US3659566A - Pneumatic device for remote control and monitoring of a variable-speed, reversible diesel engine - Google Patents

Abstract

A reversible, variable-speed engine for the propulsion of a ship is controlled by a pneumatic logic system providing selective transmission to the actuators of the engine control members of a running direction order and of a speed order issued from one of a plurality of remote-control stations. Said system provides for proper positioning of the engine cam-shaft, for successive attempts to pneumatically start the motor and for control of idling and running speed of the engine. Alarm circuits are also provided.

Description

0 United States Patent 1151 3,659,566

Zucca [451 May 2, 1972 [541 PNEUMATIC DEVICE FOR REMOTE 2,640,312 6/1953 M11161 ..123/41 x CONTROL AND MONITORING OF A 2,911,960 11/1959 Benz et a1. .....123/41 VARIABLE-SPEED, REVERSIBLE 3,001,516 9/1961 Henninger 1 23/41 DIESEL ENGINE 3,019,776 2 1962 Clavell 123/41 x 3,282,259 11/1966 Moor.... .....123/4l [721 lnvenm Edward La France 3,371,655 3/1968 Kuhn ..123/41 [73] Assignee: Chantiers Navals de la Ciotat, La Ciotat (Bouches-du-Rhone), France a part in- Primary Examiner-Wendell E. Burns terest. Attorney-Kenyon and Kenyon Reilly Carr & Chapin 22 Flled. Sept. 10, 1969 [57] ABSTRACT [21] Appl. No: 856,598

A reverslble, vanable-speed engme for the propuls1on of a ship is controlled by a pneumatic logic system providing selec- Foreign Applicafiml Priority Dam tive transmission to the actuators of the engine control mem- Sept. 10, 1968 France ..165629 of a "Inning direction Order and a Speed issued from one of a plurality of remote-control stations. Said system [52] [1.8. CI ..123/41 R, 123/41 E, 123/Dig.10 provides for p p positioning of the engine urn-Shaft, for [51] Int. Cl ..F0ll 13/02 successive attempts to pneumatically start the motor and for [58] Field of Search 123/41 R, 41 E control of idling and running speed of the engine. Alarm circuits are also provided. [56] References Cited 24 Claims, 19 Drawing Figures UNITED STATES PATENTS 2,635,417 4/1953 Brooks ..123/41 X Patented May 2, 1972 3,659,566

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LUBRICATION STOP TO FUEL CONTROL.

RAL (IDLING RESET) I/VVENTO/ MHRC EDOUHPD ZUCCIQ Patented May 2,1972 I 3,659,566

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CG Po REhIfAY LEGE 0 INVENTOF? 8 MARC EDOUHRD ZUCCQ 24 TTOPNE 5 PNEUMATIC DEVICE FOR REMOTE CONTROL AND MONITORING OF A VARIABLE-SPEED, REVERSIBLE DIESEL ENGINE The present invention generally relates to operating internal combustion engines and is more particularly concerned with a device for the remote control and monitoring or attendance of a reversible, variable-speed Diesel engine, such as the propulsion engine for a big ship.

The striving for the least conveyance cost presently leads to the achievement of big specialized ships the operation of which may be effected by a small crew. The propulsion of such ships is usually effected by Diesel engines of high unitary power directly driving the propellers and which therefore should be able to rotate in either direction at an adjustable speed. The very complex operation and monitoring of such engines involve upon taking into account the small number of the crew, the use of elaborate automatic arrangements exhibiting the sturdiness and reliability required in shipbuilding. The presence of such automatic appliances is desirably turned to account to simplify the operation of the ship for example by allowing to carry directly out the orders issued from the pilot bridge and relating to the engine. It is however, desirable that these automatic contrivances not only enable the steady monitoring or supervision of the operation of the engine by the engine-room staff, but also enable if need be to restore the conventional mode of operating by transmitting the commands from the pilot bridge to the engine-room stafi'.

The present invention actually relates to a device for the remote control and the monitoring of an internal combustion engine and more particularly of a reversible, variable-speed Diesel engine effecting the propulsion of a ship and which complies with the various above-mentioned requirements.

According to a first characterizing feature of the invention, such a device comprises a central pneumatic logic providing for the selective transmission to the actuators actuating the control units or members of the engine of an order concerning the direction of rotation and of an order concerning the speed issued from one of several associated remote-control stations, said central logic, urged by said orders, controlling in a selfacting sequential manner the preparation of the engine, its start by compressed air and the monitoring of its speed, taking into account the information supplied by pick-ups or sensors associated with said engine, among which a pneumatic tachometer measuring its actual speed.

Such a device is desirably carried out by means of logic relays, distributers, micro-valves and other units of well-tried reliability, available on the market, most of the pneumatic relays being preferably secured on one or several bases including carved channels forming the connections between said relays. The device thus achieved offers an outstanding sturdiness and exhibits the best guarantees of good working, while allowing a great flexibility of installation.

According to further characteristics of the device according to the invention, as applied to a reversible engine comprising a cam-shaft movable between two positions of forward running or headway and reverse running or sternway, respectively, the command of said running direction acts upon relays respectively controlling the positioning of said cam-shaft and correspondingly the direction of action of the start device of the engine, then distributers monitoring the correct position of said cam-shaft energize a relay forming an OR function by which said start device is actuated preferably through the medium of a pneumatic counting system automatically achieving a given number of start attempts.

Thus, provided that besides the conditions required for the correct operation of the engine are met, the latter automatically starts in the desired direction upon merely urging any one of the remote-control stations.

According to still a further characterizing feature of the device of the invention, each aforesaid remote-control stauon comprises, for each one of the running speeds of the engine, a selector valve providing on the one hand the setting of an associated memory or like storage unit by which the position of a master controller or multiple switch supplying the corresponding speed order is controlled'and on the other hand the energizing of one of a pair of OR functions providing the setting of an associated storage supplying the corresponding order for the direction of running.

According to further aspects of the invention, said remotecontrol stations desirably comprise arrangements providing, in case of simultaneous controls, the priority for carrying out the forward running orders with respect to the reverse running orders and of the highest speed order, the order for stopping the engine cancelling of course any other command.

According to still another characteristic of the invention, said device comprises at least one alarm or warning circuit including a pair of shaping relays energized by the alarm or warning pressure, the tripping of the first relay, delayed by the application of a given opposing or counter-pressure, providing the reversion to rest of the second relay, the output signal of which controls the alarm signalling.

It appears from the above-mentioned characterizing features that the device according to the invention enables to carry out all the functions for operating and monitoring the propulsion engine of a ship either conventionally through local control, or through remote control from at least a pair of stations provided on the pilot bridge and within a cubicle separated from the engine-room, said stations being in addition usable as a telegraph. The use of the remote control enables the choice between several given handling or working speeds in headway and sternway and a clear speed adjustable at will, each order to start or to back up entailing in a purely automatic way several successive attempts of starting.

FIG. 1 illustrates in block-diagram form the overall lay-out of a pneumatic logic device according to the invention for remote-control and monitoring of a reversible, variable speed Diesel engine driving a large ship;

FIG. 2 is an illustrative diagram of the symbols used throughout the other Figures;

FIGS. 3A-B show the general lay-out diagram of the localcontrol and central logic system of the device of FIG. 1;

FIGS. 4 and 5 show the lay-out diagrams of a pair of remotecontrol subsystems associated with the central logic system of FIGS. SA-B;

FIG. 6 shows alarm circuits associated with the controldevice of FIGS. 1, 3, 4 and 5;

FIG. 7 is a schematic representation of the storage relay being subjected to an input-signal;

FIG. 7B is a schematic representation of the storage relay in a latched condition;

FIG. 7C is a schematic representation of the storage relay about to be reset by a reset-signal;

FIG. 7D is a schematic representation of the storage relay restored to a rest condition;

FIG. 8A is a schematic representation of the multivibrator pneumatic circuit in a rest condition;

FIG. 8B is a schematic representation of the multivibrator upon the application of an input-signal;

FIG. 8C is a schematic representation of the multivibrator in transition from a condition having an energized output to a condition having a de-energized output;

FIG. 8D is a schematic representation of the multivibrator when the pressure in the reservoir thereof is leaking off;

FIG. SE is a schematic representation of the multivibrator upon being restored to a rest condition;

FIG. 9A is a schematic representation of the OR pneumatic circuit in a rest condition;

FIG. 9B is a schematic representation of the OR circuit when subjected to one input-signal; and

FIG. 9C is a schematic representation of the OR circuit when subjected to another definite input-signal.

On FIG. 1 is shown the block-diagram of a remote-control device according to the invention, enabling the operating of the propulsion Diesel engine of a ship from three different stations, namely two remote-control stations Pa, Ca respectively provided on the pilot bridge of the ship and within a sound-insulated cubicle located in the engine-room, and a local-control station Ma provided on the engine proper. The device is designed to allow the control of the running direction and speed of the ship from any one of these three stations and to carry out all the required functions for preparing, starting and then monitoring the engine.

The control-device hereinafter described concerns a reversible, variable-speed Diesel engine MOT; the reversal of the running direction of said engine is obtained through longitudinal displacement of its cam-shaft by means of a conventional positioning device POS between two forward running and reverse running positions and through the start of the engine by compressed air in the corresponding direction of rotation by means of a conventional pneumatic starting device Lanc; the adjustment of the engine speed is:provided by a conventional pneumatic positioning actuator. Thus and taking into account the logical functions carried out by the device of the invention, as described hereinafter the operating of the engine only requires two orders, namely a running direction order OAV/OAR, determining the direction of rotation of the engine and a speed order or corresponding to the desired speed of rotation.

These orders consist of a modulation of the air pressure fed to pneumatic actuators operating the usual control elements of the engine, said modulation being effected according to an on-off mode for the orders of running direction OAV, OAR and in a stepwise or continuously variable mod for the speed order V, according as the working speeds AVA-4, STOP, ARA-4 or the clear speed RL are involved. For the elaboration of such orders, the remote-control stations may comprise a conventional pilot-valve provided with a single control lever enabling simultaneous selection of the running direction and of the speed value; the remote-control stations may as well comprise as many pneumatic push-buttons as there are conventional speeds; however, in order to reduce the times of response, a remote-control station is distant from the engine (pilot bridge of the ship for example), is preferably provided with luminous electric push-buttons connected by electric circuits to respective electromagnetic valves integrated into a corresponding pneumatic logic subsystem of the device. In this latter case, which is embodied in the practical example described and shown, the whole pneumatic hardware may then be placed within a control-cabinet located in close proximity to the engine to be controlled and connected by wiring to the remote-control stations; this pneumatic hardware essentially comprises, in addition to the above-mentioned electromagnetic valves, distributers, pressure reducing valves, pressure contacts, etc and particularly logical relays of a type currently available on the market, most of which are advantageously secured on one or several bases including carbed channels providing the required connections between said relays.

With a view to improve the legibility of the accompanying drawings, the different pneumatic elements used as well as the different sources of compressed air feeding same have been represented by simplified symbols the meanings of which will appear clearly when referring to the arbitrary diagram of FIG. 2.

This Figure shows the general supply diagram of the device from a source of control compressed air AC under a pressure of about 700 pounds per square inch or from a source of compressed air for engine starting AL under a pressure of about 450 p.s.i.; both feed sources are connected to a self-reversing distributer DI, the pressure of the starting air AL being reduced to this end to substantially the same pressure as the control air AC, i.e. about 700 p.s.i. by a pressure-reducing valve M1; the switching member of the distributer D1 is positively displaced in either direction by the action exerted upon opposite pistons by the compressed air coming from either source. The compressed air issuing from the reversing distributer D1 feeds three supply sources P1, P2 and P3, represented by a dash, a dotted circle and a blackened circle, respectively; the supply source Pl directly feeds with compressed air under a pressure of about 700 p.s.i. for example no N V the pneumatic actuators operating the control members of the engine; the supply sources P2 and P3 supply the pneumatic logical units of the control device with air cleaned by a filter F and the pressure of which is reduced to about 20 p.s.i. and about 12 psi. by respective reducing valves M2 and M3.

In the Figure, these three supply sources feed various pneumatic elements of an arbitrary logic circuit comprising an output distributer D2 the switching of which is controlled by the output signal of a relay R1 itself controlled by a storage relay R2, the setting and release of which are respectively controlled by a manually operable distributer D3 and by an electromagnetic valve EV. The output signal of the storage R2 further feeds a pneumatic multivibrator consisting of a pair of relays R3, R4, an air accumulator Q anda pair of air-flow restrictions E1, E2, the output of said multivibrator actuating a pressure contact C.

The relay R1 as well as the other relays shown, consists of a fluid-tight casing c divided into two compartments by a transverse partition p through which extends an oscillating flap f normally kept in rest position by a return spring; the end of said flap within one of the chambers of the casing carries a double poppet through which an outlet duct s is selectively connected to an inlet duct r or t according as the flap is in rest position or not; the end of said flap located within the other chamber of the casing forms a manometric member subjected to the opposing actions of fluid pressures entering the ducts a and b which tend to displace the flap from its rest position or to keep it therein, respectively.

When the output duct s is connected to the input duct a whilst the inlet duct t is connected to a source of compressed air, the relay constitutes a storage, such as R2, which can be set by a pressure pulse applied to the inlet duct r from the distributor D3 and thereafter provides a steady output signal, until it is unset by a pressure pulse applied to the input duct b from the electromagnetic valve EV (FIGS. 7A-D).

When a pair of relays are coupled with auxiliary appliances and fed as shown with respect to relays R3 and R4, they build up a multivibrator which works as follows (FIGS. 8A-D);

An output pressure signal of storage R2 being applied to the inlet duct r of relay R3 is transmitted by its output duct s to keep said relay R3 at rest while energizing the pressure switch C and setting the relay R4. The latter then enables compressed air to flow from the source through the restriction El into the accumulator Q, where pressure builds up progressively.

As soon as the pressure within the accumulator Q exceedsa predetermined value, it sets the relay R3 by way of line 4 thereof, this cutting off the feeding of compressed air from storage R2 to the pressure contact C and to the input duct a of relay R4, which is unset'(FIG. 8E). Consequently, the accumulator Q is disconnected from the source, and its air content progressively issues to the sump through the flow-restriction E2 (FIG. 8D). As soon as the air pressure within accumulator Q and thereby line a of relay R3 falls down to another predetermined value, the return spring of relay R3 causes unsetting thereof. The multivibrator is thus returned to its original state, and performs the same operation anew, until the output signal of storage R2 is discontinued (FIG. Accordingly, the output of the multivibrator, i.e. that of relay R3, consists of a sequence of periodical pulses of predetermined time duration. I I

Referring now to the diagrams of FIGS. 3A and 3B, the operations of preparing and starting the engine in a given direction will now be described while provisionally neglecting the speed commands and the safety functions:

A three-position distributer A enables to assign the control of the engine MOT to the pilot bridge station Pa, to the cubicle station Ca or to the engine station Ma.

When the operating is assigned to the pilot bridge station Pa, and provided that the latter has accepted by energizing of an electromagnetic valve B as indicated by the pressure contactor switch D, a distributer C and, through the medium of a duct d, two relays l and 4 are energized; the energized distributer C transmits the clear speed order VRL coming from the pilot bridge station Pa, desirably limited to a suitable level by a reducing valve; likewise the energized relays 1 and 4 transmit the headway order OAV or sternway order OAR, respectively, issued from the pilot bridge station Pa, to relays 2 and 3 and to relays 5 and 6, respectively.

lnversely, when the control is assigned to the cubicle station Ca, the relay C and the relays 1 and 4 left at rest transmit the clear speed order VRL and running direction OAV, OAR issued from the cubicle.

Finally when the control is assigned to the engine station Ma, as indicated by the energizing of the pressure contactor switch E, a distributer F is energized and cuts off the feeding of a distributor G which moves back to rest position and effects the draining or blow-off of the pneumatic actuators of the engine to allow the manual operating of its control members; a distributer H, located on the engine proper, enables to take over at any time this local control, whatever the operating condition of the remote-control device maybe.

The headway and sternway orders OAV, OAR issued either from the pilot bridge station Pa, or from the cubicle station Ca, are respectively transmitted by the relay 1 to the relays 2 and 3 and by the relay 4 to the relays 5 and 6. The relays 2 and 5 control through the medium of associated distributers the actuator for positioning the cam-shaft of the engine to forward running or headway position AV Pos or to reverse running or sternway position AR Pos, respectively, provided that said relays on the one hand be energized by a so-called stop storage 28 under conditions to be stated later on and on the other hand be not kept at rest by the output signal of a relay 7 transmitted by a duct b, this implying that the latter relay be left at rest by lack of energizing of an electromagnetic valve N indicating that the engine is ready for remote control, and moreover that the distributer A is in position of remote control from either the pilot bridge station Pa or the cubicle station Ca.

When distributor A is set into the left position as viewed in FIG. 3B, the p.s.i. pressure source is connected through valve B to duct d. Pressure in duct d sets relays 1 by pressure applied thereto through line 1a and sets relay 4 by pressure applied thereto through line 4a.

An aheadway order OAV from the bridge station Pa is transmitted by line It to relay 1 and then by line 1s (relay 1 is set) to line 2!. Relay 2 is set by pressure applied to line 24 from relay 2f. Relay 2 by means of line 2s transmitts pressure to the aheadway cam-shaft actuator AV Pos.

Pressure from relay 2 is also applied to distributer J. When the cam-shaft has been positioned, distributer J is actuated and transmits pressure to duct e and thereby to the inlet of the OR" function achieved by relay 8 (FIG. 3B).

A sternway order OAR from the bridge station Pa is transmitted by line 3! to relay 3 and then by line 3s (relay 3 is set) to line 4!. Relay 4 is set by pressure applied to line 4a from relay 28. Relay 4 by means of line 4s transmits pressure to the sternway cam-shaft actuator AR Pos.

Pressure from relay 4 is also applied to distributer J. When the cam-shaft has been positioned, distributor J is actuated and transmits pressure to duct f and thereby to the inlet of the OR function achieved by relay 8 (FIG. 3B).

When the cam-shaft is brought into the desired position, one of a pair of distributers l or J is energized by the output AV Pos, AR Pos of a cam-shaft position sector and enables the output of the relay 2, or that of the relay 5, to flow therethrough and to be conveyed by a duct e or f to one of the inlets of an OR function relay 8. The output of the relay 8, relayed by a relay 9, feeds a square-wave signal generator or multivibrator consisting of two relays 13, 14 and of associated flow-restrictions and accumulator.

This multivibrator supplies a series of pressure pulses enabling to effect several successive attempts for starting the engine, each one of which is visualized by a pressure contactor switch K each output pulse from the multivibrator 13, 14 flows through a relay 12, a duct a and through that of the relays 3 and 6 which are energized to a control distributer providing for energization of the engine pneumatic starting device in the desired direction AV Lanc, AR Lanc.

Each starting signal pulse of the multivibrator (including relays 13 and 14) which is applied to line 13a is also applied to line 12r of relay 12. Line 12.: of relay 12 transmits the starting signal pulse to duct 0 and thereby to lines 3: and 6! of relays 3 and 6, respectively (FIG. 3A).

If an aheadway command OAV has been applied to line 1! or 1r of relay 1, it is transmitted by line ls of relay 1 to line 3a of relay 3, thereby setting relay 3. With the relay set, a starting pulse from duct a and line 32 of relay 3 is transmitted by line 3s thereof to the forwarding or aheadway pneumatic starting device AV Lanc. The starting device is actuated upon the transmission thereto of each starting pulse from the multivibrator including delays 13 and 14.

if a reverse or sternway command OAR has been applied to line 4! or 4r of relay 4 it is transmitted by line 4s of relay 4 to line 6a of relay 6, thereby setting relay 6. With the relay set, a starting pulse from duct a and line 6! of relay 6 is transmitted by line 6s thereof to the reverse or sternway pneumatic starting device AR Lanc. The starting device is actuated upon the transmission thereto of each starting pulse from the multivibrator including relays l3 and 14.

The number of successive attempts of starting the engine cannot exceed three to this end, relays 15 to 23, 27, 41 and 42 form a novel counting device which operates in the following manner, whatever the durations of the pulses supplied by the multivibrator 13, 14 may be The first pulse from the multivibrator energizes the storage 15 and the relays 17, 18, 21, 22 and 27 by way of lines 15a, 17a, 18a, 21a, 22a and 27a, respectively. The transmission relay 16, kept at rest not only by its return spring, but also by a connection to the 12 p.s.i. pressure by line 16b, does not trip until the input storage 15 of a first counting stage is set and transmits thereto the output pressure of 20 p.s.i. from the relay 8, instead of the output pressure from the multivibrator 13, 14 fed at 12 p.s.i. by the relay 9. Thus the output pressure of 20 p.s.i. is transmitted through line 8s, line l5t and line 16a to trip relay 16. The output of the transmission relay 16 is therefore applied to the chrono-preceding relay 17 only when the latter is already energized, so that said relay 17 provides no output signal for the first pulse from the multivibrator. When this first pulse ends, the relay 17 is de-energized and its output signal from line 16s and line 17r and through line 17: is applied to line 18t of the output relay 18 which is also de-energized. Relay 15 and relay 16 remain in their tipped condition.

Upon the second pulse from the multivibrator 13, 14, the chrono-preceding relay 17 is kept at rest by the output pressure (12 p.s.i.) from the transmission relay l6 kept energized by the set input storage 15, the pressure being transmitted by lines 16t, 16s, l7r, 17s and 17!, so that the tripping of the output relay 18 causes the setting of the input storage 19 of a second counting stage by the output signal from the transmission relay 16. Thus when relay 18 is actuated by the second pulse transmitted thereto by line 18a, lines 16!, 16s, 17r, 17:, 18t and 18s transmit pressure to line l9r and thereby to line 190.

When storage 19 is first subjected to the pressure (12 p.s.i.) transmitted thereto by lines l9r, 19s and 19a, the pressure (12 p.s.i.) of line 19s is applied by line 19: to line 20a of transmission relay 20; however, transmission relay 20 does not then trip since 12 p.s.i. pressure is being applied to transmission relay 20 through line 20b. Once storage 19 trips, 20 p.s.i. pressure by way of lines 19:, 19s and 20a causes transmission relay 20 to be set.

The output at line 20a of transmission relay 20 is applied to chrono-preceding relay 21 only when the latter is already energized so that relay 21 provides no output signal from the second pulse from the multivibrator. When this second pulse ends, the relay 21 is de-energized and its output signal from line 20s and line 21r and through line 215 is applied to line 22! of the output relay 22 which is also de-energized.

Upon the third pulse from the multivibrator 13, 14, the chrono-preceding relay 21 is kept at rest by the output pressure (12 p.s.i.) from the transmission relay 20 kept energized by the set input storage 19, the pressure being transmitted by line 20!, 20s, 21r, 21s, and 21!, so that the tripping of the output relay 22 causes the setting of the input storage 23 of a third counting stage by the output signal from the transmission relay 20. Thus when relay 22 is actuated by the third pulse transmitted thereto by line 220, lines 20t, 20s, Mr, 21;, 22! and 22s transmit pressure to line 23r and thereby to line 23a. When storage 23 is first subjected to the pressure of 12 p.s.i. transmitted thereto by lines 23r, 23s, and 23a, the pressure of 12 p.s.i. of line 23s is applied by line 23s to line 41a of transmission relay 41; however, transmission relay 20 does not then trip since 12 p.s.i. pressure is being applied to relay 41 through line 411;. Once storage 23 trips, 20 p.s.i. pressure by use of lines 23:, 23s and 41a causes transmission relay 4] to be set.

The output at line 41s of transmission relay 41 is applied to chrono-preceding relay 27 only when the latter is already energized so that relay 27 provides no output signal from line 27s upon the third pulse from the multivibrator. When the third pulse ends, the relay 27 is de-energized and its output signal from line 41s and line 27r and through line 27s is applied to line 42t of the output relay 42, thereby setting relay 42 and causing relay 42 to deliver a 20 p.s.i. output signal at line 42s. I

The same operating cycle then makes use of the relays 20, 21 and 22 homologous to the relays 16,17 and 18, respectively, to cause the tripping of the input storage 23 of a third counting stage at the third pulse supplied by themultivibrator 13, 14. it results therefrom an operating cycle like the preceding one using relays 41, 27 and 42, which are homologous to the relays 16 and 20, '17 and 21, 18 and 22, respectively. At the end of this last cycle, however, no new attempt of starting is effected since the output signal from the output relay 42, forwarded by a duct 3 to the inlet of a relay 10, causes the tripping of this relay and subsequently the putting to rest of the relay 9 which cuts off the feed of the multivibrator l3, l4 and hence terminates the series of attempts of starting.

The output from the relay 42 flows furthermore through a relay 24 and effects the unsetting of the first and second input storages l5 and 19 through a duct h. The third input storage 23 must be unset through manual operation of a start resetting distributor Re Lanc, in order that a new series of three trials of starting may be carried out.

it should be noted that the relay 24 also supplies an output signal when it is energized by a relay 25, this implying that the latter be at rest while a relay 26 supplies an output signal, or that'energizing of saidrelay 25 be'allowed bythe absence of output signal from the aforesaid stop-storage 28; this double requirement enables to have three attempts of starting available each time the engine is urged after having been stopped the output from the relay 26 exists when a braking command is supplied thereto by a distributer P after a quick reversal of the running direction of the engine, whereas said relay 26 is energized through a duct by the output signal from a socalled ignition speed storage 11 set by a distributer M, which is itself energized by a pressure VMOT representing the running speed of the engine. On the other hand, the stop storage 28 is unset when it is brought back to. rest by manual remote control of an emergency stop distributer URG or when its feed is cut oil by the operation of an electromagnetic valve LUB indicating a lubrication failure on the engine.

When the engine is stopped by cancellation of the running direction commands, the counting device is also put to zero, the input storages l and l9-of the first and second steps of the counting device being unset by the cutting off of their feeds through the relay 8.

The starting up of the engine may effectively be carried out only if its starting, effected in the aforesaid manner, has brought it to a certain speed called ignition speed which is higher than the minimum idling speed enabling the operation of the engine; this being so, it is desirable on the one hand to make sure that the starting of the engine brings same effectively to its ignition speed and on the other hand to discontinue the attempt of starting as soon as the engine has effectively been started. For this purpose and as already stated, the engine speed is measured by a tachometric device by which a pressure VMOT, substantially proportional to the engine speed, is applied in particular to the manometric control elements of the distributers L and M provided with respective return springs so adjusted as to enable the switching or changing over thereof only when the engine has reached its minimum idling speed and ignition speed, respectively; the switching of the distributer L effects the feeding of the ignition speed storage 11 which is then set by the switching off of the distributer M; the output from the ignition speed storage 11, flowing through the relay 10, brings the relay 9 back to rest thus discontinuing the feed of the multivibrator 13, 14, and hence the attempt of starting being made, by cutting 05 the intake of starting air. This intake is not effected again if the engine speed is kept above its idling speed, that is when it has effectively been started; in the contrary case, the discontinuance of the ignition speed storage 11 by the distributer L causes unsetting of said storage and in a corollary way, one or two new attempts of starting are effected automatically; should at the termination of these three attempts of starting, the engine not have been effectively started, a new series of attempts may be ordered by manual operating of the start resetting distributer Re Lanc.

The optional microvalve M, shown in dotted lines, enables, for some types of engines, to energize the ignition speed storage 11 through manual operation to achieve fuel supply even if the ignition speed is not reached. 1 l

The engine having been started in the manner previously indicated, may have to bestopped for various reasons, for example when it receives a headway or forward running order OAV, OAR while its cam-shaft is in the reverse position AR Pos, AV Pos in case of failure of its lubricating system or for any other reason justifying an emergency stop; the stop of the engine is caused by the discontinuance of the fuel admission controlled by the return to rest of the distributer STOP and possibly by air braking:

The fuel admission is possible only when the distributer STOP is energized, that is when it receives, through relays 43 and 29, the outputsignal from the set storage 28 and if it is not brought back to rest by the opposing action of the output signal from the distributer P.

As already stated, the release of the stop storage 28 may be caused either by remote control of the emergency stop 'distributer URG, or by energizing of the electromagnetic valve LUB after a failure of the lubricating system of the engine; the stop storage 28 being set or-reset through manual operation of the distributer Q, its output signal flows through the relay29 normally at rest, then through the relay 43, provided that the latter has been previously energized by the ignition speed storage 11 set as soon as the engine has reached its ignition speed or as soon as the microvalve M is operated. Thus, fuel is admitted only when the ignition speed is reached. For the engines wherein such an intake must be constant, it suffices to replace the connection in chain-dotted lines leading to the inlet of the relay 43 by a permanent connection to a pressure source or more simply to omit this connection and the relay 43 while directly connecting the distributer STOP to the outlet of the relay 29.

The stop of the engine through discontinuance of the fuel inlet may also be achieved by a braking order de-energizing the distributer P when the engine receives a forward running order OAV while its cam-shaft is in the reverse running position AR Pos or vice versa. Consequently a distributer 0, forming an OR function associated with the distributers l, J, has no more output and therefore enables the return to rest of the distributer P, which therefore applies to the distributer STOP an operating pressure balancing that supplied by the relay 43.

The output pressure from the distributer P, having come back to rest, flows through the relay 26, provided that the latter be energized by the ignition speed storage 11 and hence that the engine be running, and feeds through the medium of a duct m a multivibrator consisting of the relays 39 and 40; the output signal from this multivibrator acts upon the relay 12, the output signal of which causes the operation of the engine starting device in the ordered direction, which is the reverse of the actual direction of rotation of the engine; it results therefrom the braking of the latter. In the case where the airbraking of the engine must not be effected stepwise but continuously, it sufiices to close the restriction feeding the multivibrator 39, 40 or more simply to omit the latter by directly connecting the inlet of the relay to the duct m.

On some engines, the air-braking order is given by a device forming part of the engine itself and the fuel injection is automatically cut ofi during the braking. In this case, the distributers l and J become three-way apparatus and the distributers O and P are omitted, the braking order being directly applied to relays 26 and 36.

The engine speed, except for the case requiring its immediate stop and its adjusting through remote or direct control, must be monitored in various respects and in particular when the idling conditions appear or when passing the values critical from the mechanical standpoint.

For this purpose, the speed order OV, issued from the pilot bridge station Pa or from the cubicle station Ca is conveyed through a switching distributer R and flows through the latter when same is energized; in the opposite case, the distributer R supplies a pressure corresponding to a first idling speed V Ral l; likewise a distributer S lets pass the flow when it is energized and in the reverse case supplies a pressure corresponding to a second idling speed V Ral 2.

A distributer T causes the switching on of either of a pair of time-delaying devices by which the variations of the speed order V are transmitted with differing progressivities to the positioning actuator of the speed control member of the engine. A distributer V enables to cancel any time delay to thus ensure the immediate transmission of the variations of the speed command.

Distributors W and X are provided with return springs adjusted in such a manner that their switching takes place for values of the speed order 0V corresponding to the beginning and to the end, respectively, of a contingent critical area or range, so that a distributer Y energized by all speed orders located within said critical range, substitutes therefor a speed order VC MAX corresponding to the upper limit of said critical range.

lnversely, two distributers Z1 and Z2 keep a relay 45 energized when the actual engine speed, measured by the pneumatic tachometric device, is within said critical range; if this situation lasts, a time-lag relay 46 trips and actuates a warning appliance through the medium of the associated pressure contact Vc.

The distributer R is energized through a duct n and a relay 34 when a storage 33 has been manually set by an idling distributer Ral; likewise the distributer S is energized through a duct k and a relay 30 when a storage 31 has been set by the same idling distributer Ral. The storage 33 is unset as soon as appears an idling condition causing the de-energizing of the idling electromagnetic valve Ral which also causes the unsetting of the storage 31 if the idling condition lasts beyond a time period set by a time-lag relay 32. It should be noted that the distributer S is also restored to rest position by the output from a relay 35 which exists during the air-braking or starting operations or when the stop storage 28 has been unset; the purpose of this is to reduce the speed order pressure to a value ensuring the restart of the engine at idling speed.

The distributer T is energized from the handling or maneuvering end speed and then selects the time delay of speed increase or decrease (longest programming); it is restored to rest position by the output from a relay 38 in case of automatic throttling down through unsetting of the storage 33 or by switching off the programming through actuation of one or two shunting distributers Shl and Sh2, the latter causing the energizing of the distributer V.

Arrangements are provided to achieve the isolation of the safety devices through remote control of a distributer SEC which removes the pressure for energizing a relay 44; this relay then exhibits an output which on the one hand removes the idling efiect of the second level by actuation of the distributer S through the duct k and the relay 30 and on the other hand cancels the idling efiect of the first level by energizing of the relay 34 and hence of the distributer R and which moreover causes the return to rest of the relays 7 and 10 for respectively allowing the use of the remote control even if the engine is not ready (electromagnetic valve N) and for preventing the attempts of starting from being stopped after the third one.

The connection in chain-dotted lines connecting the distributer for isolating the safety units SEC to the relay 29 has for its purpose to possibly allow the operation of the engine even if the stop storage 28 has not been reset.

It appears from the preceding description that the central logic system of the device according to the invention achieves the following functions:

The start of the engine is achieved provided that certain conditions be previously met by sending it, from the working control station, any one forward running or reverse running speed order OAV, OAR; the start by air is then effected automatically, if need be through three successive attempts; if the third attempt is unsuccessful, the atempts of start are discontinued and it is necessary to actuate the start reset distributer Re Lanc located in the remote-control cabinet or to isolate the safety devices; this system, limiting to three the number of successive attempts of start, consisting of a pneumatic logic counting device, does not require any adjustment. Of course, when the engine starts at the first or at the second attempt of starting by air, the counting is automatically brought back to zero so that it is still possible to effect a complete series of three start trials at the next occasion.

When the engine is running, if one of the conditions requiring its throttling down appears, the engine speed undergoes a first reduction, and is then reduced to its minimum value if the idling condition remains. -The cancellation of the automatic idling is carried out by means of the idling reset distributer RAL or by isolating the safety devices.

The engine stop takes place automatically through lubricant pressure drop or by manual action on the emergency stop push-buttons. The system must then be reset by means of the reset distributer Q located on the remote-control cabinet.

If changing over from forward running speed to reverse running speed is effected without effecting the STOP, the engine is automatically slowed down or braked by air; if need be, the fuel may be automatically cut off by the distributer STOP; the braking or slowing down is adjustable and may be continuous or pulsatory. Even if the fuel is cut off by lubricant pressure drop for example, it is possible to slow down the engine by air by selecting a forward running speed if the engine operates on reverse running speed or vice versa; in this case of course the engine stops but is not restarted in the opposite direction.

To avoid a too fierce operating of the engine, there is a pneumatic time delay introducing a slight progressivity into the acceleration and a like device for the deceleration. From the speed corresponding to the handling or maneuvering end and to the beginning of the clear speed, these devices are automatically replaced by a pair of more efficient time-delaying appliances allowing much slower speed variations. Both of these speed variation programmes may be removed separately by remote control of the distributers Shl and Sh2 and are removed automatically in case of air-braking or slowing down by air.

Any wrong operative step is impossible and even if the automatic stop system for the engine is reset without taking precautions for placing the remote-control member in the STOP position, the engine is restarted at idling speed.

The possible critical ranges are automatically passed through as quickly as possible and the engine cannot be operated at a speed lying within one of these ranges.

For some types of engines, it is possible, by means of a suitable connection, to automatically lock the main air starting valve and to drain the air manifold or header as soon as the handling end speed is reached, the same operations being repeated in the other direction during a slowing down of the engme.

Finally whatever the order sent to the engine may be, the local control station provided on the engine has precedence of all the remote-control stations.

After having thus described the central logic system of the device according to the invention, a remote-control logic subsystem compatible with the latter will now be described with reference to FIG. 4, namely the subsystem enabling the remote control of the engine running speeds from the pilot bridge of the ship. In order to simplify the pneumatic circuitry and to improve the speed of response of the device, the pilot bridge station Pa is provided with a control panel comprising as many electric push-buttons as there are provided conventional running speeds for the ship, said push-buttons being respectively connected to electromagnetic selector valves controlling corresponding inputs to pneumatic logic circuits installed within the central control cabinet and the lay-out diagram of which is given in FIG. 4.

On this Figure are shown 10 electromagnetic selector valves corresponding to the different running speeds of the ship, namely:

a selector valve for clear speed RL which, when energized, allows the transmission to the engine of the clear speed" order VRL supplied by either one of two reducing valves adjustable from the pilot bridge station Pa or from the cubicle station Ca, as shown on FIGS. 1 and 3;

a selector valve STOP, the energizing of which causes the engine to stop;

four selector valves AVl, AV2, AV3 and AV4 the energizing of which causes the producing of a forward running order OAV and of a speed order CV of predetermined level achieving operation of the engine at a speedcorresponding to very slow ahead, slow ahead, half speed ahead and full speed ahead running speeds, respectively; and

four selector valves ARI, AR2, AR3 and AR4 the energizing of which causes the producing of a stemway order OAR and of a speed order CV of predetermined level achieving the operation of the engine at a speed corresponding to the very slow astem, slow astern, half speed astem" and full speed astern running speeds, respectively.

In order to reduce the number of distributers and reducing valves required for producing the speed orders V, on the one hand the speed order levels corresponding to the speeds of same name in headway and stemway operation have the same value 0V1, 0V2, 0V3 or 0V4, and on the other hand the same pneumatic elements are used to produce orders from the pilot bridge Pa or from the cubicle Ca remote-control stations. These various arrangements, which enable to use four reducing valves Al, A2, A3 and A4 only and to simplify the construction of the associated circuits, are of course optional; likewise the number of predetermined running speeds may be selected at will.

In the embodiment shown by FIG. 4, the energizing of any one of the electromagnetic selector valves causes the setting of a respective storage 23 to 32. If the selected speed is a headway speed (AVI to AV4 and RL), an OR function formed of relays 2 to 5 sets a headway storage 22. A relay 52 energized when the control is made from the pilot bridge station Pa, enables said storage to energize a distributer producing the headway order OAV; moreover, the output signal of this OR function 2-5 prevents the setting of a stemway storage 33 energizing a distributer producing the stemway order OAR, on the one hand by direct action upon said storage through a stop relay 6 at rest and on the other hand by energizing a headway precedence relay 1 l of FIG. 4.

Inversely, if the selected speed is a stemway speed (ARI to AR4), an "OR function formed of relays 8 to 10 sets the storage 33 which, through a relay 53 energized when the control is operated from the bridge Pa, causes the energizing of the distributer producing the stemway order OAR; the output signal of this OR function acts through a stop relay 7 at rest upon the headway storage 22 to prevent the setting thereof.

Thus, when several push-buttons corresponding to headway and stemway orders are depressed simultaneously, the headway orders have precedence of the stemway orders, not only in view of the impossibility to set at the same time the storages 22 and 33, but also in view of the presence of the headway precedence relay 1 1.

The energizing of the selector valve STOP causes through the medium of the stop relays 6 and 7 the unsetting of both headway and stemway storages 22 and 33 and therefore the cancelling of any running speed order to thus cause the engine to stop.

Whatever the selected speed may be, an unsetting relay 1 exhibits an output which through the medium of intermediate relays 12 to 21 unsets all the previously energized respective storages 23-32 except for the one corresponding to the selected speed since the corresponding intermediate relays 12 to 21 are energized when said storage is set.

Cascade-connected relays 34 to 38 on the one hand and 39 to 42 on the other hand enable, when any one of storages 23-27 and 29-32 is'energized, to remove the feed of those storages corresponding to a same running direction, but to-a lower speed; thereby, if several buttons are depressed simultaneously, not only the headway orders take precedence, but in addition only that order corresponding to the highest selected speed will be transmitted.

Coupling relays 43, 44, 45 and 46 form an OR function which enables to halve the number of reducing valves A1-A4 by using the same speed order value for the forward running speed and backward running speed bearing the same name.

Relays 47 to 51 on the one hand and 52 to 53 on the other hand are energized in the case where the remote control is assigned to the pilot bridge Pa and, in this case, merely let the flow go through them. If on the contrary the remote control is assigned to the cubicle Ca, these relays let only pass the speed and running direction orders coming from the latter. Wherever the orders may come from, the pressure contacts RL, AVl to AV4, STOP and ARlto AR4 enable the display wherever required of the accepted order.

The pneumatic logic subsystem for the remote control from the sound-insulated cubicle Ca of the engine-room is substantially identical with that which has been just described; in the case taken by way of example where the headway and stemway speeds are symmetrical and where the same reducing valves are used to transmit the orders coming from the cubicle Ca and from the pilot bridge Pa, the device for the remote control from the cubicle Ca may be carried out according to the lay-out diagram which is shown in FIG. 5;

On this Figure, the relays l to 46 have exactly the same functions as the relays carrying the same reference character in FIG. 4.

On the contrary the relays 54 to 66 of FIG. 5 have no counterpart in FIG. 4, and their essential function is to enable to couple the subsystems of FIGS. 4 and 5 for use as a telegraph between the pilot bridge Pa and the cubicle Ca.

When the remote control is assigned to the sound-insulated cubicle Ca, the absence of any command from the pilot bridge Pa lets the relays 47 to 53 of FIG. 4 at rest as well as the relay 64 of FIG. 5, so that only the actuation of the push-buttons of the cubicle control-panel causes the energizing of the distributers Al-4, RL of FIG. 4 producing the speed orders 0V and the running direction orders OAV and OAR.

Under these conditions, the energizing of any one of the selector valves for remote control from the pilot bridge Pa causes the setting of the respective storage 23 to 32. Since the relays 47 to 53 are at rest, the output of said storage remains without influence upon the distributers producing the running direction and the speed orders, but appears at the corresponding tap p1 to p10 of FIG. 4, which is connected to the respective inlet pl to p10 of FIG. 5. The selection of a running speed from the pilot bridge thus causes the energizing of the corresponding relay 56 to 63 of FIG. 5, provided that the energizing of this relay is not prevented by the setting of the respective storage 23 to 32. In case of discrepancy between both controls, the OR function formed of the relays 54 to 63 offers an output which, provided that the relay 64 is not energized, feeds on the one hand a manometric contactor switch causing continuous operation of an acoustic indicator, and on the other hand a multivibrator consisting of two relays 65, 66, the accumulator and the restrictions shown, which itself feeds a pressure contact providing for blinking of visual indicators on the pilot bridge Pa and in the cubicle Ca control panels.

Under these conditions, any one push-button being depressed at the pilot bridge control panel, the lamp incorporated into this button can be made to blink as well as the lamp incorporated into the corresponding push-button of the cubicle control panel, whereas the two lamps corresponding to the present engine speed extinguish. The button which is blinking being depressed in the cubicle, the engine assumes the new controlled speed, the blinking vanishes and converts itself into a fixed light, all the other visual indicators remaining extinguished. Furthermore an acoustic indicator is operating in the cubicle when the blinking takes place.

If it is not desired to make use of this possibility of using the remote-control subsystems as a telegraph, it suffices to stop up the outlets p1 to p10 of the diagram of FIG. 4.

It should be noted that both remote-control subsystems which have just been described, automatically provide the selection of orders from the pilot bridge Pa and from the cubicle Ca for supplying a single speed order V and a single running direction order OAV or OAR; under these conditions, the diagram of the central logic system of FIGS. 3A and 3B could be simplified by omitting the duplication of the speed and running direction order inputs from the cubicle Ca and from the pilot bridge Pa, respectively.

In addition to the control systems which have just been described, the device according to the invention comprises alarm circuits the diagram of which in FIG. 6 shows an exemplary embodiment.

On this Figure, alarms Al-A70 are materialized by the occurrence of a pressure, but it should be understood that the number of alarms is immaterial and that the operation could as well be effected by lack or failure of pressure.

Couples of relays 1-11, 2-12, and 9-19 on the one hand and couples of relays 10-20 on the other hand form each one a shaping unit delivering a short pulse when a pressure builds up in the corresponding alann circuit A1 to A10: in fact, the relay 11 to 19 trips as soon as the alarm pressure overcomes the resistance of its return spring, and then supplies an output signal which is discontinued by the tripping of the corresponding relay 1 to 9 as soon as the alarm pressure is large enough to overcome the opposing force of the return springof the latter augmented by the connection with the 12 psi. pressure. Likewise the relay 10, devoid of any return spring, trips as soon as the alarm pressure reaches the value of 12 psi. and thus restores to rest position the relay 20 still energized and flowed through by the alarm pressure, which must vanish in order that the element be restored to its initial state. These shaping elements offer the advantage to deliver as long as pulse as the increase in pressure of the alarm signal is slow.

The output pulse of the shaping element is stored by the corresponding storage 21 to 30 and furthermore acts upon an OR" function formed of relays 31 to 39, the output of which set storages 42, 43 through the medium of relays 40, 41. The storage 42 operates an acoustic indicator which may be stopped by manual action upon an associated release microvalve. The storage 43 feeds a multivibrator formed of relays 44 and 45, accumulator and restrictions shown, the output of which acts upon everyone of relays 46 to 55, but may flow through the only one which is energized by a corresponding set storage 21 to 30. The corresponding visual pneumatic indicator is then made to oscillate.

A blinking release microvalve enables to unset the energized storage 21 to 30 as well as the storage 43; the multivibrator 44, 45 is therefore stopped and the pneumatic visual indicator ceases to oscillate, but the relays 46 to 55 of the alarm channel concerned is de-energized, so that the corresponding pneumatic visual indicator repeats or displays again the existence of the alarm until its vanishing.

OPERATION Preparation of System If operation of the system is to be controlled by the bridge station Pa, valve A is placed in the left position as viewed in FIG. 3B. Ifthe bridge station Pa accepts the assignment of the control thereto, valve B is placed in the left position.

The pressure applied to duct d by valves A and B (FIG. 3B) energizes relays 1 and 4, corresponding to headway order OAV and sternway order 0 respectively (FIG. 3A).

If operation of the system is to be controlled by the cubicle station Ca, valve A is placed in the position shown in FIG. 38. Since in this position of valve A, no pressure is applied to duct d, relays l and 4 remain at rest (FIG. 3A).

If operation of the system is to be controlled by the engine station Ma, valve A is placed in the right position as viewed in FIG. 3B.

Starting The direction of rotation in which the engine is to be started is initially selected by the operator by the setting of valves OAR, Pa or OAV Pa connected to the actuators AV Pos. and AR Pos. for positioning the camshaft of the engine (FIG. 3A). The camshaft of the engine can be placed in a position corresponding to headway operation (AV POS) or in a sternway position (AR POS).

In addition to positioning the camshaft it is necessary to condition the starting system of the engine such as a pneumatic starting device to crank the engine in either a direction corresponding to headway operation or in a direction corresponding to sternway operation. The operator sets valves shown in FIG. 3A for providing a signal to the pneumatic starting devices (AV Lane. and AR Lane.) for headway operation or for sternway operation.

A pneumatic starting device and a camshaft actuator for starting an engine of the type which can be controlled by the system of the invention is shown in each of U.S. Pat. No. 2,640,312, issued to RR Miller on June 2, 1953 and U.S. Pat. No. 2,91 1,960, issued to W. Benz et al on Nov. 10, 1959.

Relays 2 and 5 provide the control signals to the headway and sternway actuators (AV Pos. and AR Pos.), respectively. Relays 3 and 6 furnish the pneumatic starting devices headway and sternway signals, respectively.

When the camshaft is positioned into the headway position, distributor I is energized. When the camshaft is placed in the sternway position distributor J is energized.

When energized, distributor I enables the output of relay 2 to be conveyed by duct 2 (FIG. 3A) to the OR function of relay 8 (FIG. 3B). When distributor J is energized, the output of relay 5 is conveyed through duct f (FIG. 3A) to the OR function provided by relay 8. Thus it can be seen that the signals of ducts e or f constitute headway and sternway cam position-feedback signals, respectively.

The output of the OR function provided by relay 8 is transmitted by relay 9 to a square-wave signal generator or multivibrator consisting of relays 13 and 14 and the pneumatic circuit elements related thereto. If output pulse from the multivibrator 13, 14, actuates relay 12 which transmits a pressure pulse along duct a (FIG. 3B) and thereby to relays 3 and 6 (FIG. 3A), the actuation of either relay 3 or 6 as discussed above transmits a pressure pulse to the headway pneumatic starting device or the sternway pneumatic starting device, respectively. Thus each impulse transmitted by either of relays 3 or 6 will be accompanied by a cycle of a starting attempt by the pneumatic starting device. It is intended that the number of successful starting attempts be limited to three.

A pneumatic counting device comprising relays 15-23, 27, 41 and 42 limit the number of successful attempts of starting to three (FIG. 3A). The count of three is a consequence of the use of three storage relays, 15, 19 and 23, which are successively placed in a storage condition upon each different attempt to start. After the third attempt at starting, in response to the third impulse from the multivibrator, relay 42 is actuated and transmits an impulse by duct 3 (FIG. 3A) to relay 10 (FIG. 3B). The tripping of relay 10 by the impulse transmitted by duct 3 deactivates relay 10, thereby restoring relay 9 to a rest position which in turn cuts off the input signal to the multivibrator comprising relays 13 and 14.

The activating of relay 42 transmits an impulse through relay 24 which resets storage relays 15 and 19 from their storage position. Storage relay 23 must be manually reset from its storage position before a new series of attempts to start the engine may be carried out.

Engine Operation after Starting Once the engine has been subjected to a starting cycle, it is necessary that the engine reach its ignition speed and then its minimum idling speed before the starting cycle is terminated. The engine speed is measured by a tachometric device which transmits a pressure signal identified as Vmot (FIG. 3B). This pressure signal is applied to distributors L and M which are actuated in response to the pressure signal level of the ignition speed" and Idling speed conditions. Only after distributors L and M have been actuated by the speed signal, thereby indicating that the engine has reached its idling speed, is the operation of the multivibrator terminated thereby terminating the starting operation. The operation of the multivibrator is terminated by the pressure applied by line 11s of storage 1 1 being applied to line lr of relay l0 and by line of relay 10 to line 9b of relay. This pressure at line 9b of relay 9 resets the relay. Stopping of Engine The release of the storage relay 28 may be effected either by remote control of the emergency stop distributor URG (FIG. 3A) of by the energizing of the electromagnetic valve LUB after a failure of the lubricating system of the engine. Fuel ad.- mission to the engine is possible only when the STOP actuator (FIG. 3A) is energized by relay 43 which is connected to storage relay 28. In this way fuel is admitted to the engine only when the proper ignition speed has been reached.

Braking If a forward running order OAV is issued from OAV Pa (bridge station or OAV Ca cubicle station) when the cam shaft actuator AR Pos.) is in the reverse running position, the command OAV is transmitted through line 1s of relay 1 and lines 2! and 24' of relay 2 to distributors I and J, which form an OR" function with distributor O.

The actuation of distributor P by the output distributor 0, applies pressure through set relay 26 by way of lines 26! and 26s thereof (relay 26 being set by pressure from line 11s of relay 1 1 and duct c since the engine is running). From line 26s, the pressure is applied to duct m and thereby by line 39r of relay 39 (FIG. 3B). Relay 39 and 40 comprise a multivibrator.

The output signal from the multivibrator is transmitted to line 12a of relay 12. The output of relay 12 at line 12: thereof is transmitted by duct 0 to relay 3 at line 3: thereof. Line 3s of relay 3 then transmits a pressure signal to starting device L Lanc. to crank the engine in the forward or ahead direction even though the engine is operating in the rear direction. In this way braking of the engine is provided. Similarly a reverse or sternway signal OAR during forward or aheadway operation of the engine causes reverse operation of the cranking device AR Lanc. and thereby braking. Speed Control of Engine As shown in FIG. 4 there is provided a control panel at the bridge station having valves which correspond to the various operating speeds which are identified as RL, AVl-AV4 (ahead speeds) ARI-AR4 (astem speeds) and stop. A similar control panel for the cubicle stations is shown on FIG. 5. Upon energizing any of the valves, one of the storage relays 23-32 corresponding to the valves is set. Storage relays 22 and 33 which act as OR" devices interlock the system from responding to simultaneous ahead and astem commands. The energizing of the valve identified as STOP in FIG. 1A terminates the actuation of both of the storage relays 22 and 23 and thereby cancels a speed order from being delivered to the engine.

Relays 12-21 cause the cancellation of any prior speed command whenever a new speed command is inserted into the system. Relays 34-38 and 39-42 safeguard the system from being confused by multiple speed commands thus these relays permit only the highest speed command to be transmitted to the engine. Engine Alarm Circuits As shown in FIG. 6 incoming alarm signals are transmitted along lines Al-AIO. The paired relays l-ll, 2-12, etc. form signal shaping circuits which deliver a short impulse in response to an incoming alarm pressure signal. The output impulse of a given shaping circuit is stored by one of the corresponding storage relays 21-30. In tum the storage relays are connected by relays 46-55 to the indicators shown at the right side of FIG. 4. A multivibrator circuit formed by relays 44 and 45 interrupts the operation of relays 46-55 in order to provide an intermittent signal such as a blinking signal at the indicators.

It should be understood that the invention is not at all limited to the forms of embodiments shown which have been given by way of examples only; in particular it comprises all the means forming technical equivalents to those described and shown as well as their combinations carried out according to the gist of the invention.

' I claim I 1. A remote control device for a reversible, variable-speed internal combustion engine of the type used for directly driving a propeller of a ship, the engine (MOT) being provided with control members operable by actuators (AV Pos and AR Pos) for respectively controlling its running direction (AV and tioning (AV Pos and AR Pos) of a cam-shaft and the direction AR) and its speed of rotation (V), the engine being further provided with a pneumatic, reversible starting device'(AV Lanc and AR Lane) and with a plurality of sensors selectively responsive to parameters of its operation, among which is a pneumatic tachometer measuring its actual speed (V MOT), said remote control'device-comprising a central pneumatic logic system for operatively transmitting to the actuators (AV Posand AR Pos) a running direction order (OAV and OAR) and a speed order (0V) issued from a selected one of a plurality of associated remote-control stations (Pa FIG. 4, Ca FIG. 5), the central logic system controlling in an automatic sequential manner, in response to said orders and to information supplied by said sensors, thepreparation of the engine (MOT) and of the starting device (AV Lanc and AR Lanc) for operation in the direction prescribed by running direction order (OAV and OAR), the energization of the starting device (AV Lanc and AR Lanc) and the monitoring of the speed (V MOT) of the engine according to the speed order (0V).

2. A device according to claim 1 for an engine having a cam-shaft movable between forward and reverse running positions, the device further comprising first (1 and 2, 4 and 5) and second l and 3, 4 and 6) pneumatic relays means of said central logic system which correspondingly control the posiof operation of the starting device (AV Lane and AR Lanc), respectively, in response to the running direction order (OAV and OAR) applied thereto, pneumatic distributors (I and J) coupled to the cam-shaft for ascertaining the correct position (AV Pos and AR Pos) thereof, and third relay means (Relays 8 and 9) forming an OR function which allows for operation of the starting device (AV Lanc and AR Lanc) when acted upon by said pneumatic distributors (I and J).

3. A device according to claim 2 and further comprising a pneumatic counting system (15-23, 41, 27, and 42) incorporated in said central logic system and operative for controlling the operation of the starting device for automatically repeating attempts of starting the engine whenever required until a predetermined number of attempts is completed.

4. A device according to claim 3, in which said counting system comprises a pneumatic multivibrator (13, 14) fed through said third relay means (8 and 9) to produce a sequence of output pulses, each of which initiates an attempt for starting the engine, a series of operatively interconnected counting stages (15-18, 19-22, 23, 41, 27 and 42),the number of which corresponds to the predetermined number of attempts, each one of said counting stages being selectively set by the output pulse of said multivibrator, the rank of which in the sequence corresponds to the rank of the stage in the series, and a fourth relay means (10 and 11), the setting of the last one of said counting stages causing said fourth relay means (Relays 10 and 11) to discontinue the feeding of said multivibrator provided that said fourth relay means has not previously been triggered in response to the starting of the engine by the output of distributor means (L and M) operatively coupled to the tachometer (V MOT).

5. A device according to claim 4, in which each of said counting stages comprises four relays including an input storage relay (15, 19, 23), a transmission relay (16, 20, 41) energized upon setting of said storage relay, a chrono-priority relay (17, 21, 27) the energization of which by an output pulse of said multivibrator is prevented when said transmission relay is energized, and an output relay 18, 22, 42) operative when energized by said output pulse of said multivibrator for transmitting the output signal of said de-energized chrono-priority relay, said input storage relays of said first counting stage and of each one of said following counting stages being respectively set by the first output pulse of said multivibrator (13,14) and by the output signal of the preceding counting stage, and the output signal (42) of said last counting stage triggering said fourth relay means (10 and 11).

6. A device according to claim 5, in which said last counting stage (42) has an output signal which causes unsetting of the respective storage relays (15, 19) of the preceding stages, and in which the storage relay(23) of said last stage may be unset through manual operation (Re Lane).

7. A device according to claim 2, and further comprising a first distributor (STOP) for supplying fuel to the engine, a normally set storage relay (28) for generating a pressure signal, a second normally switched-off distributor (P) operatively coupled to the aforesaid pneumatic distributors-(land J) coupled to the camshaft for ascertaining the correct position thereof, said first distributor being normally switched on by the pressure signal of said normally set storage relay (28) and acting against a counter-pressure signal of said second normally switched-off distributor (P), whereby the engine stop is obtainable on the one hand through reversing the running direction order to cause switching-on of said second distributor (P), and on the other hand through unsetting of said storage relay (28) upon manual actuation of first associated distributor means (URG) in case of emergency as well as automatic operation of second associated distributor means (LUB) in case of engine failure.

8. A device according to claim 4, and further comprising a normally switched-off distributor (P) operatively coupled to the aforesaid pneumatic distributors (I and J) coupled to the camshaft for ascertaining the correct position thereof, a second pneumatic multivibrator (39 and 40), said distributor (P) in response to the reversal of the running order while the engine is running, feeding said second pneumatic multivibrator (39 and 40), and a fifth relay means (12) forming an OR" function, said fifth relay means transmitting the output pulses of said second pneumatic multivibrator and being connected to said first mentioned multivibrator (13 and 14) to cause operation of the starting device in the ordered direction, reverse of the actual running direction of the engine, whereby the engine is caused to stop by the braking effect exerted by the starting means.

9. A device according to claim 1, in which said central logic system further comprises an idle speed distributor means (R, S) operative for substituting an idling order (V Ral) of predetermined value for the speed order (OV) issued from said selected remote-control station (Pa, Ca).

10. A device according to claim 1, in which said central logic system further comprises a "time-lag" distributor means (T-V) operative for automatically transforming into progressive variations the abrupt variations of the speed order (0V) issued from said selected remote-control station (Pa, Ca).

11. A device according to claim 10, in which said central logic system further comprises manually operable shunt" distributor means (Sh 1-2) operative for cancelling the action of saidtime-lag" distributor means (T-V).

12. A device according to claim 1, in which said central logic system further comprises critical-speed" distributor means (W, X, and Y) operative for automatically substituting for speed orders (OV) falling under a critical range of rotation of the engine, a speed order (Vcmax) located at the upper limit of the range.

13. A device according to claim 1 in which each one of said remote-control stations (Pa, Ca) comprises, for each one of the running speeds of the engine storages (23-32 of FIGS. 4 and 5), a multiple switch arrangement (A 1/4 and RL), a selector valve (RL-AV 1/4, STOP, AR 1/4) providing on the one hand the setting of said respective storage (23-24) by which is controlled the position of said multiple switch arrangement (A 1/4 and RL) supplying the corresponding speed order, and further comprises two OR functions (2-5 and 8-10 of FIGS. 4 and 5) and an associated storage (22 and 23 of FIGS. 4 and 5), said selector valve (RL-AV 1/4) providing on the other hand the energizing of the relevant one of the two "OR" functions (2-5 and 8-10 of FIGS. 4 and 5) and thereby the setting of an associated storage (22 and 23 of FIGS. 4 and 5) supplying the corresponding running direction order (OAV, OAR).

1,4. A device according to claim 13 in which the energizing of either one of said OR" functions (2-5 and 8-10 of FIGS. 4 and 5) provides for unsetting of the storage (33, 22 of FIGS. 4 and 5) associated with the other OR" function.

15. A device according to claim 14 and further comprising a forward motion precedence relay (11 of FIG. 4) operated in response to the forward running order (OAV) supplied thereto by the energizing of the "OR" function (2-5), associated with the storage (22), said forward motion precedence relay preventing the setting by the other OR function (8-10 of FIGS. 4 and 5) of the associated storage supplying the backward running order (OAR).

16. A device according to claim 13 and further comprising a stop relay (6 and 7 of FIGS. 4 and 5) and a selector valve (STOP) associated therewith for providing for engine stopping, said stop relay causing unsetting of both aforesaid storages (22, 23) respectively, supplying the opposite running direction orders (OAV, OAR). 3

17. A device according to claim 13 and further comprising an unsetting relay (1 of FIGS. 4 and 5) exhibiting an output when any one of said selector valves is actuated, said unsetting relay causing unsetting of all the aforesaid respective storages (23-32 of FIGS. 4 and 5) of the selector valves other than that which is actuated.

18. A device according to claim 17 and further comprising an intermediate relay (12 21 of FIGS. 4 and 5) which at rest connects the aforesaid respectivestorage (23-32 of FIGS. 4 and 5) to said unsetting relay (1 of FIGS. 4 and 5), each of said selector valves providing the energizing of said intermediate relay.

19. A device according to claim 13 and further comprising cascade-connected relays (34-38, 29-32 of FIGS. 4 and 5) to which are coupled the respective storages (23-27, 29,-32 of FIGS. 4 and 5) of the aforesaid selector valves (RI. & AV 1/4, AR 114 of FIGS. 4 and 5) corresponding to the same running direction, said cascade-connected relays enabling the feeding of said storages (23-27, 29-32 of FIGS. 4 and 5) to be cut off except for that corresponding to the highest running speed.

20. A device according to claim 13, in which the forward and reverse running speeds are paired and in which said multiple switch arrangement comprises coupling (43-46 of FIGS. 4 and 5) relays forming an OR function which couples the

Claims (24)

1. A remote control device for a reversible, variable-speed internal combustion engine of the type used for directly driving a propeller of a ship, the engine (MOT) being provided with control members operable by actuators (AV Pos and AR Pos) for respectively controlling its running direction (AV and AR) and its speed of rotation (V), the engine being further provided with a pneumatic, reversible starting device (AV Lanc and AR Lanc) and with a plurality of sensors selectively responsive to parameters of its operation, among which is a pneumatic tachometer measuring its actual speed (V MOT), said remote control device comprising a central pneumatic logic system for operatively transmitting to the actuators (AV Pos and AR Pos) a running direction order (OAV and OAR) and a speed order (OV) issued from a selected one of a plurality of associated remote-control stations (Pa FIG. 4, Ca FIG. 5), the central logic system controlling in an automatic sequential manner, in response to said orders and to information supplied by said sensors, the preparation of the engine (MOT) and of the starting device (AV Lanc and AR Lanc) for operation in the direction prescribed by running direction order (OAV and OAR), the energization of the starting device (AV Lanc and AR Lanc) and the monitoring of the speed (V MOT) of the engine according to the speed order (OV).

2. A device according to claim 1 for an engine having a cam-shaft movable between forward and reverse running positions, the device further comprising first (1 and 2, 4 and 5) and second (1 and 3, 4 and 6) pneumatic relays means of said central logic system which correspondingly control the positioning (AV Pos and AR Pos) of a cam-shaft and the direction of operation of the starting device (AV Lanc and AR Lanc), respectively, in response to the running direction order (OAV and OAR) applied thereto, pneumatic distributors (I and J) coupled to the cam-shaft for ascertaining the correct position (AV Pos and AR Pos) thereof, and third relay means (Relays 8 and 9) forming an ''''OR'''' function which allows for operation of the starting device (AV Lanc and AR Lanc) when acted upon by said pneumatic distributors (I and J).

3. A device according to claim 2 and further comprising a pneumatic counting system (15-23, 41, 27, and 42) incorporated in said central logic system and operative for controlling the operation of the starting device for automatically repeating attempts of starting the engine whenever required until a predetermined number of attempts is completed.

4. A device according to claim 3, in which said counting system comprises a pneumatic multivibrator (13, 14) fed through said third relay means (8 and 9) to produce a sequence of output pulses, each of which initiates an attempt for starting the engine, a series of operatively interconnected counting stages (15-18, 19-22, 23, 41, 27 and 42),the number of which corresponds to the predetermined number of attempts, each one of said counting stages being selectively set by the output pulse of said multivibrator, the rank of which in the sequence coRresponds to the rank of the stage in the series, and a fourth relay means (10 and 11), the setting of the last one of said counting stages causing said fourth relay means (Relays 10 and 11) to discontinue the feeding of said multivibrator provided that said fourth relay means has not previously been triggered in response to the starting of the engine by the output of distributor means (L and M) operatively coupled to the tachometer (V MOT).

5. A device according to claim 4, in which each of said counting stages comprises four relays including an input storage relay (15, 19, 23), a transmission relay (16, 20, 41) energized upon setting of said storage relay, a chrono-priority relay (17, 21, 27) the energization of which by an output pulse of said multivibrator is prevented when said transmission relay is energized, and an output relay (18, 22, 42) operative when energized by said output pulse of said multivibrator for transmitting the output signal of said de-energized chrono-priority relay, said input storage relays of said first counting stage and of each one of said following counting stages being respectively set by the first output pulse of said multivibrator (13,14) and by the output signal of the preceding counting stage, and the output signal (42) of said last counting stage triggering said fourth relay means (10 and 11).

6. A device according to claim 5, in which said last counting stage (42) has an output signal which causes unsetting of the respective storage relays (15, 19) of the preceding stages, and in which the storage relay(23) of said last stage may be unset through manual operation (Re Lanc).

7. A device according to claim 2, and further comprising a first distributor (STOP) for supplying fuel to the engine, a normally set storage relay (28) for generating a pressure signal, a second normally switched-off distributor (P) operatively coupled to the aforesaid pneumatic distributors (I and J) coupled to the camshaft for ascertaining the correct position thereof, said first distributor being normally switched on by the pressure signal of said normally set storage relay (28) and acting against a counter-pressure signal of said second normally switched-off distributor (P), whereby the engine stop is obtainable on the one hand through reversing the running direction order to cause switching-on of said second distributor (P), and on the other hand through unsetting of said storage relay (28) upon manual actuation of first associated distributor means (URG) in case of emergency as well as automatic operation of second associated distributor means (LUB) in case of engine failure.

8. A device according to claim 4, and further comprising a normally switched-off distributor (P) operatively coupled to the aforesaid pneumatic distributors (I and J) coupled to the camshaft for ascertaining the correct position thereof, a second pneumatic multivibrator (39 and 40), said distributor (P) in response to the reversal of the running order while the engine is running, feeding said second pneumatic multivibrator (39 and 40), and a fifth relay means (12) forming an ''''OR'''' function, said fifth relay means transmitting the output pulses of said second pneumatic multivibrator and being connected to said first mentioned multivibrator (13 and 14) to cause operation of the starting device in the ordered direction, reverse of the actual running direction of the engine, whereby the engine is caused to stop by the braking effect exerted by the starting means.

9. A device according to claim 1, in which said central logic system further comprises an ''''idle speed'''' distributor means (R, S) operative for substituting an idling order (V Ral) of predetermined value for the speed order (OV) issued from said selected remote-control station (Pa, Ca).

10. A device according to claim 1, in which said central logic system further comprises a ''''time-lag'''' distributor means (T-V) operative for automaTically transforming into progressive variations the abrupt variations of the speed order (OV) issued from said selected remote-control station (Pa, Ca).

11. A device according to claim 10, in which said central logic system further comprises manually operable ''''shunt'''' distributor means (Sh 1-2) operative for cancelling the action of said ''''time-lag'''' distributor means (T-V).

12. A device according to claim 1, in which said central logic system further comprises ''''critical-speed'''' distributor means (W, X, and Y) operative for automatically substituting for speed orders (OV) falling under a critical range of rotation of the engine, a speed order (Vcmax) located at the upper limit of the range.

13. A device according to claim 1 in which each one of said remote-control stations (Pa, Ca) comprises, for each one of the running speeds of the engine storages (23-32 of FIGS. 4 and 5), a multiple switch arrangement (A 1/4 and RL), a selector valve (RL-AV 1/4, STOP, AR 1/4) providing on the one hand the setting of said respective storage (23-24) by which is controlled the position of said multiple switch arrangement (A 1/4 and RL) supplying the corresponding speed order, and further comprises two ''''OR'''' functions (2-5 and 8-10 of FIGS. 4 and 5) and an associated storage (22 and 23 of FIGS. 4 and 5), said selector valve (RL-AV 1/4) providing on the other hand the energizing of the relevant one of the two ''''OR'''' functions (2-5 and 8-10 of FIGS. 4 and 5) and thereby the setting of an associated storage (22 and 23 of FIGS. 4 and 5) supplying the corresponding running direction order (OAV, OAR).

14. A device according to claim 13 in which the energizing of either one of said ''''OR'''' functions (2-5 and 8-10 of FIGS. 4 and 5) provides for unsetting of the storage (33, 22 of FIGS. 4 and 5) associated with the other ''''OR'''' function.

15. A device according to claim 14 and further comprising a forward motion precedence relay (11 of FIG. 4) operated in response to the forward running order (OAV) supplied thereto by the energizing of the ''''OR'''' function (2-5) associated with the storage (22), said forward motion precedence relay preventing the setting by the other ''''OR'''' function (8-10 of FIGS. 4 and 5) of the associated storage supplying the backward running order (OAR).

16. A device according to claim 13 and further comprising a stop relay (6 and 7 of FIGS. 4 and 5) and a selector valve (STOP) associated therewith for providing for engine stopping, said stop relay causing unsetting of both aforesaid storages (22, 23) respectively, supplying the opposite running direction orders (OAV, OAR).

17. A device according to claim 13 and further comprising an unsetting relay (1 of FIGS. 4 and 5) exhibiting an output when any one of said selector valves is actuated, said unsetting relay causing unsetting of all the aforesaid respective storages (23-32 of FIGS. 4 and 5) of the selector valves other than that which is actuated.

18. A device according to claim 17 and further comprising an intermediate relay (12 -21 of FIGS. 4 and 5) which at rest connects the aforesaid respective storage (23-32 of FIGS. 4 and 5) to said unsetting relay (1 of FIGS. 4 and 5), each of said selector valves providing the energizing of said intermediate relay.

19. A device according to claim 13 and further comprising cascade-connected relays (34-38, 29-32 of FIGS. 4 and 5) to which are coupled the respective storages (23-27, 29,-32 of FIGS. 4 and 5) of the aforesaid selector valves (RL & AV 1/4, AR 1/4 of FIGS. 4 and 5) corresponding to the same running direction, said cascade-connected relays enabling the feeding of said storages (23-27, 29-32 of FIGS. 4 and 5) to be cut off except for that corresponding to the highest running speed.

20. A device according to clAim 13, in which the forward and reverse running speeds are paired and in which said multiple switch arrangement comprises coupling (43-46 of FIGS. 4 and 5) relays forming an ''''OR'''' function which couples the storages (27-29, 26-30, 25-31 and 24-32 of FIGS. 4 and 5) corresponding to symmetrical running orders and actuate a same distributor (A 1/4 of FIGS. 4 and 5) supplying the relevant speed order (OV 1/4 of FIGS. 4 and 5).

21. A device according to claim 20 in which said distributors (A 1/4 of FIGS. 4 and 5) for selecting the speed order (OV 1/4 of FIGS 4 and 5) are common with several remotecontrol stations (pa, Ca).

22. A device according to claim 1 in which said remote-control stations (pa, Ca) are operatively interconnected in order to be usable as telegraphs (Pa, Ca of FIG 5).

23. A device according to claim 1 and further comprising at least one alarm circuit (A-9 of FIG. 6) including a pair of shaping relays energized by an alarm pressure, the tripping of the first relay (1-9 of FIG. 6) which is adapted to be delayed by the application of a determined opposing pressure, providing the return to rest position of the second relay (11-19 of FIG. 6), the output signal of which controls an alarm signalling.

24. A device according to claim 1 and further comprising at least one alarm circuit (A 10 in FIG. 6) including a pair of shaping relays the first (10 of FIG. 6) of which, devoid of any return spring, is energized by an alarm pressure acting against a determined opposing pressure, its tripping restoring to rest position the other relay (20 of FIG. 6) normally energized by said opposing pressure and flowed through by said alarm pressure.

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