I38 is a control chamber I45 which is connected to pipe ilileading to the pressure regulating valve device Bil-on the respective or slave engine.

Extending through the-chamber Mil-and" the chamber dividing wall I42 is a stem I46 one end of WhlChlS clamped to the center of diaphragm new follower plates I41 and aunt I48; The

opposite end of stem I46 is connected to the center of diaphragm I38 by follower plates I49 engaging opposite faces of said diaphragm and a clamping nut I50 disposed in chamber I45. The casing of the device also has a chamber II to which pipe 65 from the governor control motor 3| on the respective engine is connected. Chamber I5I is separated from chamber I45 by a wall I 52, and extending from the exterior of the casing through chamber I5I and wall I52 and having one end open to chamber I45 is a bushing I53 arranged in coaxial relation with the diaphragms I38 and I39 and with the nut I50. The nut I50 has a cylindrical extension I54 slidably mounted in an axial bore provided in the adjacent end of bushing I53, and encircling and having sealing and sliding contact with said extension is a ring I55 carried in a groove in said bushing. The interior of the extension I54 is open to a chamber I56 formed within the bushing and said chamber is open through one or more ports I51 to the casing chamber I5l.

One end of chamber I56 within the bushing I53 is closed by a nut I58 secured in said bushing. Secured in the nut I58 is an element I59 having a bore arranged in coaxial relation to the flexible diaphragms I38 and I39, and in said bore is slidably mounted a pin I60. The pin I60 is provided in chamber I56 with an enlarged head I6I while on the opposite end of said pin is a fluid pressure release valve I62 arranged to cooperate with a seat on the nut I58 for controlling communication between a passage I63 extending through the element I59 to chamber I56, and a passage I64 which leads to atmosphere, Interposed between the nut I58 and the stem head I6I is a light Spring I65 for moving the release valve I62 out of contact with its seat.

A pin I66 projects from the release valve stem head I6I centrally through the cylindrical extension I54 and an opening I61 in nut I50 to engage a fluid pressure sup-ply valve I68 which is contained in a chamber I69 formed in the diaphragm clamping nut I50. The nut I50 has a seat for the supply valve I68 around the opening I61, which opening is of greater diameter than pin I66. The supply valve I68 is provided on one end of a fluted stem I which is mounted to slide in a bore extending through the nut I 50 to a chamber I1I formed below said nut in the diaphragm connecting stem I46. Chamber I1I is connected through one or more ports I12 to the fluid pressure supply chamber I40 between the two diaphragms I38 and I39, and in chamber I1I the supply valve stem I1I is provided with a head I13 against which acts one end of a coil spring I14 the opposite end of which is supported by a wall in stem I46. A coil spring I contained in chamber I44 acts on the adjacent diaphragm follower plate I41 for opposing movement of the diaphragms I36 and I39 and of nut I50 in a direction against said spring.

In the equalizing valve device I36 it will now be noted that diaphragm I39 is subject in chamber I44 to pressure of fluid from the equalizing pipe I35 through pipe I31, that is, subject to pressure of fluid provided by the pressure regulating valve device 90 on the master engine A, while diaphragm I38 is subject in chamber I45 to pressure of fluid provided by the pressure regulating valve device 95 on the slave engine B. 'It will further be noted that pressure of spring I14 acting to seat the supply valve I68 will oppose movement of the diaphragms I38 and I39 and the connecting stem I46 by an increase in pressure of fluid in diaphragm chamber I44 over that effective in chamber I45, while spring I15 will oppose movement of said diaphragms and stem in the opposite direction by a preponderant pressure of fluid in chamber I45. The springs I14 and I15 are so proportioned as to require a definite or fixed differential, such as eight-tenths of a pound, between fluid pressures in chambers I44 and I 45, acting in either one direction or in the opposite direction, to move the diaphragm and connecting stem I46, and this differential will remain substantially the same regardless of the pressure of fluid which may be effective in said chambers, in contrast to devices like the pressure regulating valve devices wherein the force required through lever 3! to control the device will vary in proportion to variations in the opposing pressure of fluid effective in chambers I02 and H5 and acting on the plunger I2I plus the variable pressure of the bias spring I28.

The opposing forces of springs I14 and I 15 on the diaphragms I38 and I39 and the connecting stem I46 is also adapted to insure movement of these parts to a neutral or lap position in which both the supply valve I68 and release valve I62 are seated, as shown in the drawing, when the diiferential between the pressures of fluid in chambers I45 and I44 is less than the chosen differential above mentioned.

When a speed governor controlled engine is in operation, the speed governor is usually constantly operating within a limited range to match the fuel supply to slight variations in engine load or speed, and as a consequence, the pressure regulating valve devices 90 on both the master and slave engines A and B, respectively, will cause corresponding slight variations in the pressure of fluid in the respective chambers I44 and I45 of the equalizing valve device I36, and another purpose of springs I14 and I15 is to prevent the parts of said device from moving out of their neutral position in response to such variations in fluid pressure.

In pipe 65 is a choke I16, and connected to said pipe between said choke and the governor control motor 3I on slave engine B is a volume or reservoir I11,

Operation In operation, let it be initially assumed that the engines A and B are stopped, that the operators control device 60 is opening the control pipe 59 and diaphragm chambers 51 in the motors 30, 3| to atmosphere, and that the whole system is void of fluid under pressure. On each engine, the upper ends of the governor bell cranks I 2 will then be moved by the governor control spring I1 into substantial contact with plunger I5 and said plunger will be effective through lever 25, link 24 and arm 23 to move the respec ive fuel control shaft 8 to its maximum fuel position, indicated by the dot-dash line 9 in Fig. 2. With the fuel control shaft 8 at each engine thus positioned, the arm I 34 thereon and link I33 will hold lever I3I of the respective fluid pressure regulating device 90 to its maximum pressure position in which plunger I2I will be seated against the reease valve H9 and said valve will be unseating the supply valve II3 from the nut I01.

Further, with the system void of fluid pressure the power piston 32 in the governor control motors 30 and 3I will be in contact with a stop I18 under the pressure of spring 40. In the governor motor 3! on slave engine B the pressure of spring 40 on one end of the dia- 11 phragm connecting structure 46 will thereby be reduced to a degree which will permit control spring BI, as precompressed only by the shims '62, to hold said structure in the position for seating the release valve 13 and in which position the supply valve 80 will also be seated by spring 86. In the governor motor 39 on master engine A the pressure of the additional shim 63 under the control spring 6| will .however increase the force of said spring to a degree which will move the structure 4% against the regulating spring 40 and relative toithe seated release valve I3 to permit opening of the supply valve '80 by :said release valve. 7

Now let it :be assumed that pipes 95 of the .pressure regulating valve devices 30 and pipes 51 of the governor motors 30 and 31 are opened to the source of fluid under pressure. On the master engine A fluid under pressure thus supplied ;to pipe 95 will flow to chamber 94 in the respective pressure regulating valve devices 90 and "thence past the open supply valve I3 to chambers 115 and H12 and from the latter'chamher through pipe 19:! to the equalizing pipe 135 and thence through pipe I31 to diaphragm chamber I44 in the equalizing valve device I36. At the same time as fluid is thus supplied to chamber I44 in the equalizing valve device l36 fluid will also flow from chamber E02 through the stabilizing choke 1M to diaphragm chamber 100 in the pressure regulating valve device 90 on the master engine. When the pressure of fluid in chamber I then becomes increased suificient to overcome the opposing force of regulating spring I09 the diaphragms B2 and 33 will be deflected in unison against said spring and relative to the supply valve II3 until said supply valve becomes seated to prevent further flow of fluid under pressure to chambers 152 and I00 in the pressure regulating valve device and to chamber I44 in the equalizing valve device I36, so as to thereby limit the pressure of fluid obtained in said chambers to a maximum degree corresponding to the maximum fuel .position of the fuel control shaft 8 on engine vA.

On slave engine B the pressure regulating valve device 90 will also operate to supply fluid at a maximum degree of pressure, corresponding to a maximum fuel position of the respective fuel control shaft 8 through pipe 9! to diaphragm chamber 145 in the equalizing valve device I36. Assuming that the supply of fluid to the two pressure regulating valve devices 90 is cut .in at the same time the pressures of fluid in diaphragm chambers I44 and I45 in the equalizing valve device I36 will be increased substantially in unison and to the same maximum degree, as a result of which the parts of the equalizing valve device l36 will remain in the position in which they are shown in Fig. of the drawings.

When fluid under pressure is initially supplied to pipe 5] leading to the governor control motor 3| on slave engine B it will merely flow into chamber 66 between the diaphragms 43 and 44, it being remembered that the supply valve 8% in said motor at this time is seated. Hence the power piston 32 in motor 3| will remain in contact with the casing stop I18. However, in the fluid motor on master engine A, when fluid is initially supplied through pipe 67 to chamber 66, fluid will flow past the open supply valve 8! into chamber I0 and thence through passage TI to chamber 68 between diaphragms '44 and '45 and "from the latter chamber through passage 3? to thepowerpiston chamber 34. Fluid under pressure will thus continue to flow to chamber 34 until it becomes suflicient to move piston 32 against spring '40 for increasing the pressure of said spring 'On the diaphragm connecting structure 46 to a degree suiiicient to move said structure against the control spring 6! relative to the supply valve and until said structure seats against sa'id supply valve. When thesupply valve 80 in thegovernor motor as is thus closed the supply of fluid pressure to the power piston chamber .34 will cease so that movement of the power piston 32 will also cease in a position in which it is shown in Fig. 3 of the drawin and in which the fuel control shaft 8 will :be .in .its engine idling position. It will thus be seen that on the master engine A, the power piston 32 will be moved away from stop I18 slightly upon initially cutting in the air supply "to motor 30 and 3-1, while on slave engine .B the motor piston 32 will still be in contact with stop H8; hence the pressure of spring I in the governor on the master engine A will :be increased to 'a degree slightly in excess of that enslave engine B.

Now let it be assumed that, with the oper- .ators control valve device 69 still opening the control pipe '59 and thereby diaphragm chambers "5'! in 'the two governor control motors and 3! to atmosphere, the two engines are started in any conventional manner.

As soon as the engines are started, rotation of centrifuge '31 by the respective cam shaft 2* will cause the upper ends of the governor bell cranks I2 to rock in a direction away from plungers it, due to the action of centrifugal force the-eon, and to a position in which said force will counterbalance the adjusted pressure of the respective control spring I'I. On each engine this action of the governor arms I2 will rock the fuel control shaft 8 out of its full fuel position, in dicated by the dot-dash line 9, in the direction of its idling position in which it is shown in Fig. 2, but since the pressure of the governor control spring I? on slave engine B is less than that on the master engine A, the governor control arms -52 on the slave engine B will move out to a slightly greater degree and thereby operate the respective fuel control shaft 8 to reduce the fuel supplied to the slave engine B to a degree slightly less than on master engine A, but still of a sufflcient degree to ensure that the slave engine B will continue to operate.

When the two engines are started as just described operation of the fuel control shafts 6 to reduce the amountof fuel supplied to the engines will cause operation of the respective pressure regulating valve devices to proportionately reduce the pressure of fluid in chambers M4 and I45 in the equalizing valve device I35, it being noted that the pressure of fluid in chamber M5 will reduce to a degree below that in chamber 544 since the fuel control shaft 8 on slave engine B occupies a position for supplying less fuel said slave engine than is being supplied to the master engine A. As a result, a sufficient differential will be obtained between the pressures of fluid in chambers I44 and I45 to deflect the diaphragms I38 and I39 against the supply valve seating spring IN to thereby move the nut use relative to the supply valve I68 so as to open said supply valve. Upon opening of the supply valve I68 fluid under pressure supplied through pipe MI to chamber I40 will flow past said valve to chamber I56 and thence through passage I51 to chamber HI and from the latter chamber through pipe 65 to diaphragm chamber 64 in the governor control motor 3| on slave engine B, the increase in pressure in said chamber 64 being limited in rate by the restricting eifect of choke H6 and the volume of reservoir I15.

When fluid under pressure is thus supplied to chamber 65 in the governor control motor 3I on slave engine B as just mentioned, its effect on the differential areas of diaphragms 42 and 43 will create a force which, acting in conjunction with the respective control spring 6|, will move the diaphragm connecting structure 46 in the direction of the left-hand against the force of regulating spring 40 and thus out of seating engagement with the supply valve 80 which is held against movement at this time by the seated release valve 13. When the supply valve 80 in the governor control motor 3| on the slave engine 13 is thus opened, fluid under pressure will flow from the supply pipe 61 past said valve to chamher it and thence to chamber 68 between the diaphragms 44 and 45 and from the latter chamber through passage 3! to the power piston chamber 34. When the pressure of fluid in chamber 34 is thus increased sufliciently the power piston 32 will move against the regulating spring 40 and increase the force of said spring against the diaphragm structure 46, and when the force of said spring is consequently increased to a sufficient degree said structure will move against the pressure of fluid in diaphragm chamber 54 and the pressure of the respective regulating spring relative to and finally into contact with the supply Valve 8!! for preventing further flow of fluid under pressure to the power piston chamber 34. This movement of the power piston 32 in the governor motor 3! on slave engine B will in turn actuate cam I9 to increase the pressure of the governor control spring I! on said engine for thereby causing operation of the fuel control shaft 8 to increase the supply of fuel to said engine to a degree determined by the increased pressure of said spring and the centrifugal action of the governor control arm I2.

As the fuel control shaft 8 0n slave engine B is thus operated to increase the supply of fuel to said engine the respective pressure regulating valve device 9!! will be operated to correspondingly increase the pressure of fluid in diaphragm chamber I45 of the equalizing valve device E35 and when this pressure, acting in conjunction with spring I14, becomes increased to substantially the same pressure as is effective in chamber M4, the diaphragms I 38 and I39 will be moved against spring I and thus relative to the supply valve its until said valve becomes seated against the nut 556. When the supply valve N8 is thus seated further flow of fluid under pressure to chamber as in the governor control motor 3| on slave engine B will be prevented to thereby limit operation of said motor and of the respective fuel control shaft 3 for increasing the supply of fuel to said engine relative to that provided on master engine A, to a degree in which the respective pressure regulating valve device 9!] is supplying fluid to chamber I45 in the equalizing valve device at substantially the same pressure as is provided in chamber I44 by the pressure regulating valve device 90 on master engine A. Hence the fuel control shaft 8 on slave engine B will now be occupying substantially the same position as the fuel control shaft 8 on master engine A, and the power output of the former engine will therefore be substantially the same as that of the latter engine.

It will now be seen that the pressure of fluid provided in chamber 64 of motor 3! on slave engine B equalizes the power output of said engine with that of master engine A. It should however be noted that the force produced by such pressure on the differential areas of diaphragms 42 and 43 may not equal that produced by spring 65 incident to the use of shim 63, since to obtain the equalization a greater force might be required or even a less force would be sumcient, dependent upon the condition of the apparatus being controlled, such as slight variations in adjustments, resistances to movement, etc. Thus to obtain equalization of the output of slave engine B to that of master engine A, the pressure of fluid required in chamber 64 on the slave engine may be either greater or less than the chosen degree, such as 25 pounds which would provide equalization if the apparatus on the two engines were identical in operation. The effect of shim B3 on spring 6| with respect to operation of motor 30 on the master engine H is the same as would be provided by this chosen pressure of fluid in chamber 64 in motor 3I on slave engine B. The shim 63 thus constitutes a means on the master engine for causing automatic operation of the apparatus to equalize the output of slave engine B to that of said master engine.

Now let it be assumed that it is desired to increase the amount of fuel supplied to and thereby the power output of the two engines. To accomplish this the operators control device 68 will be operated to increase the pressure of fluid in pipe 59 to a degree corresponding to the desired increase in power output. At each of the engines this increase in pressure in pipe 59 will be effective through branch pipe 58 in control chamber 53" of the respective governor control motor 3Q or 3! and therein act on diaphragm il to move the diaphragm connecting structure 46 in the direction of the left hand against the opposing force of regulating spring is. This movement of structure 46 will be relative to the supply valve Bil since said valve is at this time held against movement by the seated release valve '53 and, as a result fluid under pressure from the supply pipe 5? will flow past said supply valve to the power piston chamber 34.

When the pressure of fluid thus provided in chamber 34 in each of the governor control mo tors is then increased to a degree sufficient to overcome the opposing force of spring 4% on the power piston 32, said piston will move against and increase the pressure of said spring against the diaphragm connecting structure 46. Fluid under pressure will continue to be supplied past the supply valve 823 to the power piston chamber 34 until the power piston is moved to a position in which the increased pressure of spring 40 is sufiicient to counterbalance the increased pressure of fluid in 5i to move the diaphragm structure 46 back into seating engag ment with the supply valve 86 for thereby preventing further flow of fluid under pressure to the power piston chamber 34. The power piston 32 will then stop in a position, it will be noted, corresponding to the increased pressure of fluid in the control chamber 5'1, and the corresponding increase in pressure of the respective governor control spring I! should cause a corresponding change in positionof the-'respectivefuel control shaft 8-and thus a like increase in the amount of fuel supplied to the respective engine.

As the fuel control shafts 8 on the two engines are thus operated for increasing the supply of fuel to theengines, therespective pressure regulating valve devices 99 will be operated to correspondingly increase the pressure of fluid in dia phragm chambers I44 and 415 of the equalizing valve device I36, and in case the fuel shafts -& on all-of the engines assume substantially the same position the pressure of fluid provided in said'chambers will be substantially the same so that the parts of the equalizing valve device I will remain in the position in which they are shown in Fig.5 of the drawings.

However, if when the output of the engines is increased, as just described, the fuel rack 8 on the master engine A should be operated to increase the supply of fuel to said engine to an amount exceeding that supplied to slave engine 5, the pressure regulating valve device 90 on master engine A will increase the pressure of fluid in diaphragm chamber M4 to a degree sufficiently in excess of that in chamber I to cause operation of the equalizing valve device 36 to increase the pressure of fluid in diaphragm chamber 5-4 of the governor control motor 3i on slave engine '13. This increase in pressure of fluid in chamber 64 inmotor 3i will then causeoperation of said motor to increase the pressure of the governor control spring 11 on slave engine B for in turn causing operation of the fuel control shaft 8 on said engine to increase the amount of fuel supplied to said engine. The fuel control shaft 8 on slave engine B-as itis thus operated to increase the supply of fuel to the engine, will also operate the respective pressure regulating valve device 96 to increase the pressure of fluid in diaphragm chamber M5 in the equalizing device @3 5 until it substantially equals that in chamber its whereupon spring H4 will move the diaphragms 5'33 and I39 back to neutral position for closing the supply valve I68. When the supply valve !68 is thus closed further flow of fluid to diaphragm chamber as in the governor con- 'trol motor '53-! will be prevented, whereupon operation of said motor will cease, as will also movement of the respective fuel control shaft 8, in a position in which the pressure of fluid provided in diaphragm chamber M5 of the equalizing valve device will be substantially the same as that provided in chamber I43 by operation of the pressure regulating device 95 on engine A. Thus with the regulating valve device 9!) on slave engine B adjusted to provide substantially the same pressure of fluid as provided by regulating valve device 90 on master engine A, the fuel control shaft 8 on the slave engine will be in substantially the same position as that on the master engine, so that the output of power from the slave engine will be substantially the same as from the master engine.

On the other hand, let it be assumed that in response to an increase in pressure of fluid in pipe for increasing the power output of the two engines, the fuel control shaft 8 on slave engine B is operated by the governor control motor 3i and the respective governor It to increase the supply of fuel to said engine to a degree exceeding that obtained on master engine A by operation of the governor control motor 30.

Under such a circumstance the pressure regulating valve device 99 on slave engine B will increase the pressure of fluid in diaphragm chamher i 45 in the equalizing valve device 935 to a degree exceeding that which will be obtained in chamber I it by operation of the pressure regulating valve device $8 on master engine A. As a result, the diaphragms I38 and i3 and the connect ing stem I46 will be moved by the pressure of fluid in diaphragm chamber 5 :25 against the lower pressure of fluid inchamber It' l and the pressure of spring H5 and thereby act through the valve ltd, which will be seated. by spring to draw stem 1&8 in the direction away from the release valve stem Hit. Spring i552 will however maintain the head It! on the release valve stem if: in contact with the stem and as result, will pull the release valve iGZ out of contact with its seat. When the release valve is thus opened fluid under pressure wili be vented past said valve from diaphragm chamber 854 in the governor control motor 3| on slave engine 3.

This reduction in pressure in chamber on the differential areas of diaphragms ii; and in motor 3! on slave engine B will reduce the force resulting therefrom and acting in the direction of the left hand, and as a result, the pressure of the regulating spring do on structure #36 will move said structure in the direction of the right hand against the control pressure of fluid in chamber 5? and the control spring 5!. With the supply valve 88 seated against structure 25, this movement of said structure will be'relative to the element 5! and the release valve seat memoer ii, so as to permit spring 'i& to move the release valve "53 along with said supply valve and thus out of engagement with its seat. When the release valve is thus opened fluid under pressure will be re leased from the power piston chamber 3a through passage 3?, chamber 58, chamber it, and thence past said release valve to chamber and from the latter chamber through passage 55, chamber 38 and passage 39 to atmosphere.

As the pressure of fluid in the power piston chamber 3 3' in governor control motor 3i on slave engine B is thus reduced, the pressure of regulat ing spring 36 will move the piston 32 in the direction of the left hand, as viewed in Fig. 3, for thereby actuating cam I9 to reduce the pressure of the respective governor spring ii. The governor Iii on slave engine 13 will then operate to turn the respective fuel control shaft 8 in a direction to correspondingly reduce the supply of fuel to the engine, and as a result, the pressure regulating valve device 96 on said engine will be operated to correspondingly reduce the pressure of fluid in diaphragm chamber M5 of the equalizing valve device I36.

When the fuel control shaft 8 on slave engine Bis thus turned to a position in which the respective pressure regulating valve device 52 reduces the pressure of fluid in diaphragm chamber 555 to substantially the same degree as effective in diaphragm chamber IM, the pressure of fluid in the latter chamber plus the pressure of spring H5 will deflect the diaphragms ISQ and I33 and the connecting stem I46 in the direction of chamber I45, and with supply valve I68 held seated by spring M4, the supply valve H62 will be moved with said diaphragms and finally into contact with its seat to prevent further release of fluid under pressure from chamber lid in the governor control motor 3|.

As soon as the reduction in pressure in chamber 64 in the governor control motor 3! is terminated as just described, the reduction in pressure of regulating spring 4?! on the diaphragm connecting structure 46, upon slight further movement the pressure of said spring, will result in movement of said structure by the remaining fluid pressure in chamber 64 plus that in chamber to the position in which the release valve i3 is seated for preventing further release of fluid under pressure from the power piston chamber 354. The power piston 32 will then stop in a position corresponding substantially to the reduced pressure of fluid in chamber 64 in the governor control motor 3 I, and as a result, the respective speed governor ID will operate to stop movement of the fuel control shaft 8 on slave engine B in a corresponding position for thereby preventing further reduction in the fuel supply to said engine; thus limiting the degree of such supply to substan tially that provided for master engine A.

From the above description it will now be seen that regardless of the pressure of fluid provided in pipe 59 for obtaining different desired degrees of power output from the engines, the power output of slave engine B will, if it is different from that on master engine A, be either increased or decreased automatically as required to obtain substantially the same output as on said master engine.

It will be further noted that engine A is automatically rendered effective as the master engine for regulating or limiting the supply of fuel to slave engine B to substantially the same degree as obtained on the master engine A, by the shim 63 provided in the governor control motor 36. The provision of fluid pressure in chamber 64 in the governor control motor 3| on slave engine B, and of means for varying said pressure in accordance with the relative fuel supply positions of the fuel control shafts 8 on the two engines enables operation of said motor to equalize the power output of slave engine B with that of master engine A as predetermined by the shim 63 and pressure of controlling fluid in pipe 59.

In the equalizing valve device I36 the springs I14 and I not only insure movement of the diaphragms I38 and I39 and of the stem I46 to neutral position in which both the supply valve I58 and the release valve I62 are seated, but also prevent said parts overtraveling neutral position, since said springs insure that said neutral position will be obtained Without increasing pressure of fluid in chamber I above that in chamber I44, on the one hand, or reducing the pressure of fluid in chamber I45 below that in chamber I44, on the other hand. Due to this, movement of the fuel shaft 8 on slave engine B in a direction to increase the supply of fuel to said engine will be positively stopped in a position in which the pressure of fluid delivered by the respective pressure regulating valve device 9|] may equal but does not exceed that delivered by the pressure regulating valve device 96 on master engine A, so that there will be no oversupply of fuel to slave engine B with respect to that supplied to master engine A. Further, when the fuel shaft 8 on slave engine B is operated to reduce the supply of fuel to said engine, the supply will not be reduced to below that on master engine A since the equalizing valve device I36 when it obtains neutral position will step movement of the fuel control shaft 8 on slave engine B when the pressure of fluid in diaphragm chamber I45 becomes reduced by operation of the respective pressure regulating value device 90 to substantially, but not below, that provided by the regulating valve device 96 on master engine A. ,The springs I14 and I15 in thus preventing operation of the equalizing valve 18 device I36 to cause an oversupply, or an undersupply, as the case may be, of fuel to slave engine B with respect to that being supplied to master engine A renders the whole apparatus stable and positive in operation.

In order to still further stabilize operation of the apparatus, the rate of either increase or decrease in pressure in diaphragm chamber 64 of the governor control motor 3| on slave engine B retarded to such a degree, as by the use of choke I16 and the reservoir I11, that the governor It on said engine will operate to change the position of the respective fuel control shaft 8 and thereby cause operation of the respective pressure regulating valve device 96 to vary the pressure of fluid in diaphragm chamber I45 in the equalizing valve device I36, at least as rapidly as said motor operates to change adjustment of said governor, so as to ensure that operation of said motor will cease substantially at the instant the equalizing valve device I36 obtains its neutral position, and for in turning insuring that the fuel control shaft 8 on slave engine B will positively stop in a position corresponding substantially to that of the fuel control shaft 8 on master engine A for limiting the amount of fuel supplied to slave engine B to substantially the same degree as being supplied to engine A.

Stability of the apparatus is further insured by springs I'It and I15 in the equalizing valve device I36 which will maintain the parts of said device in neutral position upon slight changes in pressure of fluid in either diaphragm chamber I44 or chamber I45 incident to slight variations in position of the fuel shaft 8 on either engine by operation of the respective speed governor It] to maintain the engine speed or power output substantially constant against minor variations in load or the like on the engines.

It is desired to further point out that the sensitivity of the equalizing valve device remains the same through out the full fuel control range of the fuel control shafts 8, i. e., regardless of the opposing pressure of fluid which may be acting in i chambers I44 and I45, since operation of said device depends only upon a chosen differential between said pressures, and this is very desirable in that it will ensure prompt equalization of the power output of the slave engine to that of the master engine when the engines are operated under maximum load, just as readily as when operating at idling speed and possibly under no load.

Summary It will now be noted that the improved control apparatus provides positive automatic equalization of the amount of fuel supplied to each of any desired number of slave engines with the amount of fuel supplied to a preselected master engine, so as to substantially equalize the power output of the several engines, which is particularly desirable where several engines are connected to a common load, in order to substantially equally divide the load between the engines.

Only one engine can be the master engine and it is conditioned automatically to so function by the use of shim 63 in the governor control motor 30 on that engine while on the slave engine or engines thegovernor control motor 3I is automatically adjustable in accordance with the position of the respective fuel control shaft relative to that on the master engine, to match the fuel supply to and thereby the power output of the slave engine to that of the master engine.

While only one slave engine B is shown in the 19 drawings, any desired number can be controlled from the master engine A through the equalizing pipe 235 as will be obvious.

Having now described my invention what I claim as new and desire to secure by Letters Patcut is:

l. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, an adjustable power control element for each prime mover for varying the power output thereof, equalizing means having a first position, a second position and a neutral position. intermediate said first and second positions, means operable by said equalizing means in. said first position to effect adjustment of said power control element on said one prime mover to increase the power output of said one prime mover, in said second position to effect operation of said power control element on said one prime mover to reduce the power output of said one prime mover and operable in said neutral position to maintain said power control element on said one prime mover against change in adjustment, means adjustable in accordance with the relative power output of said prime mover for effecting movement of said equalizing means to said first position upon a preponderance in output of said other prime mover over that of said one prime mover, to said second position upon a preponderance in output of said one prime mover over that of said other prime mover, and to said neutral position upon equalization of the power output of said one prime mover with that of said other prime mover.

2. A. control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, an adjustable power control element for each prime mover for varying the power output thereof, control means for adjusting said power control elements, equalizing means having a first position, a second position and a neutral position intermediate said first and second positions, means operable by said equalizing means in said first position to effect operation of said control means on said other prime mover to eiiect adjustment of the respective power control element to increase the power output of said other prime mover, and in said second position to effect operation of said control means on said other prime mover and thereby of the respective power control element to reduce the power output of said other prime mover, and in said neutral position to maintain said control means on said other prime mover against change in adjustment, means adjustable in accordance with the relative power output of said prime movers for effecting movement of said equalizing means to said first position upon a preponderance in output of said one prime mover, and to said second position upon a preponderance in output of said other prime mover, and means operable to move said equalizing means to said neutral position upon substantial equalization of the power output of both prime movers.

3. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, an adjustable power control element for each prime mover having an idling position and operable to increase the power output of the respective prime mover in proportion to movement of said element out of said idling position, equalizing means having a first position, a second position and a neutral position intermediate said first and second positions, means operable by said equalizing means in said first position to effect operation of said power control element on said one prime mover to increase the power output of said one prime mover, and in said second position to efiect operation of said power control element on said one prime mover to reduce the power output of said one prime mover and operable in said neutral position to maintain said power control element on said one prime mover against change in adjustment, means adjustable in accordance with the relative positions of said power control elements for effecting movement of said equalizing means to said first position upon a preponderance in output of said one prime mover and to said second position upon a, preponderance in output of said other prime mover, and means for efiecting movement of said equalizing means to said neutral position upon substantial equalize tion of the output of both prime movers.

4. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, first and second control pipes for said one and other prime movers, an adjustable power control element for each prime mover for varying the power output thereof, first and second pressure regulating means associated respectively with said one and other prime movers and adjustable by the respective prime mover power control element to provide in the respective one of said control pipes fiuid at a pressure proportional to the power output or the respective prime mover, equalizing means subject to pressure of fluid provided in said first pipe acting in opposition to pressure of fluid provided in said second pipe and movable to a first position by the pressure of fluid provided in said first pipe when it exceeds thatprovided in said second pipe, and movable to a second position by the pressure of fiuid provided in said second pipe when it exceeds that provided in said first pipe, means for moving said equalizing means to said neutral position upon substantial equalization of pressures of fluid in both of said pipes, and means operable in said first position of said equalizing means to effect operation of said power control means on said other prime mover to increase the power output thereof, in said second position to effect operation of said power control means on said other prime mover to reduce the power output thereof, and inv said neutral position to maintain said power control means on said other prime mover against change in adjustment.

5.. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, first and second control pipes for said one and other prime movers, an adjustable power control element for each prime mover for varying the power output thereof, first and second pressure regulating means associated respectively with said one and other prim Y overs and adjustable by the respective prime mover power control member to provide in the respec tive one of said control pipes fiuid at a pressure proportional to the power output of the respective prime mover, equalizing means subject to pressure of fluid provided in said first pipe acting in opposition to pressure of fluid provided in said second pipe, and movable to a first position by the pressure of fluid provided in said first when it exceeds that provided in said second pe -e, and movable to a second position by pressure of fluid provided, in-said second pipe when it er:- ceeds that in said first pipe, spring means acting on said equalizing means ,opposing movement thereof to either said first or second positions by fluid under pressure and operable to move same to a neutral position between said first and second positions upon substantial equalization of the pressures of fluid in said first and second pipes, and means operable in said first position of said equalizing means to effect operation of said power control means on said other prime mover to increase the power output thereof, in said second position to effect operation of said power control means on said other prime mover to reduce the power output thereof, and in said neutral position to maintain said power control means on said other prime mover against change in adjustment.

6. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising an adjustable power control element for each prime mover, means for adjusting the power control elements on both prime movers to regulate the power output thereof including fluid motor means on said one prime mover and means operable by said motor means to adjust the power control element and thereby the power output of said one prime mover relative to that of the other prime mover, valve means having a first position for supplying fluid under pressure to said fluid motor means and a second position for releasing fluid under pressure from said fluid motor means for operating same to adjust the respective power control element to either increase or decrease the power output of said one prime mover relative to that of said other prime mover, said valve means also having a neutral position intermediate said first and second positions for bottling up the fluid pressure in said motor means, spring means for moving said valve means to said neutral position, and means adjustable in accordance with the power output of said prime movers for effecting movement of said valve means against said spring means to said first position upon a preponderance in output of said other prime mover over that of said one prime mover, and to said second position upon a preponderance in output of said one prime mover over that of said other prime mover, and operable upon equalization of the output of said one prime mover with that of said other prime mover to render said spring means effective to move said valve means to said neutral position.

7. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising an adjustable power control element for each prime mover, means for adjusting the power control elements on both prime movers to regulate the power output thereof includin fluid motor means on said one prime mover and means operable by said motor means to adjust the power control element and thereby the power output of said one prime mover relative to that of the other prime mover, valve means having a first position for supplying fluid under pressure to said fluid motor means and a second position for releasing fluid under pressure from said fluid motor means for operating same to adjust the respective power control element to either increase or decrease the power output of said one prime mover relative to that of said other prime mover, and also having a neutral position intermediate said first and second positions for bottling up the fluid pressure in said motor means, equalizing means subject to opposing pressures of fluid in a first chamber and in a second chamber and operable upon a preponderance in pressure in said first chamber over that in said second chamber to move said valve means to said til first position and upon a preponderance in pressure in said second chamber over that in said first chamber to move said valve means to said second position, spring means for moving said valve means to said neutral position upon substantial equalization of pressures offluid in said first and second chambers, and first and second pressure regulating means operable by said power control elements on said one and other prime movers to vary the pressure of fluid in respectively said first and second chambers in proportion to the power output of the respective prime movers.

8. A control apparatus for equalizing the power output of one prime mover with that of another prime mover comprising an adjustable power control element for each prime mover, first and second fluid motors for adjusting respectively the power control elements on said one and other prime movers, operators control means for varying pressure of fluid in said motors, power means subject to pressure of fluid in a first chamber and opposing pressure of fluid in a second chamber and movable to a first position upon a preponderance in pressure in said first chamber over that in said second chamber, and movable to a second position upon a preponderance in pressure in said second chamber over that in said first chamber, spring means for moving said power means to a neutral position inter-mediate said first and second positions upon substantial equalization of the fluid pressures in said first and second chambers, a valve operable by said power means in said first position to supply fluid under pressure to said first motor, another valve operable by said power means in said second position to release fluid under pressure from said first motor, means for closing both of said valves in said neutral position of said power means, and means operable by said power control elements on said one and other prime movers to vary the pressure of fluid in respectively said first and second chambers in proportion to the power output of the respective prime movers.

9. A control apparatus for equalizing the power output of two prime movers comprising, a power control element for each prime mover adjustable to vary the power output thereof, first and second fluid motors for said prime movers for adjusting the respective power control elements, operators control means connected to both of said motors for simultaneously controlling operation thereof, said second motor comprisin fluid pressure controlled bias means for adjusting the respective power control element relative to that on said one prime mover in accordance with variations in pressure either above or below a chosen pressure of fluid on said bias means, means associated with said first motor for automatically efiect-ing an adjustment of the respective power control element corresponding to the adjustment of said power control element on said other prime mover effected by said chosen pressure of fluid acting on said bias means, valve means for increasing and decreasing the pressure of fluid on said bias means and for bottling up the fluid pressure on said bias means, power means movable to a first position upon the preponderance in pressure of fluid in a first chamber over that in a second chamber and movable to a second position upon a preponderance in pressure of fluid in said second chamber over that in said first chamber and having a neutral position, for controlling said valve means, spring means for moving said power means to said neutral position upon substantial equalization Of the fiuid pressures in said. first and second chambers, and first and second pressure regulating devices associated with said one and other prime movers operable by the respective power control elements to vary the pressure of fluid in said first and second chambers in proportion to the adjusted power output of the respective prime movers.

10; An apparatus for equalizing the power output of one prime mover with that of another prime mover comprising, a power control element for each prime mover adjustable to vary the power output thereof, an equalizing pipe, a regulating device adjustable by said power control element on said other prime mover to vary pressure of fluid in equalizing pipe in proportion to the adjusted power output of said other prime mover, a second pipe, a second pressure regulating device adjustable by said power control element on said one prime mover to vary pressure of fluid in said second pipe in proportion to the adjusted power output of said one prime mover, an equalizing device controlled by pressure of fluid in said equalizing pipe acting in opposition to pressure of fluid in said second pipe and movable to a first position upon a preponderance in pressure in said equalizing pipe over that in said second pipe, and movable to a second position upon a. preponderance in pressure of fluid in said second pipe over that in said equalizing pipe, spring means for moving said equalizing device to a neutral position between said first and second positions upon substantial equalization of pressures in said equalizing pipe and second pipe, and means operable in said first and second positions of said equalizing means to effect adjustment of said power control element on said one prime mover to increase and decrease, respectively, the power output of said one prime mover with respect to that of said other prime mover and operable in said neutral position to prevent change in adjustment of said power control element on said one prime mover.

JAMES A. CAMPBELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 943,349 Thoma Dec. 21, 1909 1,731,389 Melcner Oct. 15, 1929 2,062,824 Rockwell et a1 Dec. 1, 1936 2,103,274 Sanford Dec. 28, 1937 2,296,979 Byrne Sept. 29, 1942

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