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Aug. 19, 1947.
R. R. STEVENS
2,426,063
CLUTCH OPERATING MECHANISM
Filed Jim 25, 1942
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Aug- 19, 1947-
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R. R. STEVENS
2,426,063
CLUTCH OPERATING MECHANISM’
Filed June 23, 1942
3 Sheets-Sheet 3
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YRO)? 1P. ‘Si’tevens
INVENTOR
B
5
ATTORNEY _
Patented Aug. 19, 1947
2,426,063
UNITED STATES PATENT OFFICE,
2,428,063
CLUTCH OPERATING MECHANISM
Roy R. Stevens, Forest Hills, Pa" assignor to The .
Westinghouse Air Brake Company. Wilmerding,
Pa., a corporation of Pennsylvania
1
Application June 23, 1942, Serial No. 448,187
. 24 Claims. (Cl. 192-87)
This invention relates to clutch operating mech
anism and more particularly to manually con
trolled power means for controlling the operation
01' clutches, iuel supply devices for governing the
speed or power output of internal combustion en
gines, etc.
2
parts, so as to insure positive and selective oper
ation of the clutch throughout its useful liie.
Another object of the invention is the provision
of a clutch control system embodying power
means for moving the driven part of the clutch
to any selected one o! a plurality of dii‘lerent
In certain water crait internal combustion en
positions in accordance with a selected operation
gines are employed for driving the propeller to
of a manual control element and also embody
propel the craft. The engines are provided with
ing means operative automatically to relieve the
fuel supply governing means which is adjustable 10 clutch of the power or force of said power means
to vary the power output or speed of the engine
after and only after the attainment of such se
and thereby the speed of the craft, and a clutch
lected position has been assured.
is used to connect and disconnect the engine to
Another object of the invention is the provi_
and from the propeller.
sion of means for adjusting the iuel supply device
The clutch employed in certain of these crai'ts 15 ior the engine to its engine idling position upon
has a driving part connected with the engine and
or prior to disengagement oi the clutch.
a driven part connected with the propeller. The
Still another object of the invention is the pro
driven part has a i'orward‘position for cooper
vision of means for maintaining the fuel supply
ation with the driving part to impart forward
device adjusted to its idling position until after
movementto the craft. a reverse position for co 20 engagement of the clutch.
operation with the driving part to propel the craft
Another object of the invention is the provi
in reverse and a neutral position intermediate
sion of a system for controlling a clutch and the
the forward and reverse positions for disconnect
adjustment of a fuel supply device for an engine
ing the engine and propeller. Power is required
embodying a manual control device so designed
ior moving the driven part oi' the clutch to each 25 as to insure adjustment oi’ the fuel supply device
oi’ its di?erent positions. Such movement of the
to provide for idling operation of the engine
driven part is usually opposed by pressure means
upon or prior to disengaging the clutch and ior
of the over-center type which act in the ior-.
maintaining this adlustment oi’ the fuel supply
ward and reverse positions to hold the driving
device until the clutch is subsequently engaged.
and driven parts in driving relation with each 30 Another object of the invention is the provision
other while in the neutral position the pressure
of a control system so designed and arranged as
means maintains the clutch driving and driven
to insure automatic attainment oi’ any and all
parts tree of each other. After the driven part
0! the above objects with no attention on the
is moved to a selected position, the power em
part 01' the operator other than the movement of
ployed ior actuating same may therefore be re
a manual control lever or control handle to a
moved. Such removal of power is also desirable‘ 35 desired position.
in order that the clutch parts including a thrust
Other objects and advantages will be apparent
bearing usually employed between the power
from the following more detailed description of
means and driven part of the clutch be relieved '
the invention.
_
of an unnecessary load or iorce which might cause
In the accompanying drawings: Fig. 1 is a
40
undue wear._
diagrammatic view, mainly in section, 0! a com
One object 01' the invention is the provision
of an improved manually controlled power mech
anism for selectively moving a device such as the
bined clutch and fuel control system constructed
in accordance with one embodiment of the-in
vention; Fig. 2 is a sectional view, on an enlarged
driven part oi a clutch to any one of a plurality 45 scale, oi’ a valve device embodied in the apparatus
of different positions.
shown in Fig. 1; Figs. 3 and 4 are sectional views
Another object of the invention is the provision
taken on the lines 3-! and 4-4, respectively, of
of a selective clutch control positioning power
Fig. 1; Fig. 5 is a sectional view oi‘ a modi?cation
mechanism which is positive in operation in ac
of a portion of the structure shown in Fig. 1;
cordance with a selected movement of a manual 50 Figs. 6 to 8 are diagrammatic views, partly in
control member.
section, of different embodiments of the inven
Another object of the invention is the provi
tion; Fig. 9 is a diagrammatic view, mainly in
sion of a clutch control system operative auto
section, 01' a portion of a clutch and fuel supply
matically to compensate for wear in the clutch
control system constructed in accordance with
parts and in pin and link connections to such 55 another embodiment of the invention; and Figs.
2,426,068
.
3
4
10 to 12 are diagrammatic views, partly in sec
tion, showing still other embodiments of the in
vention.
Description-Figures 1 to 4
In Fig. l the reference numeral I indicates a
portion of a clutch housing which may contain a
three position clutch. such as above described. A
rock shaft 2 is provided for-moving the driven
part of the clutch in housing I to its different po
sitions and this shaft is operable by a lever or
-
A nut 22 is secured‘ to the end of rod i8 Dro
jecting from or beyond the pressure head I‘! and
to this nut is secured, by means or a pin 28, one
arm 8 which has a "Forward” position, a “Re
verse" position, and a “Neutral” or disengaged po
sition for correspondingly positioning 'the driven
part of the clutch, These positions are indicated
4
pressure head l8 and at the opposite end by a
pressure head H. A master or clutch control pis
ton i8 for controlling the positioning of clutch
arm 8 is slidably mounted in the bore in casing l5
and has a rod i8 extending through the pressure
head |‘|. Asuitable packing 28 is provided around
the rod l8 and secured to head II for preventing
leakage of ?uid under pressure from a chamber
2|, provided at one side of the piston. past said
10 rod to the atmosphere.
is
end of a clevis 24. An eye bolt 25 has one end se
cured in the opposite end or clevis 24 by screw
threaded ensagement. and carries a lock nut 28
and it will be noted that at one side of the "Neu
for engagement with the end of the clevis to hold
trai” position there are two positions designated
the eye bolt rigid with respect to said nut in an
"Reverse" and at the opposite side two positions
adjusted position. The other end of the eye bolt
designated "Forward." The two dash lines, desig
is mounted between laws“ 21 provided in the end
nated “Forward” and "Reverse” which are closest 20 of the clutch control lever 2 and is pivotally con
to the "Neutral" position of lever 8, indicate the
nected to the Jaws by means of a pin 28.
extent of movement of said lever from “Neutral"
As above mentioned, the piston [8 has at one
position for effecting engagement of the clutch to
side a pressure chamber 2|. At the opposite side
provide for movement of the craft either forward
of this piston is a pressure chamber 88 and these
ly or in reverse when the clutch is new, while the 25 two chambers are connected by pipes‘ 8| and 82,
two dash lines most remote from said lever at
respectively, to a master controller 85 which is
either side thereof indicate positions which said
rigidly associated with the cylinder l5 by being
lever will assume to condition the driven part of
preferably mounted on a bracket 88 which pro
the clutch to provide for movement of the craft 30 Jects from the pressure head l8.
either forwardly or in reverse after the clutch
The controller 85 comprises a casing or body
parts have become worn. In other words the two
portion 31 and a cover portion 28 secured to the
dash lines designating "Forward" and/or “Re
upper end of the body portion. A lever 28 hav~
verse” indicate the extreme positions which the
ing one end fuicrumed in the casing 31 extends
arm 2 may attain during the life of a clutch.
35 through a slot 48 provided in the top wall of
The reference numeral 4 indicates a portion of
cover 38, the fulcrum and said slot providing for
a fuel supply device for an internal combustion
rocking movement of the lever only in a direc‘
engine. This device may be of any desired type
tion parallel to the axis of the cylinder i5. Be
capable of adjustment, as by a lever 5, to provide
tween
the fulcrum for lever 88 and the adjacent
for varying speeds or degrees of output of the en 40
end of the cylinder I 5 is a valve device 4| ar
gine. The lever may therefore have an engine
ranged for operation by lever 28 upon counter
idling position in which it is shown and be mov
clockwise movement from a neutral position
able therefrom in a counterclockwise direction as
shown
for supplying fluid under pressure to
viewed in the drawing to increase the speed or
chamber 28 in cylinder l5 and upon movement
output of the engine in accordance with the extent
in the reverse direction for releasing fluid under
of such movement from idling position, the maxi
pressure from said chamber while maintaining
mum speed or output being obtainable in a posi
by dash lines_and appropriate legends in Fig. 1,
tion such as indicated by a dash line 8.
The invention constitutes means for selectively
moving the clutch control lever 2 to any one of its 50
the supply communication to the chamber closed.
At the opposite side of the fulcrum for lever 28
is a valve device 42 for supplying ?uid under
pressure to and releasing same from pressure
three different positions, for adjusting the fuel
chamber‘ 2| upon rocking of the lever 88 first in
supply control lever 5, and for insuring that the
a clockwise direction from neutral and then in
fuel supply lever 5 will be in the engine idling po
a counterclockwise direction toward neutral.
sition shown when engaging and disengaging a
Both of the valve devices 4| and 42 may be
clutch by operation of the clutch lever 8 and at 65 identical
in structure and as shown in Fig, 2 each
all times when said lever ‘is out of its "Forward"
may
comprise
a supply valve 43 contained in a
and "Reverse” positions. To this end the control
chamber 44 and a release valve 45 contained in
mechanism therefore comprises a clutch control
device ‘I for moving the clutch lever 8 to its dif
ferent positions; a fuel supply control device 8 for
adjusting the fuel supply lever 5; a manual con
troller 8 for controlling the operation of the de
vices 1 and 8 and so arranged as to provide for
the fuel supply lever 5 being in engine idling posi
tion when the clutch controlled by lever 2 is dis
engaged; a cutoff valve device I8 provided to re
lieve the clutch operating lever 8 of force upon
completion of movement of the clutch to any se
lected position; an interlock valve device || pro
a chamber 48. Both of these valves are mounted
on a common stem 41 which extends through an
opening 48 connecting the chambers 44 and 46.
This opening is encircled in chamber 44 by an
annular seat rib 48 arranged to be engaged by the
supply valve 43 for closing communication be
tween the chamber 44 and chamber 48. A spring
65 58 in chamber 44 acts on the supply valve 48 for
urging same into contact with the rib 48.
The chamber 48 containing the release valve
45 is in the form of a bore in which is slidably
mounted above said valve two connected plungers
vided to insure that the fuel supply control lever 70 5| and 52. On the face of plunger 5| adjacent
8 will remain in idling position until after the
the exhaust valve 45 is-a packing cup 58 having
clutch controlled by arm 8 is engaged; and a
lsliding contact with the wall of chamber 48 and
double check valve device l2.
so arranged as to prevent leakage of ?uid under
The clutch control device 1 comprises a cylinder
pressure from said chamber past the plunger 8|
I! having a piston bore closed at one end by a 76 to a chamber 54 provided between the two plung
2,426,068
6
ers and which is constantly open to the atmos
phere through a passage 68, a chamber 88, and
an opening (not shown). The plunger H is pro
to neutral position will open chamber 2| to at
mosphere past the release valve 48 in valve de
vided with an axial bore 81 open at one end to
For reasons to be hereinafter described, it is
desired to limit movement of the lever 88 out of
the atmospheric chamber 84 and at the opposite
end to chamber 46 wherein the open end of said
bore is encircled by a seat rib 58 provided for
vice 42.
~
its neutral position shown, in both directions to
a degree just suiilcient to insure opening of the
engagement by ‘the release valve 45 for closing
supply valve 43 in the valve devices 41 or 42 an
communication between chamber 46 and the
amount which will provide for prompt charging
chamber 84. A light bias spring 59 in chamber 10 of the respective pressure chambers 88 or 2| with
46 sets on the plunger 5! for urging same and
fluid under pressure. To accomplish this end the
thereby the plunger 52 in a direction away from
length of the slot 40 may be limited so that the
the release valve 65.
opposite ends'84 thereof may act as stops for
The supply valve chamber 44 in each of the
engagement by lever 88.
valve devices 45 and 42 is connected by a passage 16
A pilot device 10 is rigidly secured to the
88 to a cavity 8i arranged to be supplied with
cylinder I5 and comprises a cylinder ‘H having a
fluid under pressure through a pipe 62. The
piston bore 72. One end of the cylinder ‘H is open
chamber 48 in the valve device H is connected
and secured over this open end is a cup shaped
to the pipe 82-, while in the valve device 42 said
pressure head 13. A piston 14 is mounted to slide
chamber is connected to the pipe H.
20 in the bore 12 and is rigidly connected to one end
The lever 89 is provided with two oppositely
of a piston rod 75 which extends through a suit
arranged arms 8i» terminating respectively over
the two plungers 82 of the valve devices 4! and
42, and in the end of each of these arms is an
able bore in pressure head 13 and a packing 18
secured to said head.
The pilot piston 14 comprises two pressure
adjusting screw 82 arranged to engage the re 25 heads 11 and 18 which are spaced apart and
spective plunger 82. A lock nut 83 is provided on
integrally connected, and between these heads
each screw 82 for securing same in an adjusted
is a chamber 19 which is in constant communi
position.
.
cation with the atmosphere through a com
With the lever 39 in neutral position at right
munication or port 84 provided in the piston rod
angles to the axis of piston rod [8, both adjust 30 15. At the opposite side of pressure head 11 is a
ing screws 82 are so adjusted that plungers 82
pressure chamber 80, and a suitable packing cup
andv ii in the two valve devices 4i and 42 will .be
Si is secured to said pressure head for preventing
positioned substantially as shown in Fig.- 2, in
leakage of fluid under pressure from said cham
which position the plunger ii is just disengaged
ber to chamber 19. The pressure head 18 has
from or out of sealing contact with the release 35 at its opposite face a pressure chamber 82 and is
valve 48. When so adjusted, the pressure cham
provided with a packing cup 88 arranged to pre
ber 88 in the cylinder it will be opened through
the pipe 82 and past the release valve 45 in the
valve device 4| to chamber 54 and thence to the
atmosphere. Also chamber 2! at the opposite
side or the master piston I8 will be open to the
atmosphere past the release valve‘ 45 in the valve
vent leakage irom said chamber to the atmos—
pheric chamber 19.
Two stops 85 and 86 are slidably mounted on
the piston rod T5 in chamber 82. One end of
stop B5 is arranged to engage the piston head 18
and at its opposite end is an annular outturned
device 42.
flange 81 arranged to cooperate with an annular
Rocking oi the lever 88 in a counterclockwise
shoulder 810 provided in cylinder ‘H to limit
direction from its neutral position will shift the 45 movement thereof in the direction of the right
plungers' 82 and ii in the valve device 4i in a
hand. The stop 88 is provided with an annular
downwardly direction against the pressure of bias
interned shoulder 88 at one end arranged to co
spring 88. This movement initially will be rela~
operate with a shoulder 8811 on the piston rod 18
tive to the release valve 45 and then plunger 8!
for moving said stop in the direction of the right
will engage said valve to. close communication
hand upon corresponding movement of ,the piston
between chamber 48 and atmospheric chamber
rod 15 from the position shown. The opposite
54. Further downward movement of the plung
end of stop 86 is arranged to engage the closed
ers 52 and 8| will then act to move the release
end of pressure head 73 to limit movement or the
valve 45 and thereby the supply valve 48 in a
stop in the direction of the left-hand. A'coil
downwardly direction and unseat the supply 55 spring 89, under initial compression and en
valve 43 from the seat rib 48. With .the supply
circling the piston rod 15, bears at one end
valve 43 unseated ?uid under pressure will ?ow
against the stop 85 and at the opposite end
from the supply pipe 82 past said valve to cham
against stop 88.
_
ber 48 and thence through the pipe 82 to pres- '
sure chamber 80 in the cylinder device It for
acting on the master piston i8 to e?ect move 60
ment thereof in the direction of the left-hand.
Return of the lever 39 to its neutral position will
?rst permit seating oi.’ the supply valve 48 by
From the above description it will be seen that
in case of movement oi the piston rod 15 and
piston 14 in the direction of the right-hand, the
stop 86 and engaged end of spring 88 will move
with said rod, but the stop 85 will remain station
ary and such movement of the piston 14 will
spring 50 and then movement of plunger 8 l away 66 therefore be opposed by spring 88 and limited
from the release valve 48, due to which, ?uid
by contact between the stop 88 and a ring 88
under pressure will be released from chamber 80
clamped between the cylinder ‘H and pressure
in the cylinder i6 past said release valve to at
head 13. Upon movement of the piston rod 15
mosphere. Likewise, movement 01’ the lever 88 in
and piston ‘I4 in the direction oi’ the left-hand,
a clockwise direction from its neutral position 70 the stop 86 will remain stationary while the stop
shown will ?rst seat the release valve 48 and
85 will move with said piston so that the spring
then unseat the supply valve 48 in the valve de
89 will opposite this movement and the move
vice 42 so as to supply ?uid under pressure from
ment will be limited by engagement of stop 88
pipe 82 through pipe 3! to pressure chamber 2|
with ring 90. Engagement between shoulder 88
in the cylinder device it, while return oi’ the lever 75 on stop 86 and shoulder am on piston rod 18.
9,426,068
and between the shoulder 61 on stop 05 and
shoulder 81a in cylinder ‘II acts to limit ex
pansion of spring 00 upon movement of piston
‘I4 in either direction toward the neutral position
shown so‘as to thereby de?ne said position;
clutch and until after the clutch is engaged by
operation oi’ the clutch control device 7. To ac
complish these results, the manual controller 6
may be of any suitable structure such for exam
ple as similar to that disclosed in the copending
The outer end of piston‘rod ‘I5 is connected
application of Rankin J, Bush and William H.
to a cross-head BI which is mounted to slide in a
Glass, Serial No. 400,266, filed June 28, 1941, now
slot provided intermediate the ends and extend
Patent No. 2,329,742, issued September 21, 1943.
ing longitudinally of a lever 82. One end of this
In view of this and also with a view to simplicity
lever is pivotally connected by a pin I13 to nut 22 10 in the present application only a suflicient show
on the end of the master piston rod I0, while its
ing of the manual controller 8 is therefore made
opposite end is connected by a pin 64 to one end
in Figs. 1, 3, and 4, of the drawings to provide
of a member 95, the opposite end of which mem
a clear and comprehensive understanding of the
ber is adjustably connected by screw-threads to
invention when taken with the following descrip
one end of a reach rod 06. The opposite end of 15 tion.
rod 86 is adjustably connected by screw-threads
The manual controller 9 may comprise a base
to one end of a member 91 the opposite end of
or body portion H2 best shown in Fig. 3 con
which is connected by a pin 98 to the end of
taining four valve devices III, II4,‘II5,' and IIS
lever 29 projecting through slot 40 in cover 30 of
as best shown in Fig. 1 spaced ninety degrees
the controller 35. Locking nuts 69 are provided 20 apart around a circle. Pivotally mounted in the
on the reach rod 96 for contact with the members
body portion at the center of this circle is an op
85 and 81 in order to provide a rigid connection
erating lever IIT capable of movement toward
between the lever 92 at one end of the reach rod
and away from each of said valve devices.
and lever 39 at the opposite end.
The valve device II4 is provided for causing
The fuel supply control device 8 comprises a 25 engagement of the clutch to propel the craft in
casing containing a movable abutment I00 which
a forwardly direction while the valve device I I3 is
provided for e?ectin'g engagement of the clutch
may be in the form of a piston slidably mounted
in the casing and connected to one end of a rod
to propel the craft in the reverse direction. These
valve devices are therefore preferably located in
I M. This rod extends through a chamber I03
at one side of piston I00 and through the end of 30 the body portion II2 of the manual controller
diametrically opposite each other with the valve
the casing and its outer end is arranged for con
device I I4 in the right-hand side of the body por
nection in any suitable manner, as by pin I02, to
tion, as viewed in Fig. 1, which side may be as
the lever 5 of the fuel control device 4. The
chamber I03 is open to the atmosphere through 4 sumed to be facing the front of the craft, while
clearance space (not shown) provided between 35 the,valve device H3 is therefore disposed in the
side of the body facing the stern of the craft.
the rod and the bore in the end of the casing
Each of the valve devices H3 and H4 may be
through which it extends, and said chamber con
identical in structure with the valve devices 4i
tains a spring I04 acting on the piston urging
and 42 employed in the controller 35. For oper
it to the position shown. At the opposite side
of piston I00 is a chamber I05 which is connected 40 ating the valve devices II 3 and H4 two oppo
sitely disposed levers I25 and I26 (Fig. 3) are
to a pipe I06 through which ?uid under pressure
pivoted in the base H2. The lever I25 is ar
may ?ow to said chamber for adjusting the po
ranged for controlling the valve device H3 and
sition of piston I00 in said chamber and thereby
has an adjusting screw I27 in one end thereof
the position of the fuel control lever 5 in accord
ance with the degree of pressure of ?uid supplied
to‘ the chamber and the opposing pressure of
for engaging the plunger 52 of the valve device,
while the lever I26 is provided for controlling
spring I04.
When the chamber I05 is vented, the piston
the valve device H4 and has an adjusting screw
I28 in one end for engaging the plunger 52 of the
valve device H4. The opposite ends of the two
I00 and fuel supply control arm 5 are arranged to
occupy the position shown providing for idling 50 levers I25 and I26 are arranged to engage oppo
site portions of a frusto-conical shaped cam I29
of the engine. When a certain maximum degree
which is provided on the lever II‘I, This cam is
of ?uid pressure is provided in chamber I 05, a
so arranged that movement of the lever in the di
shoulder I01 on the piston rod is arranged to
rection of either of the valve devices will depress
cooperate with the end of the casing for limiting
the plunger 52 of that valve device to close the
movement of the piston I00 and thereby of the
release valve 45 and open the supply valve 43
fuel control arm 5 to that indicated by the dash
therein. When one of the valve devices II3, H4
line 6 which provides for full output or speed of
is thus operated to open its supply valve 43 the
the engine. The arm 5 may be adjusted to any
other valve device remains in the condition with
position intermediate idling position and that in
dicated by the dash line 6 by providing the proper 60 its release valve 45 open. The adjusting screws
I21 and I28 are so regulated that the release
degree of fluid pressure in the piston chamber
I05, as will be apparent.
‘
‘The manual controller 8 is provided to selec
tively supply or release ?uid under pressure to
or from clutch control pipes H0 and III leading
- to chambers 82 and 80, respectively, at opposite
sides of piston 14 in the pilot device ‘I0. The con
troller 9 is also provided to vary the pressure of
valves 45 in both of the valve devices H3 and II4
are open when the lever III is in its neutral po
sition shown in Fig. 3.
The valve device I I5 is provided for varying the
pressure of ?uid in chamber I05 of. the fuel con- ,
trol device ‘I, after the valve device II3 has been
operated to cause movement of the craft in re
?uid in pipe I06 and therebyv in the pressure
verse, while the valve device H6 is provided for
chamber I 05 in the fuel supply control device 8 70 varying the pressure of ?uid in chamber I 05 after
to provide various chosen degrees of speed or
the valve device I I4 has been operated to cause
power‘ output of the engine, and to also effect
movement of the craft in a forwardly direction.
venting of ?uid under pressure from said pipe
Both of the valve devices I I5 and H6 may be
and chamber to provide for operation of the en
of a structure like that shown in Fig. 4 which is
sine at idling speed, prior to disengaging the 76 identical to that shown in Fig, 2 except that two
v2,426,063
.
telescopically arranged plungers l3I and I 32 are
used in place of plungers SI and 52, and a control
spring I30 is interposed between and connects
the plungers BI and I32, The body Portion H2
10
.
valve devices H5 and II 3 will be eii'ective to
cause a complete release of ?uid under pressure
from the connected pipes H3 and H3, respec
tively. Movement of the lever H‘I out or its nor
of the controller carries a lever I33 (Fig. 4) for
mal position toward the top of the drawing, as
operating the plunger I3I of each of the valve
viewed in Fig. 1, will cause operation of the valve
devices H5 and H6. These levers I33 (only one
device H3 to provide ?uid in pipe H3 at a pres
of which is shown) may be like the levers I25 and
sure depending upon the position of the_lever
I23 which are provided for operating the valve
away from normal position. while the valve de
devices H3 and H4 in that in one end of each 10 vice H5'will act to maintain the‘pipe H3 open
is an adjusting screw I34 provided for engaging
to the atmosphere. On the other hand move
the respective plunger I3I . while the opposite end
ment of the lever H'I out of normal position to
of the lever is arranged for operation by cam I29
ward the lower portion or the manual controller.
provided on the operating lever H1.
as viewed in Fig. 1, will cause operation of the
Movement of the lever H1 in the direction of 15 valve device H5 to provide ?uid in pipe H3 at a
either of the valve devices H5 or H6 will, as
pressure corresponding to the position of the le
will be apparent, move the plunger I3I in the
ver out of normal position, while the valve de
valve device in a downwardly direction. as viewed
vice H6 will maintain the pipe H=3 open to the
in Fig. 4. This movement of plunger I3I will
atmosphere.
act to increase the pressure of spring I30 on the 20
A cover I2I is secured to the top or the base
plunger I32 and therefore cause movement of the
or body portion H2 and is provided with a slot
latter into contact with the release valve 45.
I22 through which the lever H‘I extends to the
Further movement of the plunger I32 under the
exterior oi the cover.- This slot is located inter
action of spring I30 will then cause opening of
mediate the valve devices H5 and H3 and ex
the supply valve 43 in order to permit ?ow of
25
tends
generally in the direction or the valve de
?uid under pressure from a supply pipe I35 (Fig.
vices H4 and H3 and thus in the direction fore
4) past the supply valve 43 to‘chamber 46 from
and art oi! the craft. The right-hand end of slot
which, in the valve device I I5, it will ?ow to pipe
I22 is open to one endot a slot I23 extending in
H 8, and from which, in the valve device H5, it
will ?ow to pipe H3. Fluid under pressure will 30 the general direction of the valve device I I6 while
the left-hand end of slot I22 is open to one end
thus be supplied past the supply valve 43 to cham
oir
a slot I24 extending in the general direction.
ber 43 in either of the valve devices I I5 or H6
of valve device H5. These slots act to de?ne
until the pressure in said chamber acting on the
the path or movement 01' lever H1 and it will
plunger I32 is increased su?lciently to overcome
the opposing adjusted pressure of spring I30 at 35 be seen that the slot I22 acts to maintain the
lever against movement in the direction of valve
which time the plunger I 32 will be moved up
devices H5 and H6 in order that said valve
wardly relative to the plunger I3I to a position
.devices will maintain the pipes H3 and H3 open
in which the supply valve 43 becomes seated to
to the atmosphere. Movement of the lever H1
prevent further ?ow of ?uid under pressure to
in slot I22 in the direction or the right-hand end
chamber 45.
40 of the slot will e?ect operation 01' the valve de
It the lever H1 is moved further in the direc
vice H4 while movement to the opposite end of
tion of the valve device H5 or H6, a correspond
the slot will eilect operation or the valve device
ing further increase in downward movement of
H3. After the lever I I‘! has attained the posi
plunger I3I and in pressure of spring I30 is ef
tion at the right-hand oi! slot I22 for causing op
iected in the respective device to cause operation
eration of valve device I I4, it may then be moved
of plungerJ32 to again open the supply valve
into slot I23 to actuate the valve device H6 for
43 for increasing the pressure of ?uid in cham
supplying ?uid under pressure to pipe I I3. Like
ber 43 in accordance with the new position of the
wise, after the lever III has attained a posi
plunger I3I and lever H‘I.
tion at the left-hand end of slot I22, it may be
Movement of lever I H in a direction away from
the valve device I I5 or H3 back toward its nor 50 moved into the slot I24 to actuate the valve de
vice H5 for supplying ?uid under pressure to the
mal position shown permits movement of the
plunger I3I in the valve device in a direction
pipe H8.
~
The slot I22 is shown in the drawing as ex
tending parallel to the length or the craft while
pressure of spring I30 on the plunger I32, As a
result, the pressure of ?uid in chamber 43 will 55 the slots I23 and I24 are shown as being at right
angles to slot I22. This structure is merely illus
move the plunger I32 in an upwardly direction
trative since. if desired. the slot I22 maybe ar.
and away from the release valve 45. so that ?uid
ranged at an angle to that shown in order to
under pressure in chamber 43 will be released past
facilitate movement 01’ the lever between slot I22
the release valve 45. I! the lever H1 is returned
and slots I23 and I24, so long as the degree or
fully to its normal position, the pressure of spring
angularity is not su?icient to cause operation or
130 in valve device H5 or H3 will be reduced to
such an extent that a complete release of ?uid
either or the valve devices H5 or H3 at the ends
under pressure from chamber 43 will occur. How
of the slot I22 to supply ?uid under pressure to
ever, in case the lever H1 is only partially re
65 their respective pipes H3 or II 3.
turned toward its normal position, ?uid will be
The cut-oi! valve device I0 comprises two op~
released from chamber 43 only until the pressure
positely seating valves I40 and HI both or which
of such ?uid becomes reduced to a degree su?l~
are contained in a. chamber I42 which is con
cient for the spring I30 to move the plunger I32
nected to the pipe 32 leading to the controller
back into engagement with the release valve 45 70 35. The valve I40 is provided for controlling com
so as to thereby hold in chamber 46 a pressure
munication between chamber I 42 and a. cham
corresponding to the position of the lever HT.
ber I43 which is constantly supplied with ?uid
From the above description it will be seen that
under pressure by way of a pipe I44. The valve
with the lever H1 in its normal or neutral. ver
MI is arranged to control communication between
tical position as ‘shown in Figs. 1 and 3, both 75 chamber I42 and a cavity or bore I45 which is
away from the plunger I32 to thereby reduce the
2,426,068
11
open to the atmosphere through a plurality of
ports I40.
The cut-oi! valve device I0 further comprises a '
movable abutment preferably in the form of a
?exible diaphragm I41 arranged in coaxial rela
tion with the valves I40 and HI and h'aving at
one side a pressure chamber I48 which is open
to a pipe I40 leading to the pilot cylinder ‘II and
opening to the interior thereof at a point prefer
ably midway between the piston heads ‘I1 and
10 when in their neutral position shown. The
opposite side of diaphragm I41 engages a follow
81' I 00 which has a stem III, the end of which‘
stem is slidably mounted in bore I4! for engage~
ment with the stem of valve I4I.- An adjusting
nut Ill encircling the stem I II has screw-thread
ed engagement with the casing of the device and
supports one end of a control spring III, the
opposite end of which spring acts on the follower
I III. A look nut I54 provided on the adjusting
I nut In is arranged for contact with the casing
for securing the adjusting nut in a desired posi
tion.
De?ection of the diaphragm I41 in a down
wardly direction, in response to the pressure of
?uid supplied to chamber I40 to a degree exceed
ing the opposing pressure of spring I03, will un
seat the valve “I and seat the valve I 4II,~while
upon the release of ?uid pressure from chamber
I40 spring Ill acts to return the diaphragm I41
to its normal position shown, under which latter
condition spring 020 in chamber I43 will unseat
the valve I40 and seat the valve “I.
The interlock valve device II comprises a cas
ing containing two oppositely seating coaxially
arranged valves Ill and I 00 having ?uted stems
which extend through suitable bores and engage
each other in a chamber II! to which the pipe
I00 is connected. . The valve I5‘! is contained in
a chamber I00 connected to a pipe I20 and is pro
vided for controlling communication between this
pipe and pipe I00. The valve I" is contained in
a bore III which is in constant communication
with the atmosphere through a port I02 and is
arranged to control communication between this
bore and chamber I". A spring I03 in chamber
00 acts on the valve I01 for seating same and un
seating the valve Ill.
The interlock valve device II further com
prises a piston I04 having at one side a stem
I ll slidably mounted in the bore III. This stem
extends through a chamber I08 which is in con
stant communication with bore I8I through a
port ill in the stem, and a spring I" encircling
the stem Ill in chamber I80 acts on the piston
I04 for urging it to its normal position shown.
The piston I04 is operatively connected to the
valve I00 by a spring I" interposed between said
valve and the bottom of a bore in stem I05. At
the opposite side of piston I04 is a chamber I10
which is connected to pipe I49.
A check valve device III is provided in pipe
I00 between the interlock valve device II and
the fuel supply control device 8 to permit a rel
ativeb rapid ?ow of ?uid under pressure from
chamber I0! in the fuel supply control device 0
in the direction of the interlock valve device II
but to prevent ?ow therethrough in the opposite
12
Opera'timv-Fias. 1 to 4
In operation, let it be initially assumed that
lever ill in the manual controller 0 is in the
"Neutral” or vertical position as shown in Figs.
1 and 3. With the lever in this position, the sev
eral valve devices I I3, i I4, I I6 and I I0 will be con
ditioned to open the pipes III, H0, H8, and H9,
respectively, to the atmosphere, The chambers
10 00 and 82 at the opposite sides of the pilot pis
ton ‘I4 will thus be at atmospheric pressure and as
result of this spring 00 acting on said piston will
hold the piston in its neutral position as shown.
While the pilot piston 14 occupies its neutral posi
the parts of the controller 36 and the clutch
ll tion,
control piston I8 in the cylinder I5 will occupy
their normal or neutral positions as shown, as
will be clear from the description of operation to
follow. With the piston I0 in its neutral posi
tion, the clutch control lever 0 will also be in its
“Neutral" position, thus disconnecting the en
gine on the craft from the propeller.
With the pilot piston 14 in its neutral posi
tion, diaphragm chamber I48 in the cut-oi! valve
device I0 and piston chamber I10 in the interlock
valve device II will both be open to the atmos
phere through chamber 10 formed between the
two piston heads TI and ‘ll of the pilot piston and
bore 04 in the pilot piston rod 15. As a result,
spring I" in the cut-o? valve device will act to
80
maintain the diaphragm I41, follower I00, and
stem- III in their upper positions as shown, under
which condition the valve “I will be seated and
the valve I40 will be unseated by spring 000, so
85 that ?uid under pressure will be supplied from
any suitable source by way of pipe I44 to the
valve chamber I42 and thence through pipe 02 to
chamber Si in the controller I! (Fig. 2) and from
said chamber through passage 00 to the supply
40 valve chamber 44 in each of the valve devices 4i
and 4.2. With the lever 10 of controller 05 in
its neutral position as shown, however, the supply
valve 43 in both’ of the valve devices 4! and 42
will be seated to prevent ?ow of ?uid under pres
sure out of chamber 44, and the release valve
45 in both of said devices will be unseated as
above described, so that the chambers 2i’ and
80 at opposite sides of the clutch control piston
I0 will both be open to the atmosphere.
.
With piston chamber H0 in the interlock valve
device II open to the atmosphere, spring I00 will
hold the piston I84 in the position shown under
which condition spring III will hold the valve I51
seated and the valve I58 unseated, With the
valve I08 unseated, chamber I05 in the fuel sup
ply control device 0 will be open to the atmos
phere through pipe I 00 by way of check valve
I‘II, past the valve I00 and through bore iii and
port I02. Under this condition spring I04 acting
on fuel supply control piston I00 will hold said
piston in the position shown, so that the arm 5 of
the fuel supply control device will be in its idling
position as shown to provide for operation of
the engine at idling speed.
Now let it be assumed that it is desired to propel
the craft forwardly. To accomplish this, the
operator will move theilever II‘! from its “Neu
tral" position in which it is shown to the right
hand end of slot I22, this movement being toward
A commimication including a choke 70 the front of the craft or in the direction of
desired movement. This movement or lever II‘!
to permit a restricted or relatively slow ?ow or
will not change the condition of the valve device
?uid under pressure from the interlock valve de
I I0 as a result of which the pipe I I I will be main
vice II to chamber I00 in the fuel supply control
tained open to the atmosphere through said valve
device 0.
10 devices The valve device II4 will be operated,
direction.
, I12 lay-Passes the check valve device III in order
13
9,426,063‘;
however, to supply fluid under pressure through
pipe IIU to chamber 82 at one side of the pilot
piston 14, Since chamber 80 at the opposite side
of the pilot piston 14 is open to the atmosphere
at this time by way of pipe III, the pressure of
?uid thus attained in chamber 82 and acting on
piston 14 will move the piston in the direction of
the right-hand.
The resistance to movement of the clutch con
trol piston I8 is .su?ficiently great to hold the con
nected end of the lever 82 substantially ?xed upon
movement of the pilot piston 14 by ?uid supplied
to chamber 82 as just described, and as a result
said lever will be rocked about the fulcrum pin
83 in a clockwise direction and thereby shift the
reach rod 96 in the direction of the right-hand.
This movement of rod 88 will rock lever 38 in
the controller 35 in a clockwise direction into
14
Fluid under pressure will then ?ow from chamber
82 through pipe‘ I48 to diaphragm chamber I48
in the cut-oil valve device In and when su?lcient
pressure is attained in chamber I48 to overcome
the opposing pressure of control spring I53, the
diaphragm I41 willbe de?ected downwardly to
open valve HI and close valve I40.
This, closing of valve I40 will cut oil the supply
of ?uid under pressure to pipe 62 and thus
through the valve device 42 in controller 35 to
chamber 2I in the cylinder I5, while the open
ing of valve I M in the cut-off valve device will
vent; fluid under pressure from said chamber past
the supply valve 43 in the valve device 42 and
thence to atmosphere past the valve I“. This
release of ?uid under pressure from chamber 2|
on the clutch control piston I 8 after the clutch
arm 3 attains its "Forward" position will relieve
engagement with stop 64 provided at the right
said arm and thus the thrust bearings as well as
hand end of slot 40. Only a slight movement of
the pilot piston 14 from its neutral position rela
other parts of the clutch of the force used for
moving the clutch to its forward position, so
- tive to the clutch control piston I8 is required to
as to prevent undue wear of such parts.
move the controller lever 38 into engagement
With the clutch in a new and proper condi
with the right-hand end of slot 40 after which
tion, the cut-oil’ valve device I0 may operate to
further movement of the pilot piston 14 is de 25 release the ?uid under pressure from piston cham
pendent upon movement of the clutch control
ber 2I, as just described, substantially at the time
of or immediately following the opening of pipe
piston I 8, as will now be described.
I43 to chamber 82. Wear of the clutch may how
When the lever 39 is rocked into contact with
ever require a greater extent of movement of
stop 84 at the right-hand end of slot 48', the
piston I 8 and clutch operating arm 3 as before
valve device 4I will maintain chamber 30 at the
described and as will be seen by the legends ap
right-hand side of the clutch control piston I8
plied to Fig. 1. Also, undue resistance to move
open to the atmosphere by way of pipe 32 and
ment of a clutch part from its neutral position
past the exhaust valve 45 in said device, while
to forward position, or di?erent degrees of move
the valve device 42 will be operated to close the
mentof the clutch arm 3 required for moving
release communication to chamber 2i at the left
the driven parts of different clutches from their
hand side of the clutch control piston I8 and
neutral position to their forward position may
to supply ?uid under pressure thereto.
also require the maintenance oi’ pressure on pis
When the pressure of ?uid thus supplied to
ton I8 for a period of time after the pilot pis~
chamber 2I becomes increased to a sufficient
ton 14 obtains the position for opening pipe I48
degree, said pressure acting on the clutch control
to chamber 82.
piston I8 will move the piston and thereby the
In order to insure adequate movement of the
piston rod I8 in the direction of the right-hand
clutch control piston I8 to meet conditions such
which in turn will rock the clutch control lever 3
as just set forth, the pressure of spring I53 on
in a clockwise direction from “Neutral” position
toward "Forward” position. At the sametime, 45 diaphragm I41 in the cut-oil‘ valve device I 0
may be so adjusted by nut I52 as to require a
the fulcrum pin 83 in the lower end of lever 92
greater pressure of ?uid in chamber I48 on said
moves with rod I8 so that the lever 82 will rock
diaphragm for closing valve I49 and opening valve
in a counterclockwise direction about the fulcrum
I4I than acting in chamber 32 at the time cham
connection at pin 84 with rod 88 which connec
tion is maintained ?xed at this time by the pres 50 ber 82 is opened to pipe I48. This greater pres
sure will be obtained from the manual con
sure of ?uid in chamber 82 acting on the pilot
troller 8 at the end of a delay period following
piston 14, but the pilot piston will moveiwith
the opening of chamber 82 to pipe I49 by the
the clutch control piston I8 upon this rocking
pilot
piston 14. During this delay period, which
of lever 82.
Thus after the initial movement of pilot piston 55 is dependent upon the adjusted pressure of spring
I53. the pressure of ?uid in chamber 2I will re
14 relative to the clutch control piston I8, fur
main
effective on the clutch control piston I8 to
the;- movement of the pilot piston will occur only
insure a su?‘lcient continued effort or movement
with the piston I8 and the pilot piston will main
thereof relative to the pilot piston 14 for proper
tain the lever 39 in its right-hand position to
positioning of the arm 3 and clutch parts in
continue supply of ?uid under pressure to cham
the
forward position. The adjustability of spring
ber 2I and thereby movement of the clutch con
I 53 therefore provides for the adjustment or con
trol piston I 8 toward the right hand.
ditioning of the apparatus to any particular
The clutch control piston I8 will continue to
clutch or clutch condition such as above de
move in the direction of the right-hand under
'
the action of ?uid pressure in chamber 2I and 65 scribed.
In Fig. 5 is shown another structure arranged
to insure adequate movement of the clutch con?
continue until stop 86 on the pilot piston rod 84
trol arm 3 and piston I8, after the pilot piston
moves into contact with stop ring 80 which stops
the pilot piston against further movement. At
14 stops moving, in order to properly position
this time the clutch control piston I8 will be sub 70 said arm and connected clutch part. According
santially in the forward position for 9, new clutch
to thislmodi?cation, a timing chamber I12 is con
and still subject to ?uid pressure in chamber 80.
nected to the diaphragm chamber I48 and is also
When the pilot piston 14 is stopped by ring 80
connected to pipe I49 through a check valve I13
the pipe I49 will be opened past the packing cup
and a choke I 14 arranged in a communication
83 carried by the piston head ‘I8 t0 chamber 82. 75 by-passing the check valve. The check valve I13
corresponding movement of the pilot piston will
2,426,063
‘
16
15
to such a degree as to just cause opening of the
is arranged to prevent ?ow of ?uid in the direction
supply valve 43 in the valve device 42. Further
from pipe I48 to chamber I'I2 but to allow rela~
movement of the pilot piston toward the posi
tively rapid ?ow in the opposite direction, while
tion for opening chamber 82 to pipe I49 will then
the choke I14 is arranged to limit or restrict
take place only as the clutch control piston I8
the rate of ?ow of ?uid under pressure from pipe
I49 into chamber I12 and diaphragm chamber
moves as above described, and it has been found
that by the proper restricting of movement of
I48. By this arrangement there will be a delay
lever 38, the opening of chamber 82 to pipe I49
between the opening of pipe I48 to chamber 82
can be delayed until the clutch control piston
at one side of the pilot piston ‘I4 and the oper
ation of diaphragm I41 in the cut-of! valve de 10 I8 substantially attains the desired clutch en
gaging position. In other words, positive posi
vice to close the supply valve I40 and open the
tioning of the clutch control piston I8 is obtained
release valve I H, during which delay the piston
by so limiting the initial movement of the pilot
I8 may continue to be effective to ensure desired
piston ‘I4 relative to the clutch control piston
positioning of the clutch control lever 3. It
should be noted, however, that this delay need 15 that the clutch control piston closely follows the
pilot pistonand substantially attains the desired
not be dependent upon a continued increase in
clutch position by the time the pilot piston at
pressure in chamber 82 after the pilot piston 14
tains the position for supplying ?uid under pres
connects said chamber to pipe I48 like the struc
ture in Fig. 1, but instead is governed by the
sure to the cut-off valve device.
?ow capacity of choke I‘I3 with respect to the 20 After the pilot piston ‘I4 is stopped in its right
combined volumes of the timing chamber I12 and
hand position, continued movement of the clutch
diaphragm chamber I48 and the adjusted pres
control piston I8 will rock the lever 82 in a coun
sure of spring I53 on the diaphragm I41, since,
terclockwise direction about its fulcrum connec
as will be apparent, the choke will retard the
tion with the pilot piston rod 84 and thus operate
build-up in pressure on the diaphragm I41 to 25 the reach rod 88 to rock the controller lever 88
the degree required to overcome the opposing
in the same direction and away from the stop
pressure of the spring I53. The length of this
64 at the right-hand end of slot 40. This move
delay period may be varied by a suitable adjust—
ment of lever 88 will continue until the piston
ment of spring I53 on the diaphragm I", since
I8 stops, but for the maximum movement of pis
a greater pressure of said spring will require a 30 ton I8 toward the right end of cylinder I5 such
higher ?uid pressure in chamber I48 on the dia
movement of lever 88 will only be slight and not
phragm to overcome the spring that is required
suf?cient to operate lever 38 to a position in which
to overcome a lower pressure of the spring, and
the supply valve 43 in the valve device 42 will be
it follows that a longer period of time will there
closed. In other words,,the supply valve 43 in
fore be required to attain this higher ?uid pres 35 the valve device 42 will remain open under the
sure on the diaphragm than the lower ?uid pres
most extreme conditions of movement of the
sure. By proper adjustment of the pressure of
piston I8 in order that the cut-o? valve device
spring I53, an adequate continued movement of
II may operate to release ?uid under pressure
the clutch control piston I8 may therefore be
from chamber 2i, as above described.
assured after the pilot piston 14 opens pipe I48 40 At the time the operator moves the lever III
to chamber 82 to insure movement of the clutch
in the slot I22 to the right-hand end thereof or
arm I to “Forward” position regardless of the
toward the front of the craft, he may either
wear condition of the clutch or any other con~
allow the handle to remain in that position until
dition which may act to delay or oppose the
after the clutch has been engaged, as above de
desired positioning of the clutch arm 3.
scribed, or he may continue movement into the
With the structure shown in Fig. 5 the opera
' slot I23 to any position he may desire. In case
tion of the ,cut-o? valve device I0 to cut-o? the
the handle I" is left at the right hand end of
supply or ?uid under pressure to the controller
slot I22 until after the clutch has been engaged
35 and piston chamber 2I may of course occur at
a pressure higher than the one acting on piston
he will then move it into the slot I28 to a desired
position.
‘I4 at the time pipe I48 is opened to chamber 82, 60
Movement of the lever II‘I into the slot I28
like the structure shown in Fig. l, but if desired,
will cause operation of the valve device II 8 to
the structure may be designed to so operate
supply ?uid to pipe H9 at a pressure depending
even before the pressure in diaphragm chamber
I48 is built up to that acting in chamber 82 on
upon the extent or movement of the lever into
the slot I23, that is to say, in a direction away
the pilot piston, since, as above pointed out, the 55 from the juncture of the slots I22 and I23. Fluid
delayed operation of the cut-oil valve device I0
thus supplied to pipe II8 will ?ow to the double
need not be dependent upon any certain degree
check valve device I2 and therein acts on one
of pressure in chamber 82 on the pilot piston 14,
end of a double check valve I15, the opposite end
of which is open to the atmosphere at this time
like the structure shown in Fig. 1.
From the above description it will be noted 60 by way of pipe H8 and valve device I I5. As a
result, the double check-valve I15 will be shifted
that the cut-off valve device I0 may operate to
by pressure of ?uid irom pipe II8 to the posi
cut-oi! the supply of ?uid under pressure to
tion shown in the drawing for closing communi
chamber 2| and vent said chamber immediately
following or at the termination of some chosen 65 cation between pipes I20 and H8 and for open
ing pipe I20 to pipe II8. Fluid at the pressure
time interval after, the opening of pipe I48 to
supplied to pipe H8 will then ?ow through pipe
chamber 82.
I20 into valve chamber I80 oi the interlock valve
In an installation where the cut-off valve
device II.
device II operates substantially at the time that
Chamber I10 below piston I04 in the interlock
pipe I48 is opened to chamber 82, it is essential 70
valve device II will be vented to the atmosphere
that the clutch control piston I8 will have moved
by way of pipe I48 and chamber ‘I8 between the
the clutch lever 3 to its “Forward" position and
pilot piston heads ‘I1 and ‘I8 until the pilot piston
this is attained by limiting rocking movement of
14 operates to supply ?uid under pressure to the
the controller lever 38, in any desired manner as
cut-oi! valve device I0. Fluid pressure thus sup
by the stop 64 at the right-hand end of slot 40,
l7
18
plied to pipe I48 ior operating the cut-oi! valve
or to disconnect the engine from the,propeller,
device I0, as above described, will at the same
time ?ow into chamber I10 and therein act on
piston I84 to move same against spring I88 and
into contact with a seal I18. This movement 0!
he moves the lever II1 out of slot I28 into slot
piston I84 acts through the spring I88 to seat
the valve I88 for closing communication between
chamber I08 in the fuel supply control device 8
and the atmospheric port I82. At the same time
as valve I88 is seated the valve I81 is unseated
whereupon ?uid supplied to chamber I80 by oper
I22 and thence back to its “Neutral” position
shown in Figs. 1 and 8. As the lever H1 is thus
moved out o! the slot I22, the valve device H8 in
the manual'controller 8 operates to release ?uid
under pressure from pipe H8 and thereby from
~
piston chamber I08 in the iuel supply control
device 8. This release 01' ?uid under pressure
10 from piston chamber I08 is allowed to occur rap
idly through check valve Hi In the pipe I08 in
ation of the valve device ill in the manual con
order that spring I04 will promptly return the
troller 8 will ?ow to pipe I08 and through the
piston I 00 and the fuel supply control lever 8-to
restriction I12 therein to piston chamber I08 at
the engine idling position shown in the drawing
one side of piston I00 in the fuel supply control 15 to eil'ect a reduction In the speed of the engine
device 8.
"
to idling speed.
When the pressure of ?uid thus attained in
When the lever H1 is returned through slot
chamber I08 is increased to a degree su?icient to
I22 to its "Neutral" position, the valve device H4
overcome the opposing pressure or spring I04 the
in the manual controller 8 will operate to com
piston I00 will move in the direction or the leit 20 pletely vent ?uid under pressure from pipe H0
hand to a position depending upon the pressure
and thereby chamber 82 at one side of the pilot
01' ?uid supplied to the chamber I08, as deter
piston 14. Upon this reduction in pressure on
mined by the position oi the operating lever H1
the pilot piston, the pressure of spring 88 on tol
in the slot I23 and the consequent operation of
lower 88 applied to the pilot piston rod 18 through
valve device II8. This movement of piston I00 25 shoulder 88 will return the pilot piston from its
acts to rock lever 8 of the fuel supply control de
right-hand position back in the direction oi’ neu
vice out of idling position in the direction of the
tral position and at the same time will rock the
full speed position, indicated by dash line 8, to a
lever 82 about the fulcrum pin 88 carried by the
position depending upon the pressure of ?uid
clutch control piston rod I8 to thereby actuate
supplied to the chamber I08. It the hand lever 80 the reach rod 88 to pull the lever 88 from the
H1 is moved into engagement with the end of
right-hand end oi slot 40 into engagement with
slot I28 most remote from slot I22, the shoulder
shoulder 84 at the left-hand end. This engage
I01 on the piston rod IOI will move into contact
ment limits the initial movement of the pilot pis
with the end of the casing and lever 8 will be
ton 14 under the action of spring 88 but provides
moved to the iuli speed position indicated by the 35 such operation or the control lever 88 as to effect
dash line 8, but for all lesser degrees of move
operation of the valve device 42 in the controller
ment oi the lever II1 into slot I28 away from
88 to connect chamber 2I at the left-hand side
slot I22 the piston I00 and lever will be corre
of the clutch control piston I8 to the atmosphere
spondingly positioned.
by way of pipe 2i, and at the same time the valve
It will now be seen that regardless of the po 40 device 4i in said controller is actuated to estab
sition oi lever H1 in slot I23 the piston I 00 con
lish communication between the ?uid pressure
trolling the position of the fuel control lever 8
supply pipe 82 and pipe 82 leading to chamber
will remain in the position providing for oper- V
80 at the right-hand side of the clutch control
ation or the engine at idling speed so long as the
piston I8.
interlock valve device II remains in the position 46 With the pilot piston 14 in its extreme right
in which it is shown or until after the pilot pis
hand or forward position the pipe I48is open to
ton 14 obtains the position for opening chamber
chamber 82 as above described. As a result of
82 to pipe I48, at which time, the clutch will be
this, the pressure or ?uid in pipe I48 and thereby
substantially I! not iully engaged in the forward
in chamber I10 0! the interlock valve device I0
position. In other words, the interlock valve
and in chamber I48 or the cut-oi! valve device 9
device II insures that the fuel supply control
will reduce with that in chamber 82 by way of
lever 8 will remain in idling position so as to
pipe H0 and valve device H4 in the manual con
provide for operation of the engine at idling
troller 8, until the pilot piston 14 moves to pull
speed until after the clutch arm 8 has been moved
the lever 88 into contact with stop 40 at the left
to its “Forward” position, following which the 55 hand end of slot 40. When this occurs the pilot
interlock valve device will operate to permit ad
piston 14 will close communication between pipe
justment of the fuel control supply lever 8 to
I48 and chamber 82 and open said pipe to cham
accelerate the engine in accordance with the ex
ber 18 between the two piston heads 11 and 18 so
tent oi movement of lever II1 into slot I28.
The choke I12 in pipe I08 is provided to so limit 60 that further release of ?uid under pressure from
chamber I18 and I48 in the interlock and cut-on’
the rate 01’ ?ow or ?uid under pressure into
valve devices will then occur through chamber 18
chamber I08 as to prevent sudden movement oi.’
and bore 84 in the piston rod 18 to the atmosphere.
piston I00 and the fuel supply control lever 8
With
the structure shown in Fig. 5, this reduc
and consequently an excessive rate of accelera
tion of the engine from idling speed to the speed 65 tion in pressure in diaphragm chamber I48 will
occur past the check valve I 12 as will be apparent.
called for .by the position of lever H1, and to also
When the pressure of ?uid in chamber I10 of
delay or retard acceleration of the engine until
the clutch is substantially engaged under a con
the interlock valve device is thus reduced suin
dition requiring maximum movement 0! the pis
ciently, spring I88 will act to return the piston I84
ton I8.
70 to its normal position shown, whereupon spring
With the apparatus conditioned as above de
I88 will seat the supply valve I 81 and unseat valve
scribed. a craft will be moved in a forwardly di
I88 so as to open pipe I08, connected with the iuel
rection at a speed dependent upon the position
control device 8, to the atmosphere, to thereby
0! lever H1 in the slot I28.
insure complete venting of chamber I08 by way of
It the operator now desires to stop the craft 70 check valve HI and, as a result, movement, or the
19
2,42e,oes
fuel device control lever I to its engine idling
position. i
When the pressure of ?uid in diaphragm cham
ber I48 of the cut-o? valve device i0 is reduced
su?lciently as above described, spring I58 will re
turn said diaphragm to its normal position shown,
whereupon spring I48 will unseat the valve I40
and seat the valve “I. With the valve I40 thus
-
20
ing through chamber 10 between the two piston
heads. as desired.
If the operator desires now to propel the craft
rearwardly, he will move the lever ill from its
“NeutraP’ position through the slot I22 in the di
rection of the left-hand. as viewed in Fig. l, and
thereby toward the stern of the craft to the Junc
tion of slot I22‘ with slot I24 and he may then
unseated. ?uid under pressure will be supplied
move the lever into the slot I24 to a position for
from the supply pipe I44 to pipe 82, so that with 10 providing a desired engine speed or output. The
pipe 82 open to pipe 82 by way of the valve device
engine will not however be accelerated at this time
H in the controller 88, as above described, ?uid
due to the interlock valve device II opening the
under pressure will ?ow to chamber 80 at the
fuel control supply chamber I08 to the atmos
right-hand side of the clutch control piston I8
phere.
for moving same in the direction of the left-hand 16 - When the lever III is moved to the left-hand
to thereby move the clutch control lever 8 from its
end of slot I22, the valve device II! in the man
“Forward" position back toward "Neutral" posi
ual controller 8 will be operated to supply ?uid
tion.
under pressure to pipe III through which it will
As the piston I8 is thus urged in the direction of
?ow to chamber 80 at one side of the pilot pis
the left-hand, a corresponding movement of the 20 ton 14 whereupon the pilot piston will move to
lower end of lever 82 will occur to allow spring
ward the left-hand to actuate the controller 88
88 to return the pilot piston 74 toward its neutral
to supply ?uid to chamber 00 at the right-hand
position while maintaining the upper end of lever
side of the clutch control piston I8. The clutch
92 in the condition holding lever 38 against sto
control piston I8 will then move in the direction
84 at the left-hand end of slot 40.
'
of the left-hand and a corresponding movement
Movement of the pilot piston 14 along with the
of the pilot piston 14 will occur until shoulder
main piston I8 in the direction or the left hand as
'81 on stop 88 engages the stop ring 80 to limit
Just descrlbedwill cease in neutral position due
movement of the pilot piston. With the pilot
to the stop 88 on the piston stem 18 engaging the
piston in contact with ring 80, pipe I 48 will be
closed end of cylinder 10 to relieve said piston of 80 opened to chamber 80 at the right-hand side of
the force of said spring and also due to the fact
the pilot piston. After this connection is estab
that chambers 82 and 80 at the opposite sides of
' lished and the clutch arm 0 obtains its "Reverse"
the pilot piston will both be substantially at
position, the cut-oi! valve device ill will operate
atmospheric pressure. The clutch control piston
as above described to cut-off the supply of ?uid
I8 following closely the movement of the pilot pis
under pressure to~ chamber 00 at the right-hand
ton 14 will however continue movement toward
side of the clutch control piston I8 and then vent
the left hand after the pilot piston 14 stops in
said chamber to atmosphere to relieve the clutch
its neutral position due to the fact that the valve
arm 8 of force. and the power control interlock
device 4| in the controller 88 will still be supplying
valve device I I will also operate to establish com~
?uid under pressure to chamber 00 at the right (0 munication between pipes I20 and I08.
hand side of piston. This continued movement of
When the lever H1 is moved into the ‘slot I24,
piston I8 will rock the'lever 82 in a clockwise di
it will cause operation of the valve device H5
rection about its fulcrum connection with the pilot
tosupply ?uid to pipe I Is at a pressure depend
' piston rod 18 and thereby actuate the reach rod
ing ‘upon the extent oi’ movement of said lever
88 to move the controller lever 88 back to its neu 45 away from the junction of slot I24 with slot I22.
tral position, which position will be attained at
The pressure of ?uid thus supplied to pipe II8
substantially the time the clutch control piston."
will shift the check valve ill to its lower seated
attains its neutral position. This return of lever
position for closing communication between pipes
88 to its neutral position will e?ect operation of
I20 and H8 and for opening pipe‘ I20 to pipe II8
the valve device 4| to release ?uid under pressure 50 whereupon ?uid supplied to pipe II8 will ?ow
from chamber 80 to the atmosphere, whereupon
through pipe I20 to the interlock valve device
movement of the piston I8 will cease substantially
II. After the valve I81 in the interlock valve
in its neutral position with the chambers at both
device opens, ?uid will ?ow from pipe I20 to the
sides of the piston open to the atmosphere. This
fuel supply control device 8 to adjust the fuel
return of the clutch control piston I8 from ad 55 supply control piston I20 and arm 8 to provide
iacent the right-hand end of the cylinder II to
for operation of the engine at the desired chosen
its neutral position will rock the clutch control
speed determined by the position of lever I I1.
lever 0 from its "Forward" position back to its,
From the above description it will be seen that
"Neutral" position, as will be apparent.
operation of the apparatus to provide for move
As above described, the initial venting or start 00 ment of the craft backwardly is Just the reverse
of release of ?uid under pressure from chambers
or that which provides for movement of the craft
I10 and I48 in the interlock and cut-oil valve de
forwardly. Also, if it is desired to stop the craft
vices II and I0 respectively may occur by way of
when moving backwardly,. the control lever II‘I
pipe I48 and chamber 82 before the pilot piston
need only be returned to its “Neutral" position
14 starts moving from its right hand positionrback
shown, whereupon the apparatus will operate in
toward neutral, and then the further and ‘com
substantially the same manner as hereinbefore
plete venting will occur through said pipe and
described to return the clutch lever 8 to its “Neu
chamber 18 between the two piston heads TI and
tral” position for disconnecting the engine from
18 after the pilot piston moves the lever 88 into
the propeller and for returning the fuel control
contact with stop 04 at the left hand end of slot 10 supply lever 8 to “Idling" position upon or prior
40. The apparatus may be. so arranged that the '
to disengagement of the clutch in the same man
interlockvalve device Ii and cut-oil. valve device
ner as above described.
I0 will operate as hereinbefore described in re
sponse to either the initial venting of ?uid under
pressure by way of chamber 02 or the final vent
cating slots I22, I28, and‘ I24 1n the manual con
troller 8 provide for natural movements of lever
It is desired to point out that the communi
9,420,003
1
22
21
III to control movement of the craft in accord
ance with the desired direction of movement and
for also controlling the speed of the engine in
either direction of movement, for it will be noted
that if the operator desires to move the craft for
wardly he will move the lever I I1 forward in slot
I22 on in the direction toward the front of the
craft and then to cause acceleration of the en
gine he will move the lever sidewise into the slot
I23, whereas if movement of the craft rearward 10
pipe‘82. With the control lever 88 rocked to its
left-hand position fluid supplied to pipe 82 will
then flow from said pipe through the valve device
H to pipe 82 and thence to pressure chamber 88
at the right-hand side of the clutch control pis
ton I8. Chamber 2I at the left-hand side of pis
ton I8 will at this'time be open to atmosphere
through the valve device 42, so that when a will
cient differential or fluid pressures is attained
on the piston I 8, said piston will start to move
from the adjacent right-hand end of cylinder I8
toward the opposite end.
The pilot piston ‘I4 will move with piston I8 in
ly is desired he will pull the lever I I] back through
the slot I22 in the direction of desired movement
of the craft and then move same to the side into
slot I24 for causing the engine to operate at a
the same manner as above described but in this
desired speed.
15 instance will not stop in neutral position, due to
It will also be seen that the arrangement of
‘ the fact that chamber 88 at the right-hand face
slots I22, I28, and I24 insures operation of the
of the pilot piston is subiect to pressure of fluid
clutch valve devices H4 or II8 by lever III to
supplied through pipe II I. As a result, the pres
effect engagement of the clutch prior to move
sure of fluid in chamber 88 on the pilot piston 14
ment of the lever into either of slots I22 or I24 20 will act to maintain the lever 82 and thereby the
for increasing the engine speed or output, and
reach rod 88 in such position as to hold the con
also, insures operation of the lever II‘! to pro
troller lever 88 in contact with stop 84 at the
vide for reducing the speed of the engine to idling
left-hand end of the slot 48 so that movement of
before actuating the valve devices H4 or II! to
the clutch piston I8 will be continued by fluid
effect disengagement of the clutch. The interlock 26 pressure supplied through the valve device H to
valve device II provides for movement of the le
chamber 88, through its neutral position toward
ver III to a desired position in either slot I28 or
I24 before engagement of the clutch so that as
soon as the clutch is engaged the output of the
its rleverse position at the left-hand end of cylin
der
8.
v
The pilot piston 14 will continue movement
engine will automatically be increased to the de 80 through its neutral position in the direction of the
sired degree. Movement of lever I I‘! out of either
left-hand end of bore ‘I2 along with the piston
slot I23 or i 24 to "Neutral" position insures vent
I8 in a corresponding direction until shoulder 81
on stop 88 engages the ring 88, at which time
ing of chamber I88 in the fuel supply device 8,
the pipe I48 will be opened to chamber 88. After
before the interlock valve device II operates to
effect such venting, in order that the fuel sup
this occurs, ?uid under pressure will flow from
chamber 88 through pipe I48 to the cut-off valve
ply control lever v8 will be moved to idling position
promptly upon movement of the lever I I1 back to
device I8. The cut-oil’ valve device I8 will then
“Neutral” position for effecting disengagement of ' operate as hereinbefore described after the clutch
the clutch.
_
arm 3 has been moved to its “Reverse" position
With a craft running either forwardly or in the
reverse direction, a condition may arise where the
operator 'desires to suddenly reverse the direction
of movement of the craft. Let it be assumed that
the craft is moving in a forwardly direction. To
suddenly reverse the direction of movement of 45
to cut-off the supply of ?uid under pressure
through pipe 62 to chamber 38 and to then vent
said chamber to the atmosphere to thereby re
lieve the piston I8 of force urging the clutch con- ‘
trol lever 3 in the direction of “Reverse” position.
The interlock valve device II will also operate
upon the supply of fluid under pressure to pipe
the craft from forward the operator will merely
move the lever II‘I out of slot I23 through the
I 48, Just described, to connect pipes I88 and I28
so that piston I88 in the fuel supply control de
full length of slot I22 and he may then move
vice 8 and thereby the fuel supply control lever
‘ it into the slot I24 to a, desired position for pro
viding a desired rate of movement of the craft 60 8 will be positioned in accordance with the posi
tion to which the operator may move lever II‘I
in reverse after the clutch has been engaged in
into the slot I24 in order to attain the desired
“Reverse" position of the clutch arm 8. When
acceleration or output of the engine after the
the lever II‘! is moved out of the slot I23, the
clutch is engaged in reverse.
fuel control device 8 will be conditioned to pro
vide [or operation of the engine at idling speed 5,5
From the above description it will be seen that
when the operator moves the lever I" out of slot
as above mentioned, and movement of the lever
I28 into slot I22 and through same and into slot
through the slot I22 from its right-hand end to
I24 the lever 8 of the fuel supply control devices
its left~hand end will cause venting of fluid under
pressure from pipe II 8 and at substantially the
will first‘be moved to idling position in order to
same time the supply of fluid under pressure to 60 provide a reduction in» speed of the engine to
idling and then the clutch will be disengaged in
pipe I I I, Upon the release of fluid pressure from
its forward position and subsequently engaged
pipe H8 and chamber 82 at one side of the pilot
piston 14 said piston will promptly move and rock
in its reverse position following which the inter
the controller lever 88 from right-hand end of
lock valve device II will operate to permit accel
slot 48 into engagement with stop 84 at the left
65 eration of the engine to a degree desired by the
hand end of slot 48, and at the same time ?uid
operator as determined by the position of lever
under pressure will be vented from pipe I48 to
II‘! in slot I24, the fuel supply control lever 8
cause movement of the interlock valve device II
being maintained in the idling position during
to the position shown for insuring that arm 8 of . movement of the clutch control lever 8 from “For
the fuel supply control device will be moved to 70 ward” position to "Reverse" position.
and remain in idling position while the clutch is
In case the craft is moving in reverse and the
disengaged.
'
operator desires to cause movement in a forwardly
At substantially the same time as the interlock
direction, he merely moves the lever II ‘I out of
valve device operates, the cut-off valve device I8
the slot I24 and through the slot I22 in the di
will operate to supply fluid under pressure to the 78 rection toward the front of the craft and thence
23
2,426,063
into the slot I28 to a desired position. As a result
01' this operation the fuel supply control lever 8
will first be moved to idling position, the clutch
will then be disengaged in reverse position and
next engaged in forward position and then the
interlock valve device will operate to provide for
acceleration of the engine to the degree provided
for by the position of lever II‘! in slot I28.
It will be noted that the operator can never
cause operation of the engine at a speed above
24
ing having two chambers I88 and I8I constantly
open to pipes I88 and I81, respectively, and con
nected to each other by a bore I82. A valve I83
is contained in chamber I88, and an oppositely
disposed valve I84 is contained in chamber "I
and these valves are connected for movement in
unison by a stem ill of smaller diameter than
and extending through the bore I82. when the
valves I88 and I84 are in the positionsgshown.
the valve I88 is arranged to close communication
idling while the clutch is disengaged, accelera
between chamber I88 and bore I82 while the valve
tion of the engine being possible only after sub
I84 opens communication between said bore and
stantial engagement of the clutch has occurred.
chamber "I. The valve I84 is arranged ior
In order to insure full movement of lever I II
movement in the direction of the left-hand ior
from its "Neutral” position to either of its clutch
engaging positions at opposite‘pnds of slot I22 15 closing communication between chamber Ill and
bore I82and at the same time the valve I88 will
the interior top surface of cover I2I_ secured to
be positioned to open chamber I88 to bore I82.
the body portion H2 or the manual controller is,
In practice, when the manual controller 8 is
as best shown in Fig. 3, in the form of an In
moved to the right-hand end of slot I22 for ef
verted V as viewed in a plane bisecting the slot
fectlna' forward movement of the craft, the ?uid
I22 lengthwise thereof. A shoe I18 is slidably 20 pressure
supplied to pipe II8 will flow to cham
mounted on the lever IIl within the cover I2I
ber 82 and act on the piston I88 for ei‘iecting
and is urged into contact with this surface by a
movement thereof in the direction of the right
spring I18. The force with which theshoe I18
hand end of the casing the same as occurs with
is pressed into contact with the interior sloping
the pilot piston 14 shown in Fig. l and above de
surface of the cover by spring I18 will automati 25 scribed. The fiuid pressure thus supplied to
cally move the lever II‘! from either end of the
chamber 82 will also ilow through pipe I88 to
slot I22 to the neutral position of the lever when
chamber I88 in the double check valve device
the lever is not subject to manual force. In order
I88 and therein act on valve I82 for seating same
to engage the clutch, the operator must there 30 and
at the same time unseating the valve I84.
fore move the lever to either one end or the op
With
the valve I84 unseated, pipe I48 is open to
posite end oi‘ the slot I22 against the force be
pipe I81 which with piston; I88 at the leit hand
tween shoe I18 and the interior of the cover due
side of pipe I8‘! is vented to the atmosphere
to the action of spring I18 and then hold the
through
chamber 88 and pipe I I I leading to the
lever in this position or else move the lever out 35
manual controller 8. As a result, the cut-oi!
of the slot I22 into either of the slots I28 or I24
valve device I8 and interlock valve device II will
in order to obtain the desired clutch operation.
occupy the same positions as shown in Fig. 1 at
The interior surface. of the 'cover I2I lengthwise
this time:
of the slots I28 or I24 is such that when the lever
When the pilot piston I88 however obtains its
III is moved into either of these slots, the force
of the shoe I18 against the cover will maintain 40 right hand extreme position, the pipe I81 will be
open to chamber 82, so that ?uid supplied to said
' the lever I II in any position to which it has been
chamber for moving said piston will then ?ow
moved. Thus the operator may adjust the lever
through said pipe and past the check valve I84
in either of the slots I28 or I24 to provide a de
to pipe I48 and thence to the cut-oi! valve device
sired engine speed and .the lever will remain in
the adjusted position when relieved of manual 46 I8 for effecting operation thereof to cut-oil the
supply of iluid under pressure to chamber 2| at
force.
the left-hand side of the clutch control piston I8
Description-Figure 6
and, at the same time, ?uid supplied to pipe I48
If desired, the pilot device 18 may be construct
will also cause operation or the interlock valve
ed as shown in Fig. 6. This structure comprises 50 device II to connect the fuel supply control de
a pilot piston I88 embodying a single pressure
vice 8 to the manual controller 8 for control
head provided with suitable packing, such as a
therefrom, in the same manner as above de-v
ring I88 for preventing leakage of‘ ?uid under
scribed in connection with the structure shown
pressure from one side of the piston to the op
in Fig. 1.
posite side. This piston has a neutral position
Subsequent return of operating lever III to
as shown in the drawing and two extreme posi
ward “Neutral" position or to the opposite end
tions which may be de?ned in any suitable man
of the slot I22 and opening of pipe III to the
ner as by stops 88 and 88 (not shown) but like
atmosphere will result in the venting of fluid
employed in the pilot device shown in Fig. l.
under pressure from chamber 82 at one side of
The piston I88 has at its opposite sides chambers
the pilot piston I88 and thus from the cut-off
88 and 82 which are connected respectively to
valve device I8 and interlock valve device II by
pipes III and H8, the same as in the structure
way of Pipe I81, so long as pipe I" is open to
shown in Fig. 1; A pipe I8‘! is connected to the
chamber 82 at the left-hand side of piston I88.
casing at such a point adjacent one end thereof
as to be opened to chamber 82 upon movement of 65 Subsequent movement of the piston I88 from the
the piston I88 to its extreme right hand position
right-hand end of the casing past the pipe I81
and a pipe I88 is connected adjacent the oppo
will however, connect pipe I48 to chamber 88 and
site end of the casing at such a point as to be
thereby to the atmosphere through chamber 88
opened to chamber 88 upon movement of piston
and pipe I II with the control lever in the neu
I88 to its extreme left hand position.
70 tral position, this corresponding to that attained
The two pipes I81 and I“ lead to the opposite
through‘ chamber 18 provided between the two
ends of a double check valve device I88 having a
piston heads 11 and ‘I8 of the pilot piston ‘I4
side outlet connected to pipe I48 leading to the
shown in Fig. 1. Upon this release of ?uid under
cut-off valve device I8 and interlock valve 'de
pressure from pipe I48, the cut-oi! valve device
vice II. This check valve device comprises a cas
and interlock valve device will operate in the same
2,426,063
25
26 -
manner as before described in connection with
the structure shown in Fig. 1.
In case, however, the operating lever II‘! is
moved from "Forward" position to the opposite
end of slot I22, ?uid will be supplied to pipe III
and thereby chamber 88 at the right-hand side
of the pilot piston I 85 at substantially the same
time as chamber 82 at the opposite side of said
piston is opened to the atmosphere through pipe
II8. In this case, the cut~oii' valve device I8
and interlock valve device II will operate in re
sponse to the reduction in pressure through pipe
I81 while open to chamber 82, in the same man
off valve device I8 and spring I88 in the interlock
' valve device II exert su?lclent pressures on the
diaphragm I41 and piston I 84 respectively to hold
said diaphragm and piston in the positions shown
in Fig. 1 until after the pressure is increased in
either pipe H8 or pipe III to the degree required
to ensure movement of the pilot piston ‘I4 into
either one or the other of its extreme positions
so as to thereby insure maintainance oi’ the fluid
pressure supply through pipe 82 to the clutch
control piston I8 for moving same to either-its
forward or reverse position and for also main
taining the fuel supply arm 8 in idling position
until after piston I8 obtains said position. A
the piston I85 moves away from the right-hand 15 slight further increase in pressure in pipe H8
end of the casing a distance sufficient to open
or pipe II will then operate the cut-off valve
pipe I81 to chamber 88 which is being supplied
device and interlock valve device to relieve the
ner as before described.
However. as soon as
with ?uid pressure. such ?uid pressure will tend
load of piston I8 from the clutch arm 8 and to
to become effective through pipe I81 and the dou
provide for acceleration of the engine in accord
ble check valve device I88~ and pipe I48 0n the 20 ance with the desire of the operator.
cut-off valve device and interlock valve device.
Upon movement of lever II‘! from either end
At the same time as this is occurring, however,
01' the slot I22 back to "Neutral” position, the
the pressure in chamber 82 at the opposite side
cut-off valve device I8 and interlock valve device
of the pilot piston is being vented. When this
II will return to their normal positions shown
pressure in chamber 82 acting on the valve I88 in - upon the initial reduction in pressure in pipe
the double check valve device is reduced below
I I8 or III and thus in pipe I48 through the check
the pressure building up in chamber I8I on the
valve I88, to thereby insure that the arm 8 of
check valve I84, the check valve I84 will be seated
the fuel supply device will be returned to idling
and the check valve I88 unseated to thereby con
position prior to disengagement of the clutch.
nect the cut-oil’ valve device II) and interlock 30 In case the lever II 1 is moved from its "For
valve device I I to the reducing pressure in cham
war " position to its "Reverse" position or vice
ber 82 at the left-hand side of the pilot piston
versa, the consequent reduction in pressure in
I85. The cut-oil’ valve device I8 will therefore
either one of pipes I I8 or I Ii will cause movement
be maintained in the position for supplying ?uid
of the'cut-oi’f valve device I8 and interlock valve
under pressure to actuate the clutch control pis
device II to the positions shown in Fig. 1 in
ton I8, while the interlock valve device II will
which they will remain until the pressure in the
be maintained in the position to prevent accelera
other pipe II 8 or III is subsequently increased
tion of the engine until the pilot piston I 85 sub
to the degree required for moving the clutch to
stantially obtains its extreme left-hand position
its other position at which time the cut-oil’ valve
in which the pipe I88 is opened to chamber 88.
device will again operate to remove the load on
When this connection is attained, fluid pressure
piston I8 and the interlock valve device will oper
effective in chamber 88 will then flow through
ate to provide for acceleration of the engine as
pipe I88 and past the check valve I88 in the dou
will be readily apparent from the above descrip
tion.
ble check valve device I88 to pipe I48 for caus
DescriptionP-Fwure 8
ing operation of the cut-oil’ valve device I8 and 43
interlock valve device II in the same manner
In
the
structures
shown in Figs. 1 and 6 oper
as above described.
‘
ation of the cut-of! valve device I8 and interlock
Other operations of this structure as in re
valve device II upon movement of lever ill to
sponse to movement of the control lever I I‘! from
either one end or the other of slot I22, is con
“Neutral” position to the left-hand end of slot " trolled by the position of the pilot piston 14 and
I22 or out or the slot I24 through the slot I22 and
is thus operative indirectly in accordance with the
into slot I28, or vice versa, will be apparent from
position of the clutch control piston I8 clutch arm
the above description and from the description in
3 and clutch part controlled thereby. In .the
connection with the structure shown in Fig. 1
structure shownin Fig. 1 the operation 01' these
and therefore will be omitted.
devices is also indirect in accordance with the
position of the clutch control piston I8 in that
Desc?ption—-Figure 7
their operation upon movement of lever II‘! to
The cut-oil’ valve device I8 and interlock valve
either end oi‘ slot I22 is delayed until a sumcient
device II may if desired be controlled by a struc
pressure is obtained on the pilot piston to move
ture like shown in Fig. 'l in which the pipe I48
it to either one or the other of its extreme posi
is connected to the side outlet of double check
tions. If desired however the operation of the
valve I86 which structurally is like the double
cut-oil’ and interlock valve devices may be con
check valve I2 shown in Fig. l. The opposite
trolled directly in accordance with the position
ends of this check valve are connected to pipes
of the clutch control piston I8 by a structure
III) and III whereby upon supply of fluid under
such as shown in Fig. 8.
'
pressure to either one of these pipes by operation
According to this modification the pressure
of the manual controller 8 for effecting opera
head I‘! shown in Fig. 1 applied to one end of
tion of the pilot piston, fluid at the same time will
the cylinder I 5 is replaced by a pressure head 288
also flow from the pipe thus supplied with fluid
and the pressure head 13 (Fig. 1) of the pilot
under pressure through the double check valve
cylinder device 18 is replaced by a head 28I, one
device I96 to pipe I48, and provide the same in
side of which is mounted against the pressure
crease in pressure in chamber I48 of the cut-off
valve device and chamber I18 of the interlock
valve device as is effective on the pilot piston.
According to this structure, spring I53 in the cut
head 288 over and closing one end of a bore 283
which contains a valve in the form of a piston
284. At the side of this piston adjacent the
pilot device 18 is a chamber 285 connected to
27
2,428,068
a passage 288 which is open to chamber ‘I8 be
tween the pressure heads TI and ‘I8 of the pilot
piston ‘I4. like pipe I48 in the structure shown in
Fig. 1. At the opposite side of piston 284 isa
non~pressure chamber 2I8 which is constantly
open to the atmosphere through a passage 281.
The pipe I48 connected to the cut-off valve
device I8 and interlock valve device II is in this
embodiment connected through the pressure head
288 to bore 288 intermediate the ends thereof.
This connection between pipe I48 and bore 288
is such that with the piston in its upper posi
tion as shown, said pipe will be open to the at
mosphere through passage 281, while in a lower
position of piston 284, which will be later. ‘de
' scribed, the pipe I48 will be open to passage 288 15
leading to the pilot piston 'I4._
The piston 284 has a stem 288 extending
through the non-pressure chamberl2l8 for en
gagement with a. control plunger 288 arranged
above and parallel to the piston rod I8, this
plunger being mounted to slide in a bore in pres
sure head 288 and being provided outside the
pressure head with a slot 218 through which
extends a pin 2" secured in lever 82 intermedi
ate the connections between said lever and the
piston rod I8 and pilot piston rod ‘II. In the
side of plunger 288 adjacent the end of stem
288 are two spaced notches providing an ele
vated surface 2 I2 formed between two lower sur
faces 2i! and 2H and which constitute a track
for de?ning two different positions of stem 288
and piston 284. With stem 288 in‘ contact with
surface 2| 2 the piston will be elevated to the
position shown for opening pipe I48 to the lower
side of the piston and thus to the atmospheric
passage 281. With stem 288 in contact with
28
however cause operation of the interlock valve
device II and cut-off valve device I8 at this in
stant like the supply of fluid past the pilot piston
‘I4 in the structure shown in Fig. 1, since the flow
of fluid from passage 288 to pipe I 48 in this struc
ture will at this time be blocked by piston 284,
which will be still held above the connection with
pipe I 49 by plunger 288. However, as the clutch
control piston I8 approaches the right-hand end
of'cylinder II, the surface 2I2 on plunger 288 will
be moved out of contact with the end of piston
stem 288 and the surface 2“ on the plunger will
be moved beneath the stem at substantially the
time the clutch control piston attains the posi
tion in which the clutch arm 8 will be in "For
ward" position. With the surface 2“ thus posi
tioned beneath stem 288, the pressure of fluid sup
plied through passage 288 to chamber 288 above
the piston 284 will move said piston downwardly
past the connection between pipe I48 and bore
288 and fluid supplied past the pilot piston 14 to
chamber 288 will then flow through pipe I48 to
the cut-off valve device I8 and interlock valve
device II for effecting operation thereof in the
same manner as before described. This operation
of the cut-oil’ valve device and interlock valve
device, it will be noted, is dependent upon the
clutch control piston I8 attaining a chosen posi
tion and is thereby directly controlled in accord
ance with such position.
‘ Now if the operator desires to move the clutch
arm I from "Forward” position back to “Neu
tral," he operates the manual controller 8 to re
lease ?uid under pressure from pipe II8 to per
mit the pilot piston to return toward neutral posi
tion to actuate the controller .lever 88 to open
chamber H to the atmosphere and open chamber
88 to pipe 82. Fluid under pressure will be re
leased from pipe I48 past the piston valve 284
opened to chamber 288 above the piston and
thereby to passage 288 leading to the pilot piston 40 by way of pipe II8 before the pilot piston starts
moving out of its right hand position and by
‘I4. The surface M2 is connected to the surfaces
way of chamber ‘I8 subsequent to such movement
2I8 and 2“ by diagonal surfaces as shown in
to cause the cut-off valve device and interlock
order that the plunger 288 upon movement in its
either surface 2" or 2“, the piston 284 will ‘
be lowered to a position in which pipe I48 is
valve device to operate in the same manner as >
bore may urge the piston from its lower position
to its upper position, in which it is shown in the 45 before described to provide for reducing the speed
drawing.
-
when the pilot piston ‘I4 and clutch control
piston I8 are in their neutral positions shown,
the pin 2“ in lever 82 will be in engagement
with either one end of the slot 2I8 or the oppo— 60
site end depending upon the position which the
clutch piston. I8 occupied just prior to movement
to its neutral position. With the plunger 288
in either of these positions, the piston stem 288
will be in contact with the surface 2I2 at either 55
of the engine to idling and to supply ?uid under
pressure to pipe 82 and thence through the con
troller 88 to chamber 88 at one side of piston I8.
The clutch control piston I8 will then be moved
back in the direction of neutral position and the
pilot piston ‘I4 will move therewith until its neu
tral position is attained, following which the fur
ther movement of the clutch control piston I8 to
its neutral position will operate the controller 85
to cut-on the supply of ?uid under pressure to
chamber 28 and then vent said chamber at the
one end or the opposite end thereof in order to
time said piston attains its neutral position so as
maintain the piston 284 in its upper position,
to prevent further movement thereof.
so that pipe I48 will be open to the atmosphere.
As the clutch control piston is thus returned to
Now let it be assumed that the manual control
ler 8 (Fig. 1) is operated to supply fluid under 60 its neutral position, it moves relative to plunger
288 until the pin 2“ in lever 82 engages the left
pressure to pipe I I8 for effecting movement of’ the
hand end of slot 2| 8 after which the rod 288 is
clutch arm 8 from its “Neutral" position to its
moved along with the piston I8. when the piston
“Forward” position. This supply of fluid under
pressure to pipe H8 will actuate the pilot piston ‘ "obtains its neutral position the plunger 288
85 will be so positioned that the stem 288 depending
‘I4 to cause movement of the clutch control pis
from the piston 284 will be in contact with the
ton I8 from its neutral position in the direction of
left-hand end of the surface 2I2 whereby the
the right-hand end of the cylinder II in the same
piston 284 will be elevated to the position shown
manner as before described. The plunger 288
for closing communication between passage 288
will move with the piston I8 as will be apparent.
70 and pipe I48 and for opening said pipe to the
At the time the pilot piston ‘I4 moves substantially
atmosphere through passage 281.
into its right-hand position. the passage 1" will
The operation of this structure in response to
be opened to pressure chamber 82, so that ?uid
movement
of the control lever I II to the left hand
may thenflow into said passage.
_
end of slot I22 for effecting movement of the
This supply of fluid to passase no will" not
clutch control arm to "Reverse" position is sub
2,428,063
29
stantially the same as Just described for moving
the clutch arm 3 to its “Forward" position and
therefore will not be described.
In this embodiment it is important to note that
since the piston 204 is controlled directly in ac
cordance with the position of the clutch control
piston !3 the operation of the cut-off valve de
vice and interlock valve device are also directly
30
234 connected with any suitable ?uid pressure
source. The valve 23! is contained in a chamber
235 which is in constant communication with the
atmosphere through a port 235.
These valves
have oppositely disposed ?uted stems slidably
mounted in bores and engaging each other in a
chamber 231 which is in constant communication
with pipe H0 leading to the pilot device 10. The
piston 221 has a stem 238 extending through a
controlled in accordance with the position of pis
ton !8 to thereby ensure de?nite positioning of 10 bore opening to chamber 235 and in this stem is a
piston !3 before operation of the cut-oil valve de
plunger 239 extending through the end of the
vice to relieve the actuating pressure on piston l3
and also before the interlock valve device oper
ates to provide for acceleration of the engine.
stem for engagement with valve 23! and a spring
240 acting ‘on said plunger urging same in a
direction out of the end of the stem. The fit
Communication between pipes H0 or Ii! and 15 between the stem 238 and the bore in the casing
passage 203 leading to plunger 203 is interlocked
is such that the chamber below piston 221 will be
through the pilot piston 14 in this embodiment
open to chamber 235 and thereby to the atmos
only for the purpose of disconnecting passage 203
phere through passage 236 at all times.
from the one of said pipes which is open to the
A spring 24! in chamber 233 acts on the valve
atmosphere through the manual controller 3 when
232 with such force as to insure seating of valve
said manual controller is operated to control the
232 and unseating of valve 23! when the pressure
clutch through the other of said pipes.
in chamber 225 above the piston 221 is below a
certain degree and to provide for seating of the
Description—Figure 9
valve 23! and unseating of the valve 232 by move~
According to this embodiment of the invention
ment of piston 221 when piston 221 is subject
a manual controller 2" is used in place of the 25 to ?uid in chamber 225 at the pressure provided
controller 3 shown in Fig. 1 for controlling the
in the "Forward" position of the operating lever
positioning of clutch arm 3 and the speed of the
H1.
engine.
'
The clutch control valve 230 comprises two op
The manual controller 241 comprises a 'body
positely seating valves 4242 and 243 contained in
portion 2|8 containing two valve devices 2|! and 30 chambers 244 and 245 open respectively to the
220 arranged to supply and release ?uid under
atmospheric passage 23B and ?uid pressure sup
pressure to and from pipes 22! and 222, respec
ply pipe 234. These valves also have ?uted stems
tively.
Each of these valve units may be identical .
to the structure shown in Fig. 4 and are disposed
at opposite sides or the operating lever H1 with
the valve unit 2I8 located at the side of the lever
adjacent the front end of the craft. A cover 223
is secured to the body position 2!3 and this cover
has a slot 224 extending parallel to the length of
the craft and through which the operating lever
H1 extends, said slot providing for movement of
said lever from a neutral position in which it is
shown only in directions toward the front or
stem of the craft.
Upon movement of lever H1 from neutral po
sition forward of the craft to a position indicated
by a line bearing a legend "Forward" the valve
device 2" is operative to supply ?uid at a certain
limited degree of pressure such as ten pounds,
to the pipe 22!, while upon further movement in
a zone bearing the legend “Speed control" the
valve device 2 I 3 is operative to increase the pres
sure in pipe 22! to a degree above ten pounds
corresponding to the extent of forward movement
of the lever in said zone. Movement of the lever
H1 toward the stern of the craft is arranged to
operate the valve device 220 to provide a certain
pressure such as ten pounds in pipe 222 at the
time the lever attains the position bearing the
legend “Reverse," while upon further movement
of the lever into the zone indicated as "Speed
control" the valve device is operative to increase
the pressure in pipe 222 in accordance with the
extent of movement in said zone.
The pipes 22! and 222 lead to pressure cham
bers 226 and 226 provided at one side of two
pistons 221 and 228 in two like clutch control
extending into engagement with each other in a
35 chamber 248 to which pipe H! is constantly con
nected. The piston 228 has a stem 241 contain
ing a plunger 248 engaging the valve 242 and a
spring 240 acting on the plunger 243. The stem
241 also has a su?iciently loose fit in the bore in
40 which it operates to provide for the chamber at
the lower side of the piston being open to the at
mosphere by way of chamber 244. A spring 250 in
chamber 245 acts on the valve 243 with such force
as to hold same seated and the valve 242 unseated
45 when the pressure of ?uid in chamber 226 on the
top of the piston 228 is less than a certain degree
and to provide for seating of valve 242 and un
seating of valve 243 when the pressure in said
chamber is increased to the degree provided in
50 "Reverse" position of the operating lever H1.
From the above description it will be seen that
when the operating lever is moved to “Forward"
position. the ?uid pressure supplied to chamber
223 will move the piston 221 downwardly for
65 closing valve 23! and opening valve 232. With.
the valve 232 open, ?uid under pressure will ?ow
from chamber 233 to chamber .231 and thence
through pipe ! It! for effecting operation of the
pilot device ‘I0 and clutch control piston !8 to
move the clutch lever 3 from "Neutral" position
to its "Forward" position. On the other hand, if
the lever !!1 is moved to "Reverse” position,
the ?uid pressure supplied to chamber 226 will
actuate piston 228 togclose the valve 242 and un
65 seat the valve 243 for thereby supplying ?uid
under pressure to pipe ! ! ! for effecting operation
of the pilot device 10 and clutch piston !8 to
move the clutch lever from "Neutral" position
to its “Reverse" position.
' valves 223 and 230, respectively.
The pipes 22! and 222 are connected to the op
In addition to piston 221 the clutch control
valve 228 comprises two oppositely seating valves
posite ends of a double check valve device 26!,
23! and 232 disposed in coaxial relation with said
the side outlet of which is connected to pipe !03
piston at one side thereof. The valve 232 is con
tained in a chamber 233 which is constantly sup
leading to the fuel supply control device 3. 'The
fuel supply control device 8 may be identical to
plied with ?uid under pressure by way of a pipe 76 that disclosed in Fig. 1 except provided with a
2,426,068
31
spring 252 which acts on the piston I00 with such
force as to maintain the piston in its ‘engine
idling position shown against pressure of ?uid
attained in pipes 22I or 222 when the operating
lever H1 is in either its "Forward” or its “Re
32
matic return of the lever to neutral position ‘from
either "Forward" or "Reverse" positions upon
release of the lever by the operator. Beyond the
“Forward" or “Reverse" positions the inner sur
face of the cover is engaged by the shoe I 10 which
verse” position. It will be noted that when the
surface is disposed at right angles to the lever
lever I I1 is moved to its “Forward" position, ?uid
H1 when the lever is in its neutral position so
supplied to pipe 22I will flow through the double
that friction between the shoe I18 and these
check valve 25I and pipe I 05 to chamber I05 in
portions of the surface will hold the lever H1 in
the fuel supply control device 5, while, when the 10 any desired position in either of the speed control
lever is moved to “Reverse" position this chamber
zones without manual effort.
will be supplied with ?uid under pressure from
Descrlption-—Fiqure 10
pipe 222 through the double check valve device
25I . Thus when the operating lever H1 is moved
According to this embodiment a manual con
to either its "Forward” or “Reverse" position for 15 troller 255 is provided for controlling operation
engaging the clutch as above described, the same
only of the clutch control pilot device 10 and
pressure as provided in pipe 22I or 222 for causing
thereby the clutch actuating piston I5, and a
operation of the clutch arm 3 will be e?ective in
separate controller 255 is provided for controlling
chamber I05 of the fuel supply control device 5,
operation of the fuel supply control device 5 and
which pressure however will not move the piston 20 thereby the speed of the engine. The controller
I00 in said device out of its engine idling position
255 may be the same as the controller 5 except
shown in the drawing.
that the valve units H5 and H5 and the slots I20
To move the piston I00 in the fuel supply con
and I25 are omitted. In other words, this con
trol device 8 out of idling position the lever II1
trol valve has only a slot I22 providing for move
must be moved either beyond the "Forward" po 25 ment of lever II1 either toward the front or
sition or “Reverse” position into the zone pro
toward the stern of the craft to provide for
viding for speed control to thereby provide a
control of the clutch.
greater degree of pressure in either pipe 22I or
The controller 255 may be of any suitable type
pipe 222 and thereby in chamber I05 on piston
comprising an operating handle 251 having an
I00 of the fuel supply control device 1. This 30 idling position such as shown in the drawing for
greater pressure obtained in chamber I05 will
effecting a release of ?uid under pressure from
then move piston I05 out of idling position for
piston chamber I05 in the fuel supply control
accelerating the engine to a degree dependent
device 5 in order to provide for operation of the
upon the distance the piston is moved from its
engine at idling speed. The handle may be'mov
idling position shown, and which in turn depends 85 able from this position through a zone to a posi
upon the extent of movement of the operating
tion indicated by a line 250 for supplying ?uid
lever away from either the "Forward" or. "Re
verse" position into one or the other of the speed
control zones.
to chamber I05 in the fuel supply control device
5 at a pressure dependent upon the extent of
movement from idling position, the maximum de
When the operator desires to move the clutch 40 gree of pressure and therefore operation of the
control lever 3 to "Neutral” position when the
engine at full speed or full output being attained
craft is moving either forwardly or in reverse, he
with the handle 251 in the position indicated by
returns the lever to neutral position shown and
line 255.
'
I
during such movement it will be seen that the
It
is
desired
that
the
handle251
be
in
its
idling
pressure in chamber I05 01' the fuel supply control 45 position whenever the clutch on the craft con
device 5 will reduce to the degree providing for
trolled by the manual controller 255 is disen
movement of piston I00 back to its engine idling
gaged and until after the clutch is engaged. To
position, before the pressure in chamber 225 or
accomplish this end a cylinder 255 is associated
225 of the clutch control valves 220 or 250, respec
with the speed control device 255. This cylinder
tively, becomes reduced su?iciently for piston 221 50 contains a piston 250 having a stem 25I so ar
or 225 to return to its upper position for cutting
oil’ the supply of ?uid under pressure to pipe I I0
or III and venting said pipe so as to cause dis
ranged as to engage an extension 252 of lever
251. The piston 250 has at one side a pressure
chamber 255 connected to a pipe 254 leading to
the side outlet of a double check valve device
Thus, with this structure the parts controlling 55 255. At the opposite side of the piston is a spring
the clutch will operate to effect engagement of
255 acting on the piston for urging same in the
the clutch before the fuel supply control device
direction
of the extension 252 of lever 251. With
operates to accelerate the engine and said device
the lever 25‘! in any position out of its idling
will operate to provide for reducing the speed of
v_ the engine to idling before said parts operate to 60 position, the spring is operative through the pis
ton 250 and plunger 25] to move the lever back
effect disengagement of the clutch. Of impor
to idling position when the chamber 255 is at or ’
tance is the fact that these controls are attained
substantially at atmospheric pressure.
merely by movement of the lever I I1 in a straight
The opposite ends of the double check valve
line from its neutral position, the lever being
movable in the direction of the front of the craft 05 255 are connected to pipes I I0 and I II whereby
upon supply of ?uid under pressure to either of
when movement of the craft in that direction is
desired and toward the stern of the craft when
said pipes for effecting movement of the clutch
movement in reverse is desired and acceleration
arm 3 to either the “Forward" or "Reverse" posi
engagement of the clutch.
'
of the engine being controlled by further move
tion ?uid will ?ow through the double check
70 valve device and pipe 255 to chamber 255 and
Like the manual controller 5 a spring pressed
therein act on piston 250 against the spring
shoe I15 on the operating lever II1 may engage
255. When the pressure in either pipe I I0 or I II
ments of said lever in the same direction.
a surface on the interior of the cover portion 2".
is increased to a degree which insures movement
This surface between the forward and reverse of the pilot piston 14 to either of its extreme po
positions is arcuate in shape to provide for auto 75 sitions, this pressure then overcomes the opposing
escapes
33
34
pressure or spring 288 and moves the piston 288
the opposing pressure 01’ a spring 283. The piston
to a position in which plunger III is withdrawn
from the zone of movement of extension 282 when
is provided with a. stem tor operating a switch 284
arranged to electrically connect a battery 285 to a
wire 288 connected with the electromagnet 218.
When the controller 8 is moved toward the
the lever 28‘! is operated between its idling po
sition shown and the full speed position indicated
by line 288.
right-hand to cause movement of the craft tor
It will thus be seen that when either of the
wardly, the ?uid pressure supplied to pipe 218 will
pipes H8 or iii is supplied with ?uid at a pres‘
?ow to chamber 28i and therein act on piston
sure required for e?ecting movement of the clutch
282 to effect movement of said piston in the direc
arm 8 to either its "Forward” or "Reverse" posi 10 tion of the left-hand. This movement will ac
tion, the cylinder device 288 will be conditioned
tuate the switch 284 to connect the battery 288 to
to provide for desired positioning of the speed
control lever 288 between idling position and the
full speed or power position indicated by line 258.
wire 288 for thereby e?ecting energization of the
electromagnet 218 to supply ?uid under pressure
to pipe Hi). This supply of ?uid to pipe H8 will
Howevenwhen the manual controller 288 is 15 then actuate the clutch control device 8 to effect
.operated to release ?uid under pressure from
movement of clutch control arm 3 to its “For
either pipe H8 or ill for eiIecting movement of
ward” position in the same manner as above
the clutch control arm 3 out of either the “for
described.
'
ward” or "reverse" position, the spring 288 will
Return of the lever i I‘! in the manual controller
act upon initiating such reduction in pressure 20 8 to neutral position will vent ?uid under pres
in either oi’ said pipes and thereby in piston
sure from pipe 218 whereupon spring 283 will
chamber 288 to project the plunger 2“ for mov
return the piston 282 to the position shown for
ing the speed control lever 28'! to its idling posi
thereby opening the connection between battery
tion in which it will be maintained until ?uid
288 and wire 288 for effecting deenergization oi
pressure is subsequently increased in pipe I ill or 25 the electromagnet 210. This deenergization 01
pipe Iii to a degree required for positioning
of electromagnet 218 will in turn release ?uid
under pressure from pipe H8 whereupon the!
the clutch lever I in either "Forward" or “Re
verse" position.
clutch control device will operate to return the
This structure therefore provides for reducing
clutch control lever 3 from its “Forward” position
oi the speed of the engine to idling and for main 80 to its “Neutral" position.
taining the speed at idling upon disengagement
Movement of the lever ii‘l toward the left-hand
oi the clutch and while the clutch is disengaged
or stern of the craft will supply ?uid under pres
and further insures against the engine being ac
sure through pipe 288 to a chamber 281 at one
celerated until subsequent engagement of the
side oi’ a piston 288 for actuating said piston to
clutch.
35 thereby move a switch member 288 into circuit
Description-Figure 11
closing relation between battery 286 and a wire
288. The electromagnet 2'“ will as a result be
If desired, the device for positioning the clutch
energized to supply ?uid under pressure to pipe
operating arm 2 may be voi’ a type capable of.
lli whereupon the clutch control device 8 will
control electro-pneumatically Irom a manual con
troller such as the device 8. Such an arrange 40 operate. to e?ect movement of the clutch control
arm 3 fromits “Neutral" position to its "Reverse"
ment is shown in Fig. 11, which arrangement
position. Upon return of lever Ill to its neutral
comprises two magnets 218 and 2'“ arranged for
position a spring 28i acting on piston 288 will
controlling the supply oi’ ?uid under pressure to
actuate same and thereby the switch 288 to break
and the release or ?uid under pressure from pipes
H8 and ill respectively for controlling the posi 45 the circuit between battery 288 and electromagnet
2H whereupon ?uid under pressure will be re
tion of the clutch arm 8. Both of these magnets
may be identical and may comprise two oppositely
seating valves 212 and 218 contained in chambers
leased trom pipe ill and as a result the clutch
control device will operate to return the clutch
control lever 8 from its “Reverse" position to its
214 and 218, respectively. A spring 211 in cham
ber 214 acts on valve 212 for seating same and 50 "Neutral" position.
unseating the valve 213 upon deenergization oi.’
Description-Figure 12
the controlling magnet. The chamber 214 is con
According to this embodiment oi’ the invention
stantly supplied with ?uid under pressure from
the clutch control lever 8 is pivotally connected by
a supply pipe 218 while chamber 218 is in con
a rod 288 to a lever 288 intermediate its ends.
stant communication with the atmosphere.
55 One end 01 the lever 288 is pivotally connected to
Energization of magnet 218 is adapted to seat
the end of a piston rod 281 which projects from a
valve 218 and unseat the valve 212 to thereby
piston 288 mounted to reciprocate in a cylinder
supply ?uid under pressure from pipe 218 to
288. The opposite end of the lever 286 is pivot
pipe H8 for effecting movement or the clutch
ally connected to the end oi a piston rod 308 which
control arm 3 to its "Forward” position, while 60 projects from a piston 30! mounted to reciprocate
energization oi’ magnet 2'“ is arranged to cause
in a cylinder 302. The two cylinders 288 and 882
?uid under pressure to be supplied from pipe 218
are oppositely disposed and arranged one at either
to pipe Iii Ior effecting movement of the clutch
side of the lever 286. ' The piston 288 in cylinder
control arm 3 to its Y"Reverse” position, in the
same manner as when ?uid pressure is supplied to 65 288 has at one side a pressure chamber 303 and
at the opposite side a pressure chamber 304, while
at opposite sides of the piston 3M are correspond
ing pressure chambers 308 and 886.
When the pistons 298 and 8M are at the oppo
sure to a pipe 218 and in its reverse position to 70 site ends of their cylinders and in contact there
with, the clutch control lever 8 will occupy its
supply ?uid under pressure to a pipe 280, these
pipes corresponding to the pipes I I8 and l I l con
“Neutral” position shown. Movement of the
nected to the controller in Fig. l. The pipe 218
piston 288 in the direction of the right-hand with
leads to a chamber 28i provided at one side or a
the piston 38i remaining stationary will rock the
either 01 these pipes by operation or the manual
controller 8 shown in Fig. 1.
In this embodiment, the controller 8 is arranged
in its forward position to supply ?uid under pres
piston 282, the opposite side or which is subject to 76 lever 286 about the fulcrum connection with piston
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