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Jan. 6, 1948.
v
H. c. MAY ETAL
CONTROL MECHANISM FOR PROPULSION §YSTEMS
Original Filed Feb. 10, 1944'
2,433,916
5 Sheets-Sheet 1
68
$8
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-' BY
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Ham».9
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180312 Stevens
ATTORNEY
Jan. 6, 1948.
2,433,916
H. c. MAY ET AL
CONTROL MECHANISM FOR PROPULSION SYSTEMS
' Original Filed Feb. 10, 1944
3 Sheets-Sheet 2
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[email protected]
INVENTORS
mm
Harr
_
y
(1 May -
Roy R. Stevens
ATTORNEY
Jan. 6, 1948.
H. 0. MAY ET'AL
2,433,916
CONTROL MECHANISM FOR PROPULSION SYSTEMS
Original, Filed Feb. 10, 1944
3 Sheets-Sheet 3
7' Iigil‘
269
6
252 255
254
‘259
205
.
_____
260
‘
_____
STOP
AHEAD245
r) ASTERN RUN
-RUN&IDLE _
(?zIDLE
AHEADJ; {i
/' FULL SPEED ’
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E19?
E19. 5‘
.
AHEAD
FULL 5pm?
STOP
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' RUN & |0_LE- =_
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RUNGEIDLE
_‘
'FULL 5PEED
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I?
ASTERN
‘255
250
AHEAD E‘UN
1 START
' ,
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264
'
START
272
6
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I AE‘AQQEEN
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,5,‘
252
269
ASTERN RUN
jag/LEN ‘
'F‘ULL SPEED
v
'
FULL 5pm)
‘Egg?
255
232
INVENTOR6I
Harry GMay
BY
,
Roy R. Stevens
7 ' ATTORNEY
Patented Jan. 6, 1948
I
2,433,916
:,
UNITED STATES PATENT ,oFFIcE >
-
SYSTEMS
‘
~
-
Harry C. May, East McKeesport, and Roy R. . 1
Stevens, Forest Hills, Pa", assignors to '_I‘he
Westinghouse Air Brake Company, Wilmerdrng, ‘ > ’ 7
Pa., a corporation of Pennsylvania
Original application February 10, 1944, Serial No.
521,798. Divided and this application Decem
ber 28,1944, Serial No. 570,103 7
3 Claims.
1
This invention relates ‘to control mechanism
and more particularly to means for controlling
a propulsion system, such as ‘for a ship; the pres
ent application being a division of our copending
(01. 60-97)
‘3 ated with each of the engines shown in Fig. 1 for
controlling ‘the individual starting, stopping, re
versin’g, etc., of the “respective engine; Fig. 3 is a
diagrammatic sectional view of a portion of a
selector valve device shown inlFig. 1 in elevation
and in Fig. 2 in section,'but' with the selector or
rotary'valve' in a diiierent position than shown
application Serial No. 521,798 ?led February 10,
1944.
'
I
The propulsion system on certain ships engi
bodies reversible internal combustion engines,
in Fig. 2; ‘Fig. 4 is a diagrammatic sectional view
such as of the Diesel type, for driving the ship’s
propeller, and means are provided for stopping,
ofan' operator’s control device several of which
are’ employed and distributed at different control
reversing, starting and for controlling the speed ‘19‘ stations as shown in elevation vin Fig. 1; Fig. 5 is
a partial plan View of the operator’s control device
of the engines either individually or in multiple,
shown in Fig. 4; Figs‘. 6 and 7 are sectionalv views
and for also connecting and disconnecting the
taken on the lines B-6 and 'I--'I,'respectively, in
engines to and from the propeller.
One object of the invention is the provision of 15 Fig. 4; Fig. 8 is a, sectional view of a‘pneumatic
cylinder several of which are shown in elevation
such a system embodying braking means for
in Fig. 1;' and Figs. 9 ‘and 10 are horizontal sec
braking the propeller and any engine or engines
tional views of two different elements shown in
connected to said propeller by individual clutches,
outline in Fig. '1.‘
'
and further embodying means operable upon
operation of a clutch to disconnect an engine from
the propeller in order to provide for control of
.29
'
Description ,
In Fig. 1 of .the drawings, the reference nu
merals I and 2 indicate two like internal com
the disconnected engine by individual control
means, to maintain said braking means effective,
bustion engines of the reversible Diesel type which
are arranged to be connected through hydraulic
gine still connected to said propeller, but none, 25 couplings 4a and 5a and clutches 4 and 5 respec
controllable by said individual control means and
tively, to a, common drive shaft 3. The hydraulic
ineffective upon the disconnected engine.
1'
couplings 4a and 5a are constantly effective, while
According to this object, when any one or more
each of the clutches 4 and 5 may be provided with
engines are connected to drive the propeller, the
a manually operable lever 6 having what may be
braking means is effective to stop the propeller 30 called an' engaged position, in‘which it is shown
and the connected engine or engines upon opera
in the drawing, for effecting operation of the
tion of an operator’s control device to stop or to
clutch to connect the respective engine to the
reverse the engine or engines. The operation of
drive shaft 3, and being movable to what may be
a clutch to disconnect an engine from the pro
called a disengaged position, indicated by a dot
peller to provide for individual operation and 35 and dash line ‘I, for actuating the clutchto dis
control of the disconnected engine does not
connect the respective engine from said drive
as required, to control the propeller and the en
change, however, the cooperation and action of
shaft.
the braking means with respect to the engine still
connected to the propeller, but does render the
braking means ineffective with respect to the dis
connected engine. Thus, if one engine is discon
nected from the propeller for operating other
‘
A sprocket wheel 8 secured to turn with the
drive shaft 3 is connected by a chain 9,to a
40 sprocket wheel In which is arranged to turn a
shaft I I whichmay be a ship’s propeller shaft.
A brake is associated with propeller shaft II
apparatus such as a ?re pump, or possibly for
for braking same to stop either or both of- the
repair, it will have no e?ect upon the operation
engines I and 2. This brake may comprise a
of the braking means for stopping the other 45 brake drum I2 arranged to turn with the propeller
engine still connected to and employed for oper
shaft I I, and brake shoes I3 arranged at opposite
ating the propeller.
_
Other objects and advantages will be apparent
from the following more detailed description of
the invention.
In the accompanying drawings; Fig. 1 is a dia
sides of the brake drum for frictionally engaging
same. The brake’ shoes I3 are carried by levers
I4 which are operably connected to a controlling
50 lever I5. One end of lever I5 is operatively con
nected to a brake cylinder device I6 arranged to
grammatic view, mainly in elevation, of a pneu
matic control system for a, plurality of engines
embodying the invention; Fig. 2 is a vertical, sec
tionalview of a pneumatic control device associ-_ 55
be operated by ?uid under pressure supplied
through a pipe I‘! for actuating said lever to move
the brake shoes I3 into frictional engagement
with drum I2. Upon release'of ?uid under pres
2,433,916
4
3
sure from said brake cylinder device by way of
pipe I‘I, lever I5 will operate to allow release
movement of the brake shoes I3 away from the
brake drum.
The supply and release of ?uid under pressure
cut-off the supply of ?uid under pressure to the
brake cylinder pipe I1. After valve 328 is seated,
mounted in said bore is a follower 340 one end of
each may comprise ‘a casing containing a rotary
the spring 34I will hold valve 329 against move
ment,-so‘that,‘plunger 3'34 moving with piston 335
as it returns to the positionshown in the drawing,
will move out of seating engagement with valve
pipe
to and
I1 from
is arranged
the brake
to be
cylinder
controlled
device
by aItrelay
by way
valve
of m . 79329 and thereby open pipe I‘! to atmosphere by
way of chamber 331 and port 2i for releasing
device I8. The relay valve-device Iii-comprises,
as shown in Fig. 9 of the drawing, a casing hav- " 7 ‘fluid under pressure from the brake cylinder de
ing chambers 325 and 326 separated by a wall 321 1O vice IE to thereby release the brake on the pro
and containing, respectively, twocoaxially aligned
' peller shaft I I, as above described.
The-"pipe I9 leads to the side outlet of a double
poppet valves 328 and 329 arranged to seat'in the
check valve device ‘22, the opposite end outlets of
same direction. The valve‘ 328 has a fluted stem
332 extending through a bore in wall 321 into
which device are connected by pipes 23 and 24
to-brake interlock valve devices 25 and 26 asso
chamber 326 wherein it engages the valve 329.
ciated with the :clutches 4 and 5, respectively.
A spring 33I in chamber 325 .acts on valve 328
rI‘h'e double check valve device 22 is of conven
urging it toward a seat provided on wall 321.
tional structure and, as shown in Fig. 10 of the
The valve 329 has a ?uted stem 332 arranged
‘drawings, comprises a shuttle valve 344 which
to slide in a portion of a bore 333 provided in a
upon supply of ?uid under pressure to pipe 23
plunger 334 which projects from one side of a
with pipe 24 vented,_ will operate in the usual
piston ‘335 and which 'is slidably mounted in a
manner to open pipe 23 to pipe I9 and close com
bore provided through a wall 333 separating
munication between pipe IQ and pipe 24, while
chamber 326 from a‘ chamber 331 at said one side
upon supply of ?uid ‘under pressure to pipe 23
of said piston. A sealing ring 338 carried by
plunger 334 has sliding and sealing contact with 25 with pipe 233 vented the shuttle valve 343 will
operate to open pipe 24 to pipe I9 and close com
the surface of the‘bore through wall 336 to pre
munication between pipes I9 and 23.
vent leakage of ?uid‘ under pressure ‘from cham
The supply and release of ?uid under pressure
ber 325 past said plunger to chamber 337. A seat
to and from the pipes 23 and 24 is under the
is provided on the end of'plunger 334 for engage
ment by valve 329.
30 control of the brake interlock ‘valve devices 23
and 26, respectively. These devices are identical,
The bore 333 in plunger 334 is open through
in construction and, for illustrative purposes,
one or more ports 3391to' chamber 337 and slidably
which engages the valve stem 332.
type plug valve 21 arranged to be ‘turned to either
A precom
pressed spring ‘34I contained in bore 333 is inter
35 of two diiferent positions by a lever 28.
At the
interlock valve device 25, ‘the end of lever .28 is
posed between the opposite end of plunger 343
connected by a rod 23 to the clutch control lever
6 associated with engine I, while at the brake
interlock valve device 26, the lever 28 is connected
by a corresponding rod 29 to ‘the clutch control
lever 6 associated with engine 2. It will thus be
seen that movement of either clutch control lever
6 to its engaged position or its disengaged posi
tion will turn the respective plug valve ‘21 vto cor
and the piston 335 for unseating valve 1329 from
the end of plunger 334. A coil spring ‘332 encir
cling plunger 334 in chamber 33'! has one end
supported on the casing wall ‘336 while the oppo
site end bears against piston 335. Spring 342 is
also under pressure‘ and is constantly effective
to urge the piston 335 to .the'position shown in
the drawing for pulling plunger 334 out of seating
engagement with valve32'9.
45
'
responding positions.
The plug valve 2‘! in each of the brake inter
lock valve devices 25 and 26 is provided with a
passage 30 arranged to connect the respective
pipe 23 or 24 to atmosphere when the respective
Valve chamber 325 is connected to pipe I‘I leading
to the brake cylinder device I6. Chamber 331 is 50 clutch control lever ‘G is in the clutch disengaged
open to atmosphere through ‘a port 2|, while at
position and to connectfsaid pipe to a control
pipe 59Jwhen the lever is "in the clutch engaged
the opposite side ‘of piston 335 is a control cham
position. The pipe59 "at ‘each engine is arranged
ber 343 which is connected to a control pipe I9.
to be either supplied with ?uid under pressure
The operation of the ‘relay valve device is is as
The valve chamber 325 is open to ‘a ?uid ‘pres
sure supply pipe .20 adapted to be supplied with
?uid under pressure from any suitable source.
follows:
-
,
55 or to be opened to the atmosphere in a manner
When fluid under pressure is supplied'to cham
ber 343, in a manner which will be later de
which will be later described.
Each of the engines-I and 2 is provided with
a starting air pipe 34 through which air under
scribed, the piston .335 will move against spring
pressure may be supplied to certain or all of the
342 and shift the plunger 334 ?rst into seating
cylinders of the respective engine through
engagement with valve 329 and then-act through
branches 35 ‘(only one of which is shown in the
said valve to open valve 328. When valve 328
drawings) in order to effect starting of the engine
is thus unsea‘ted, .?uid under pressure from the
in the direction determined by the timing or con
supply pipe 20 will ?ow to pipe VI’! and thence‘ to
dition of the engine’s valve gear. The supply of
the brake cylinder device I6 to effect operation
of said device to apply the brake to the propeller 65 air under pressure to and the cut-01f of such
supply to pipe 34 at each engine is arranged to
shaft II, as above described.
be controlled by a starting air valve 35.
Upon release-of fluid under pressure from piston
The two starting air valve devices 35 are of
chamber 343, spring 342 will return piston 335
identical structure and each may comprise, for
to the‘ position shown in the drawing. The pres
sure of spring 331 ‘on valve ‘328 is greater than 70 the purpose of illustration only, a casing contain
the opposing pressure of springi't'll-I on the valve
stem 332, so that, vas’ piston I335'is returned to the
position shown in ‘the drawing, the spring 335
will move the two valves 32B and 329 in unison and
with said ‘piston-until valve 328lbecomes seated to 75
ing a rotary plug valve 345 arranged to control
communication between the respective pipe 34 and
a pipe 345 adapted to'be supplied, from any suit
able source, with engine starting ‘compressed air.
A port 341 in the plug‘valve ‘345 is provided for
.
anaemic
5
establishing communication between the respec
trolzof pressureof?uid in pipe" 54 ateachof the
tive pipes 346 and 34, and alever 31 is provided
for turning said valve to positions for opening and
closing said communication. With lever 31- of
each of'the starting air valves 36 in the position
shown in Fig. 1 the supplyiof starting air to the
engines
Associated
._will befhereinafter
with eachofthe
described,
engines | and
_ , ,2
p U
fuelcut-o? device 55 which may be arranged ‘to
cut off the supply of fuel to the respective engine
in . any conventional manner, such for example as
by renderinggthe "fuel pumps on the engine in¢
respective pipe 34 will thereforebe cut off, while
effective to provide‘ fuel to the engine's injectors.
vEaclrfuel cut-off device 55 may be controlled by
a lever 56 having a fuel cut-off position in‘ which
.itdsshownjinFig. 1 and which is movable from
upon movement of said lever to a position such
vaslindicated by a dot and dash line .38 starting
air will be supplied to said pipe, as will be ap
parent.
.
.
a
this position to a fuel cut-inposition indicatedby
.
Movement of lever 31 of each of the starting
adot and dash-line 51. For ‘moving lever 56 of
air valves 36 to its different positions may be con
‘each fuel cut-o?udevice 55 to its different positions
trolled by a starting control‘ cylinder 39 which is
it may be connected to a fuel cut-01f cylinder. 58
in turn controlled by pressure of ?uid in a con 15
which inithe present embodiment may be like the
trol pipe 3|. Each of the cylinders 39 may com
cylinders 53 and 39 above described and which is
prise, as shown in Fig. 8, a piston 40 having at
arranged tobe controlledthrough a pipe 5911 con:
one side a pressure chamber 4| open to the con
trol pipe 3| and having at the opposite side a
non-pressure chamber 42 containinga spring 43
acting on the piston for urging it to the position
shown when therespective control pipe 3| is de
void of ?uid pressure. Upon supply of ?uid under
pressure through the control pipe 3| and thus to
pressure chamber 4|, the piston 46 will move
against the opposing pressure of spring 43. The
piston 40 is. provided with a rod ‘44, a reduced
portion 45 of which extendsthrough a suitable
bore in the casing and has its end operatively
connected to the end of lever 31 of the respective
starting air valve 36. At the junction -of the
larger and smaller portions of the piston rod~44
is a shoulder 46 arranged to engage the end of
the casing for limiting movement of the piston
40 by pressure of ?uid provided in chamber 4|.
With this construction it will be seen that with
piston 4|] in the position in which it is shown in
Fig. 78, which condition will be obtained with
chamber 4| open to atmosphere, the respective
starting air valve 36 will cut oif the supply of
starting air? to pipe 34, while upon movement of
piston 4|! by pressure of ?uid in chamber 4| to
the position in which shoulder 46 on the piston
rod engages the casing, the respective air valve
36 will be moved to the position for supplying
starting air to the starting air pipe 34.
Each of the engines I and 2 is provided with a
conventional speed governor 5|) arranged to be
driven by and to operate at a speed proportional
to that of the engine for limiting the fuel supply
to and thus the speed of the engine in accordance
with the adjustment of a governor control lever
5|. The lever 5| may have an engine idling
position in which it is shown in the drawing and
nected to pipe 59. When ?uid under pressure is
supplied to pipes 59 and 59a on each enginevthe
20 respectivecylinder 58 will act to move lever 56
of the respective fuel cut-off device '55to its fuel
cut-elf position in order to allow. stopping'of the
engine, while upon release of ?uid under pressure
from'said'pipes the'cylinder 58 will cause move.
25 ment of said lever to its fuel supply position, in
dicated by the dot and dashlline‘5'l, to allow sup‘
ply‘jof fuel to said engine.‘
I
'
‘
I '
.
' f
I _' Each of the engines is provided with a rockable
shaft 60lfor controlling, in any conventional man~
30 her
as by g'e‘ars‘and racks (not shown) the revers
ing'of the valve‘ timing or valve gear of the re
spective engine to provide for starting and operai
tion of,‘ the engine in either one direction ‘or in
35 the reverse direction. A gear 6| is secured to
each of the shafts 6|] for turning same and this‘
gearjin turn is arranged to be operated in a man
ner "and by means which will'be later described.
' Engines having characteristics and arranged to
40 be controlled by means such as above setvforth
brie?y are well known to those versed in the art,
and since the speci?c structures of such means
and of the engines are not essential to a clear
45
‘understanding of the invention, any further dis
cussion thereof would only involve unnecessary
complications in the present application and
hence“ will be dispensed with.‘
’
~
7 __
The system'for controlling the starting; stop
ping, reversing; etc. of the engines I and 2 com
priseswhat may be called a maneuvering control
device 65 associated with 7 each engine, an op
erator’s or engineer’s control valve device 66 asso
ciated with each of said maneuvering control de
vices for individually controlling the respective
engine; a remote or pilot’s control valve device 61
may be adjusted to any position between this 55 for controlling in multiple or individually the'two
idling position and a maximum speed position
engines through the respective maneuvering con
such as indicated by a dot and dash line 52. The
lever 5| of the governor on each engine is con
trol devices 65, and a station selector valve device
68associated with each maneuvering control de
nected to a speed control cylinder 53 arranged
vice65
for selectively rendering the engines con
to be controlled by pressure of ?uid in-a pipe 54. 60 trollable'by the respective engineer’s control de~
Each of the speed control cylinders 53, may
vice-66 or by the pilot’s control device 61.
’
for thepurpose of illustration, be identical to the
The control system further embodies a- dual
starting control cylinder 39 and thus operative
?uid pressure supply system which normally
with the respective pipe 54 open to atmosphere 65 provides an individual supply of ?uid under pres
to move the connected ‘governor control lever 5|
sure to each of the maneuvering control devices
to the engine idling position, and operative upon
65 and engineer's control. devices 66.. This dual
?uid pressure supply system embodies a source
supply of ?uid to said pipe to adjust said lever out
of ?uid pressure, such as may be provided in a
of the idling position to a position corresponding
to the pressure of such ?uid. A certain maximum 70 storage reservoir 69, and two reducing valve de
vices 10 and ‘II of any suitable structure arranged
pressure of ?uid in the control pipe 54 will cause
to supply ?uid from this reservoirat a desired
operation of each speed control cylinder 53 to
move the respective governor control lever 5| to
‘the maximum speed position indicated by the dot
and dash line 52, as will beapparent. Thelcone
reduced pressure through. check valves 12. and
13, ofidentical structure, to pipes 14 and'l5lead
ingto .the vmaneuveringcontrol devices 65 and
eyrssgo 1c
7.
8
‘engineer's ‘Conner devices its associated‘withIen;
the passage I06 will constantly be supplied with
gines I and 12, respectively. *The~~pilot’fsl'control
valve ‘device '61 is supplied with ?uid iunderipres
:?uid under pressure from ‘pipe ‘I5.
'
'
:"I‘he ahead ‘control valve device 93 in each :ma
.neuvering control device 65 further comprises a
Each'imaneuvering control device E5 comprises
fluid pressure release valve ‘I 01 contained in
sure through a pipe 116 connected to pipe 1T4.
(Fig. '2) a bracket 85 upon which is‘ ‘removably
chamber!” and engaging the end of a stem pro
‘mounted ‘a ?uid motor 86 for reversingiithevvialve
gear or timing of the respective-engine, and -a
timing or interlock valve device'B-‘I. Also remov
Iably mounted on each bracket-85 is the respective
jecting from the supply valve 95 whereby the
pressure head 92 to the exterior-‘of the casing.
‘Outside of the pressure head 92 the rod ‘90 is
provided with gear teeth 90a (Fig. 1), constitut
ing a rack, inmesh with gear ill of therespective
engine, whereby movement of the piston I88 ‘in its
‘cylinder will operate ‘the gear 61 .to ‘turn the
reversing shaft 69, The'piston ‘88 has two oper
similar seal 1115 also having sliding contact with
‘the periphery of plunger I08. These seals are
held ‘under compression .at opposite ends of the
bushing I99 and in contact with plunger vI118 ‘by
two valves are movable in unison. The release
valve I01 has a ?uted stem slidably mounted'in
a ‘bore I20 provided in a plunger I208 which in
'engineer’s control valvedevice-i?'?v-and station se
turn is mounted to slide in a bore provided in a
lector valve device 68.
‘
"bushing I99 extending through a chamber H9
Each ?uid motorril?, which may hereafter'be
which is in constant communication with the
referred to as the reversing motor, comprises a
atmosphere through .a passage III,Ia chamber
cylinder containing a double acting piston 88 11.5 H2, and a port ‘I I3. The lower end of bushing
having at one side a pressure chamber 89 and
I99 engages a ring seal 1 I4 encircling and having
provided with a rod 99 projecting from the oppo
sliding contact ‘with theperiphery of plunger J08,
site side through a pressure ‘chamber 9| and *a
while engaging the upper end of said ‘bushing is a
ating positions, namely, the position ,‘in which it
is shown in Fig. 2 for positioning the shaft 69
toprovide for operation of the respective engine
in one or what ‘may be ‘called an astern direc
'tion, and a second position in contact with the ‘3
pressure head '92 for conditioning shaft ‘69, to
provide for operationof the respective engine in
‘a nut H6 and are respectivelyeffective to prevent
‘leakage ‘of .?uid under .pressure along said plunger
:from chamber 97 to chamber I I26 and from cham
ber H9 to acha'mber I11 into which the plunger
"HlBextends. The bushing [I19 iszprovided with an
annular cavity encircling the .plunger I08 and
‘open through a plurality of ports I I8 to cham
ber IIB. The plunger 1.98 is also .provided with
a plurality of ports II‘9establishing communica
tionebetween ports H8 :and ,bore 120 within the
plunger I08,
the reverse, or an ahead direction. Movement
of the piston 88 to the asternposition shownin
.The plunger I08 is provided in chamber H1
Fig. 2 is arranged to be effected by supplying fluid 535 .With .a head‘ :I2I disposed labovelan annular stop
under pressure to chamber 9| to act on one face
shoulder I22 provided for engagement with said
of the piston while opening chamber!!!) ,at the
head .tolimit downward movement thereof, and
opposite face to atmosphere. Movement of pis
interposed between this :head and the opposite
ton 188 to its ahead position in contact with the
end of chamber .I I‘! is a spring I123 which is under
pressure head 92 is arranged to be ,e‘?ected by £410 a chosen degree :of pressure. A diaphragm fol
lower I24 .issecured .to .the opposite ‘face of head
supplying fluid under pressure .to chamber 89
IN by means of "a stud I25 having .screwthreaded
while opening chamber iii to the atmosphere.
engagement in a bore extending through said
In each maneuvering control device the sup
head and into theplunger I.08,1an-d mounted in
ply and release of-?uid under pressure tozand
this v‘bore below the stud is a ‘follower I26 havingr
from chamber 89 is controlled by means of an
a stem I21 extending through a bore in the
ahead control valve device 93, while the supply
plunger andphavingjits end engaging theend of
and release of ?uid under pressure toand from
the stem projecting from the release valve ‘I07.
chamber 9| is controlled by means vof an i-astern
control valve device 94 both of which devices-con- ,
stitute parts of the interlock valve device 81.
The ahead control valve‘device 93 in ‘each
maneuvering control device comprises a supply
valve 95 contained in achamber~96 and arranged
to control flow of fluid under pressure from said
chamber to a chamber 91 which'is :connectedwto
chamber 99 through a passage :98 and a choke
.99., and also by way-of a check ‘valve iI.I)9>by-:pass—
ing said choke, the check valve being arrangedito
allow relatively rapid ?owof I?uid under :pressure
in the direction toward chamber39 but wtogclose
upon reverse or out-?ow of fluid lunderipressure
from said chamber to render :the choke :99 cf
vfective to control the rate ‘of such out-?ow. The
‘chamber 96 ‘containing the supply 'valve 9,5;also .
An initially compressed spring I28 is interposed
between the-end ofstud I25and the follower I29
‘for holding the release valve 19'! against move
ment "upon movement of plunger I98 .in a direc
ti-on‘away from said ‘release valve with the ‘supply
valve 95 closed.
' .Th-e follower 11-29 engages lone side of a ?exible
diaphragm I29 which :has ;at its opposite side a
timing *chamber I90. The chamber-‘I39 .is con
nected througha passage 'I3I, .agchoke I32 .and
a passage I39 to the respective station selector
valve :device 198. By-passing the choke I32 is a
communication including two check valves 134
and E35, arranged .to permit ?ow ,of ?uid from
chamber 135 ‘around the choke I32 at a relatively
rapidrate but to prevent .?ow in the .reversedirec
tion, soitha't in?owof ?uid pressure to saidcham
:contains a spring 10.! constantly effective onzsaid
‘valve for urging it to its closed positionshown.
In each maneuvering control device_6.5 chamber
96 is open through a passage 192, a-chamber EH13,
ber may ‘be limited'by the 'flow capacity of choke
192. The check valve I35 issubject tojthe seating
pressure of alight‘ bias spring ‘53,6.
‘passage I04 and a chamber .Iilii'to a passage lIlG ~
charged with ?uid ‘at a pressure 'below a certain
inthe bracket v85.
This passage I96 in the ;ma
neuvering control device associated with engine
(I is arranged to’be constantly supplied with ilui-d
underpressure from pipe ‘T4,.whi1e intheEmaneu
With chamber 130 at atmospheric pressure or
degree, (spring I23 will maintain the diaphragm
12s inlcontact with a stop I37 and the plunger
#99 ‘will be elevated by said spring to a position
such :as ‘shown ‘in the drawing to allow closing -of
:vering control device associated :with engine :12 175 the fluid pressure supply valve 95 by spring JI-DI
5
establishing communication between the-respec
tive pipes 346 and 34, and a lever 31 is provided
for turning said valve to positions for opening-and
closing said communication. With lever 31 of
each of the starting air valves 56 in the position
shown in Fig. 1 the supply of starting air to the
respective pipe 34 will therefore be out off, while
trol .of'pressureiof ?uidiin pipe,“ at. each ofiithe
engines
. Associated
willbe
with
hereinafter
eachiofthe
described._
engines 1 and_ 2 isa
fuel cut-0i device 55which may bearraneedto
cut off the supply of fuel to therespective engine
inanvcqnventional manner. such for. example as
upon movement of said lever to a position such
as indicated by a dot and dash line 38 starting
by rericlerineihe .fuel pumps on the engineein:
effective to providefuel to the engine’s injectors.
Each fuel cut-off device55 may be controlledby
parent.v
it is showninFig. 1 and which is movable from
against the opposing pressure of spring 43., The
piston 40 isprovided with a rod 44, a reduced
portion 45 of which extends through a suitable
bore in the casing and has its end operatively
dicated by‘ the dot and dash line 51, to allow sup;
air will be supplied to said pipe, as will be ap 10 a lever 56 having a fuel cut-off position in which
this position to a fuel cut-in position indicatedv by
Movement of lever 31 of each of the starting
a dot and dash line 51. For moving lever 56 of
air valves 36 to its different positions maybe con
eachfuel cut-elf device 55 to its different positions
trolled by a starting control cylinder 39 which is
in turn controlled by pressure of ?uid in a con 15 it may be connected to a fuel cut-off cylinder :58
Whichin the present embodiment may be like the
trol pipe 3|. Each of the cylinders 39 may com
cylinders '53 and 39 above described and which is
prise, as shown in Fig. 8, a piston 46 having at
arrange'd'to be controlled through a pipe 59a con
one side a pressure chamber 4|. open to the con
nected to pipe 59. When ?uid under pressure is
trolpipe 3| and having at the opposite side'a
supplied 'to pipes 59 and 59a on each engine the
non-pressure chamber 42 containing a spring 43 20 respective cylinder 58 will act to move lever 56
acting on the piston for urging it to the position
of the respective fuel cut-off device'55'to its fuel
shown when the respective control pipe 3| is de
cut-off position in order to allowstopping ‘of the;
void of ?uid pressure. Upon supply of ?uid under
engine, while upon release of ?uid under pressure
pressure through the control pipe 3| and thus to
from, said pipes the cylinder. 58 will cause move
pressure chamber 41, the piston 46 will .move 25 ment of said lever to its fuel supply position, inév
ply
,Each'of
‘of fuelthe
to said
engines
engine.
is provided
‘
‘ with
'
‘a rockable
‘ "f
shaft'66 for controlling, in any conventional man
connected to the end of lever 31 of the respective 30 ner as by gears and racks-(not shown) the revers
starting air valve 36. At the junction of the
ing of the valve timing or valve gear of there
larger and smaller portions of the piston rod 44
,spective engine to provide for starting and opera
is a shoulder 46 arranged to engage the endsof
tion of v the engine in eitherjv one direction or’ in
the casing for limiting movement of the piston
the reverse direction. A gear 6| is secured to
40 by pressure of ?uid provided in chamber 41. 35 each of the shafts 60 ‘for turning same and this‘
With this construction it will be seen that with
piston 40 in the position in which it is shown in
Fig. 8, which condition will be obtained with
chamber 41 open to atmosphere, the respective
geariin turn is arranged to be operated in avmané
nerhandby means which will be later described,‘_
Engines having characteristics and arranged to
be controlled by means such as above set forth
starting air valve 36 will out off the supply of 40 brie?y are‘well known to those versed in the art,
starting ‘air-to pipe 34, while upon movement of
and since the speci?c structures of such means
piston 40 by pressure of ?uid in chamber 4| to
and'of the engines are not essential to a clear
the position in which shoulder 46 on the piston
understanding of the invention, any furtherdise
rod engages the casing, the respective air valve
cussion thereof would only involve unnecessary
45
36 will be moved to the position for supplying
complications in the present application and
starting air to the starting air pipe v34.
hence‘will be‘ ‘dispensed with.
I ' _~
Each of the engines I and 2 is provided with a
The system for controlling the starting, ‘stop;
conventional speed governor 50 arranged to be
ping, re'versing,'etc. of the engines'l and 2 com
driven by and to operate at a speed proportional
50 prises-What may be called a maneuvering control
to that of the engine for limiting the fuel supply
device 65 associated with veach engine, an op
to and thus the speed of the engine in accordance
eratoris or engineer’s control valve device 66 asso
with the adjustment of a governor control lever
ciated with each of said maneuvering control de-'
5|. The lever 5| may have an engine idling
vices for individually controlling the‘respective
position in which it is shown in the drawing and
engine, a remote or 'pilot’s control valve device‘ 61
may be adjusted to any position between this 55. for controlling in multiple or individually the two
idling position and a maximum speed position
engines‘through the respective maneuvering'con
such as indicated by a dot and dash line 52. The
trol devices 65, and‘a station selector valve device
lever 5| of the governor on each engine is con
68 associated‘ with each maneuvering control de-‘
nected to a speed control cylinder '53 arranged
vice‘
65 for selectively rendering the engines con;
to be controlled by pressure of ?uid in a pipe 54. 60 trollable by the respective engineer’s control de-i
Each of the speed control cylinders 53, may
for the purpose of illustration, be identical to the
vice
The
66 control
or. by the
system
pilot's further
control embodies
device 61. a‘ dual
starting control cylinder 39 and thus operative
?uid pressure supply system which normally
with the respective pipe 54 open to atmosphere 65 provides an individual supply of ?uid under pres
to move the connected governor control lever 5|
sure to each of. the maneuvering control devices
to the engine idling position, and operative upon
65 and engineer's controlldevices 66. This dual
?uid pressure supply system embodies a source
supply of ?uid to said pipe to adjust said lever out
of ?uid pressure, such as may be provided in a
of the idling position to a position corresponding
to the pressure of such ?uid. A certain maximum 70 storage reservoir 69, and two reducing valve de
vices l6 and ‘H of any suitable structure arranged
pressure of ?uid in the control pipe 54 will cause
to supply ?uid from this reservoir at a desired
operation of each speed control cylinder 53 to
reduced pressure. through checkivalves "and
move the respective governor control lever 5| to
13, of identical structure, to pipes 14 and Y15 lead
the maximum speed position indicated by the dot
and dash line 52, as will be apparent. The con-1 75 ing. . to, the maneuvering. control.’ devices. 65 "and
2433;916
7;
8
'
engineers contro1< devices 695 assccia‘tediwith en'
gines I and» 2; respectively; The pilot’s control
the passage I06-will constantly be’ supplied with
valve device 61 is suppliedlwith?'uidlunderpres
sure’th'rough' a pipe ‘I0 connected‘t'o' pipe ‘I4;
Each maneuvering control device 051»comprises
(Fig.2) a bracket 85~upon which‘is'remova'bly
Thearahead,controlvalve device 93 in each'ma
neuvering: control device 65' further comprises a
?uid pressure release. valve I01 contained in
chamber 97 and engaging the end of a stem‘pro
jecting from the supply valve 95 whereby the
?u'idfunder pressure from pipe ‘I 5.v
\
mounted a ?uidmotor 86 for reversing the‘ valve
gear or- timing of the respective engine; and: a
two valves are movable in unison; The release
timing or interlock valve device 81; Also'remov
valve I01 has a ?uted stem slidably mounted in
ably mounted on each bracket 05’isthe respective 10 a bore I20 provided in a plunger I08 which in
engineer’s control valve device 566 ‘and - stationi se
turn is mounted to slide in a bore provided in a,
lector valve device 60.
bushing I09 extending through a‘ chamber IIO
‘
Each ?uid motor 80, which may hereafter'be
which is in constant communication‘ with the
referred to as‘the reversing motor,‘ comprises'a
atmosphere through a passage. III, a chamber
cylinder containing a double acting piston ‘88 15 II2-,.and a port‘ H3; The lower endlof. bushing
having at one side a pressure chamber 89 and
I09 engages‘a ringseal II 4 encircling and having
provided with a rod 90 projecting from‘the oppo
sliding contact with the periphery of plunger I08,
site side through a pressure chamber 91' and a
while-engaging the upper'end of said bushing isa
pressure head 92 to the exterior of‘ the" casing.
similar seal I15 also having sliding contact with
Outside of the pressure head 92 the‘rod" 90~is 20 the: periphery of plunger I08. These seals are
provided with gear teeth 90a (Fig. 1'); constitut
held.‘ under compression at opposite-ends off the
ing a rack, in mesh'with gear lily of the ‘respective
bushing I09 andin contact Withplunger I 08'by
engine, whereby movement of "the piston‘88’in‘its
a'nutsI I6rand are respectively effective to prevent
cylinder will operate the gear 61 to'turn' the
leakage of ?uid under pressure along said'lplunger
reversing shaft 60. The piston‘ 88 has twoope're 25 from chamber 9'I'to chamber I I 0andrfromcham
ating positions, namely, th‘e'positionlinwhich'it‘
her. I I0 to" acham'ber I IT into which the plunger
is shown in Fig. 2 for positioning the" shaft 60
I08‘eXtends. The bushing‘ I09T is provided/with an
to provide for operation‘of‘ the‘resp'e'ctive'engine
annular cavity encircling. the plunger I08 and
in one or what maybe called an astern‘ direc
open through a plurality of ports‘ II8 to cham
tion, and a second position in‘ contact with the 30 ber‘ H0. The plunger I08 is alsoprovided- with
pressure head‘ 92 forv conditioning‘ shaft 60 to
arplurality' of ports‘ II9‘ establishing communica~
provide for‘op‘eration of the respective engine‘ in
the‘ reverse, or an’ ahead direction.
Movement
tionrbetween‘ports H01 and bore I20 within the
plunger 'I 08,
The plunger I08 is provided in chamber Ill?
of the piston 88 to the astern position shown in
Fig. 2 is arranged to be effected'by supplying fluid 35 withv a head I2I. disposed above an annularv stop
shoulder ‘I22 provided'for engagement with said
under pressure to chamber 9| to act onone face
of‘ the piston while opening chamber 89 at the
head to limit. downward‘ movement thereof, and
opposite face to atmosphere. Movement? of pis
interposed between-1 this‘ head“ and’ the opposite
ton 88 to its ahead position in contactwith the
endlof' chamber I I1 is a spring I£23iwhichlisunder
pressure head 92 is arranged to ‘be e?ected' by 40 a chosenidegree-of pressure. A diaphragm fol
lower' I24 isse‘cure'd't‘o'the oppositeface of'head
supplying fluid under pressure ‘to chamber 89
I2I'by means ofya stud I25 having screwthreaded
while opening chamber 9| to the‘ atmosphere.
engagement in a: bore extending. through said
‘In eachv maneuvering control device the sup
head and into. the-plunger‘ i001; and mounted in
ply and release of fluid‘ under pressure to and
from chamber 89 is controlled by means of an - this bore-below‘the'stud: is a: follower I26 having
a stem I 2] extending‘. through a bore‘ in? the
ahead control valve device 93, while the supply
plunger andha-v-ing its endengaging' the end of
and release of ?uid under pressure to and from
the-stem‘ projecting. from the release valve IIJTI.
chamber 9I is controlled by means of» an astern
An: initially compressed spring: IE0_ is inter-posed
control valve device 94 both-of which'devices con
between-theend'of stud I25rand the'follower I25
stitute parts of the interlock valvedevice 81-.
for holding the'release valve‘ I01 against move
The ahead control valve device 93 in‘ each
ment upon movement of plunger I 08' in a.‘ direc—
maneuvering control device comprises“ a supply
ti-oniaway from said‘release valve with the supply
valve 95 contained in a chamber-‘90 and arranged
valve 95; closed;
to control flow of ?uid under pressure fromv said
The follower Ila-engages one'sidefof' a-?exible
chamber to a chamber 91 which is‘ connectedtto "
diaphragm> IP29 which‘ has at'its opposite side a
chamber 99 through‘ a passage 98= and'a choke
timing chamber I30; The chamber I30 is con‘
99,‘ and‘also by way of a checkivalve ‘I00-"by-pass
nected throughv a passage I31,‘ a ‘choke I32‘ and
ingsaid choke, the check valve being arranged to
a passage I33 tothe respective station selector
allow relatively rapid‘?ow of ?uid under pressure
valve device 68;. By-passing the‘ choke I32 is'a.
in the direction toward chamber v89Ibut to close
communication including two check valves I34
upon reverse or out-?ow of ?uid under; pressure
and I135, arranged to permit. ?ow of ?uid from
from said chamber to render the‘ choke 09vv ef
chamber I30 around the choke I32 at arelatively
fectlve'to control the rate of" such out-?ow. The
rapiii’ra'te-but to prevent flow inthe reverse direc
chamber 96 containing the supply valve’ 95:‘ also 65 tion; so thatin?ow of sum pressure to saidcham~
contains a spring IOI constantly e?ective on said
ber may be'limited by the ?ow capacity of choke
Valve for'urging it to its closed position shown.v
I32. The check valve I35 is subject to the seating
In each maneuvering control device'? B‘chamber
pressure'o'f a light biasspring I 30.‘
96 is open'through'a passage I02;.a ehamber'Illii,
With chamber‘ I30 at‘ atmospheric pressure or
passage I04 and a chamber I05 to-a passage; I00 70 charged‘ with fluid‘ at a' pressure ‘below a certain
‘in the bracket 05. This passage I06 invthem‘a
neu-Vering control device associated withv engine
I 1 is- arranged to be constantly supplied withiz?uidi
under pressure from pipe ‘Mpwhile in‘themaneu
vering: control device associated with engine" 2' 75
degree, spring I‘23- will maintain‘ the diaphragm
Iii'll in contact with a stop-I31- and the plunger
I'BB-willi be elevated by ‘said spring to-a position
such’: as shown/in the drawing to allow closing of
thef-?uidi pressure supply valve 95 by‘ spring I0~I
2,433,916
10
engine.‘ The release valve I58 of the starting con
and opening'of the‘ release valve-I01 under, the ac;
trol valve ‘device I55 is contained in chamber I62
tion of‘ spring I28. When fluid is supplied to
and arranged to control a ?uid pressure release
communication between chamber I62 and cham
ber H0. The diaphragm I59 is arranged to be
controlled by the pressure of a spring I91 and the
opposing pressure of ?uid in a chamber I63 which
chamber I39 at a. pressureisu?icient to overcome
the opposing force of spring I23, the diaphragm
I29 will de?ect downwardly to an extent limited
by contact between plunger head I2I and the an
nular stop I22. The force of spring I9I. against
the supply valve 95 exceeds that of spring, I28
isconnected through a passage I64 and a choke
I55 to a passage I66 in the bracket 85.
against the release valve I01, as a result of which;
The fuel and brake control valve device I56
this downward movement of diaphragm I29 and 10
comprises a, valve I10, a valve HI and a ?exible
follower I24 and thereby of. plunger I08 will, be
diaphragm I12 for controlling said valves in ac
relative to the release valve I01 until said plunger
cordance with pressure of fluid effective in a
contacts said valve which closes communication
chamber I13 and the opposing pressure of a con
between chamber 91 and chamber IIIl. Further
movement of the diaphragm follower will then act 15, trol?spring I69. In the present structure the
valve I10 constitutes a release valve which is con
through the release'valve I01 to open the supply
tained in chamber H2 and which is arranged to
release ?uid under pressure from a chamber I14
The astern control valve device. 94 in each
to chamber II2 for flow to the atmosphere
maneuvering control device» 65 is structurally
identical to the ahead control valve device 93 just 20. through port H3. The valve I1I constitutes a
supply valve for controlling supply of ?uid under
described and, ‘brie?y; comprises a ?uid pressure
pressure from chamber I03 to chamber I14 which
supply valve ‘I 40, a ?uid pressure release valve I4!
is connected to pipes 59a and 59 leading to the
and a ?exible diaphragm I42 operatively con
fuel cut-off cylinder 58 and to the brake interlock
nected to these valves'for controlling same in ac
cordance with pressure of ?uid in a control cham 25; valve device 25 or 26 associated with the respec
tive engine. ‘Chamber I13-is connected through
ber I43 which isconnected through a passage I44,
a communication including two serially arranged
a choke I45 and a passage I46, to the respective
check ‘valves I15 and I16 to passage I64, the
station selector valve device-68. By-passing the
check‘valves being arranged to provide for ?ow
choke I45 is a ‘communication in which, are ‘dis
posed two serially arranged check valves, I41, and 30V of'?uid under pressure from said passage to said
valve
95.
>
'
~
’
chamber butto prevent ?ow in the opposite di
rection. The check valve I16 is subject to the
light seating pressure of a, bias spring I11 urging
I48, to provide relativelyirapid out?ow of ?uid
pressure from chamber» I43 but to render choke
I45 effective to limit in?ow. The check valve ‘I49
is subject to the pressure of a light seating spring
I49.
'
*
~
~
Inthe astern control-valve device 94 the supply
'
same to vits closed position.
.
The timing and interlock device 81 associated
with each maneuvering control device 65 also
valve I40 is contained in chamber 96 and is ar
ranged to control ?ow of ?uid'pressure from said 7
chamber to a chamber I50containing the release
comprises a double check valve I 82 open at op
by chamber 9I beneath the reversing piston 88 to
chamber H0 and thence to the atmosphere.
will close communication between passage I80
posite ends to passages I18 and I19 connected
respectively to chambers 91 and I50 in the ahead
valve I4I. Chamber I50 is connected through 40 and astern control valve'devices 93 and 94. The
double check valve I 82 is arranged to control
passage I5I and a choke ‘I52 to chamber 9i be
communication between the two passages I18 and
low the reversing piston 88. A communication
I19 and a passage I 80 which leads to chamber
by-passing choke I52 and containingr a, check
I13 above the-diaphragm I12 in the fuel and
valve I53 is provided to allow relatively rapid in
?ow of ?uid pressure to chamber 9I but tolimit 4.5, brake control valve device I56. Withthe double
check valve in the position shown it openscom
out?ow of ?uid pressure therefrom to :a degree
munication between passages I80 and I18 and
controlled by the ?ow-capacity of choke I52. The
closesvcommunication between passages I80 and
release valve I4I in the astem control valve de
I19; _In an opposite position the double check
vice 94 is provided for controlling the release of
valve "will open passage I80 to passage I19 and
?uid under pressure from chamber I50 and there
and passage I18.
.
' In the bracket 85 of each maneuvering control
The timing and interlock valve device 81 asso
device is a double check valve device I85 com
ciated with each of the maneuvering control valve
devices 65 further comprises a starting control 55 prising a bushing I86 which is encircled midway
between its ends by an annular cavity I81 to
valve device I55 for the respective engine, anda
which is connected passage I66 The bushing
fuel, and brake control valve device I56 ,for con
trolling the cut-in and'cut-o? of the fuel supply ' I86 is provided interiorly and midway between its
ends with abridge having an axial bore I88 open
to the respective engine, and for alsocontrolling
the brake associatedwith the propeller shaft II. 60 to chamber I81 through a plurality of radial bores
I89. I » At one end of the axial bore I88 is an annu
Both of the control‘valve devices I55 and I55
lar seat I99 arranged for sealing engagement by
a valve» I9I contained in a chamber I92, while at
the; opposite end of said bore is an oppositely
and 94 above described.
'
The starting ; control valve device therefore 65 arranged annular seat I93 provided for sealing
engagement by a valve I94 contained in a cham
comprises a ,?uidpressure supply valve I51, a
ber I95. _ The‘two valves I9I and I94 are con
fluid pressure release valve 158 and a ?exible
in each maneuvering control device 65 are struc
turally identical to the control valve devices 93
diaphragm I59 operatively connected to said
nected for movement in unison by a stem I96
I62- which is connected to pipe 3I leading to the
starting an controlgcylinder 39' on the respective,
arranged to be connected to chamber-9! below
loosely extending through‘ the axial bore I88.
valves for controlling'same. The supply valve I51
is contained in ‘a‘chamber I60 which is connected 70 This stem is of such construction as to allow ?ow
of'?uid past either valve I9I or I94, When un
by a‘ passage I6I to the respective station selector
seated._to bore I88 for supply to the annular
valve device 69 and said valve is'arranged to con
chamber I81.
W
trol flow of ?uid from this chamber to a chamber
, Chamber I92 is connected to a passage I91
2,433,916
11'
12
the reversing piston 38 when'sai'd? piston is‘iniits
pressure. supply passage IDS is connected by a
cavit'y'2I'Ia to passage 15a. The ahead passage
upper or astern position as shown in the‘ draw
ing, Chamber I25 is connected to a passage I98
arranged to be opened to chamber 89' above‘ the
reversing piston 88 when said pistonis in its'lower
or ahead position in contact‘ with the pressure
head 92. A choke I99 isprovi'ded in passage‘ I91
to limit ?ow of ?uid pressure through said'pas
sage in the direction of chamber I 92in the double
check valve device I85 for reasons which will be 10
I33 and astern passage I26 are connected, re
spectively, by cavities 2I8 and 2IS in the rotary
valve to passages 225a and 2536a. The starting
control passage I6I is connected by a cavity 220
in- the valve 220 to passage 201a, while the speed
control pipe‘ 54 is connected by a cavity 22I in
said valve to passage 208a. In each bracket 85
the passages 205a, 205a, 201a, 228a and 16a all
later described. The ?ow capacity of choke, I99‘
lead to a mounting face 222 on the bracket
is however great enough with respect to clearance
space which may be provided around the double
check valve I5! to allow ?ow of ?uid past said
valve to the axial bore I88, to provide a sufficient
di?erential in ?uid pressures on said valve upon
said ?ow to move said valve‘ into contact withseat
against. which the respective engineer’s control
valve device 66 is adapted to be removably
secured.
As above described the several pipes connected
to the brackets 85 of the two maneuvering control
valve devices 65 are also connected to the pilot’s
control valve device 61, such connections being
I90 when chamber I95 containing the check'valv'e
made to a bracket 223 upon which the pilot’s
I194 is at a pressure’ slightly exceeding atmos
pheric pressure. A similar choke 200 is-‘provided'
control Valve device is removably mounted. The
in passage I98.
passages 205a, 208a, 201a, 226a and 16a opening
at the face 222 of each of the maneuvering con
The‘ station selector valve device 68 associated
trolv device brackets 85v correspond in relative
witheach of the maneuvering control‘device's' 65‘
comprises a rotary valve ‘20 2'? contained inla cham
position and in function to those in the bracket
ber 215 and having‘ two di?e'r'ent control posi 25 223 of the pilot’s control valve device 51, whereby
tions', namely a remote control position, in which
the same control valve device can be used at
it is shown in‘ Fig. 2, to provide for control of the
the pilot’s control station and at the engineer’s
respective engine by operation of the‘ pilot's con‘
control station at each engine.
trol valve device 61, and‘ a local control position,
In Fig. 4 of the drawings is shown the pilot’s
in: which it is shown in Fig. 3, to provide for indi
control valve device 61 mounted on the bracket
vidual control of the engine by the respective
223,.and since the engineer’s control valve de
cng'ineer’s control valve device ‘66. A hand oper
vices 66 are identical, except for the part upon
ated lever 203 is operatively' connected to the
which they are mounted, the following descrip
rotary valve 202 for turning same. to its different
tion of the pilot’s control device 61 will therefore
positions.
apply to the engineer’s control device 66.
The brackets 85 of the two maneuvering control.
As shown in Fig. 4, the pilot’s control valve
devices 65 are connected in parallel (Fig. 1) to
device 6'! comprises a base portion arranged for
an ahead control pipe 205, an astern control pipe
mounting on the bracket 223 and contains an
205, a starting control pipe 201 and a speed con
ahead pilot valve device 224 and an astern pilot
trol pipe 208, and’ all of these‘ pipes are also con
nected to the pilot’s control valve device 61'. At
each engine, pipe'54 connected‘ to the speedv coh
trol cylinder 53 is also connected to the respec
tive bracket 85, as well as the fluid pressure sup
ply pipe‘ ‘I4 or ‘I5, as above described.
valve device 225. Mounted on the base portion
is a speed control valve device 226 with which
there is associated a starting control valve de
vice 221.
The ahead pilot valve device 224 comprises a
'
45 ?uid pressure supply valve 228 which is contained
in a chamber 229 supplied with ?uid under pres
sure from pipe ‘I6 and arranged to control com
as well as passage I05 in the bracket, which is
supplied with ?uid under pressure from either
munication between said chamber and a cham
All of these pipes 20-5, 206, 201 and 208 and 54,
pipe 14‘ or ‘I5, are connected to the seat of the
ber 230 which is connected to the ahead control
rotary valve 222 in each of the station selector
pipe 205. A spring 236 in chamber 229 acts on
valve devices.
valve 228 to seat same. A release valve 23I con
In the remote control position of the rotary
tained in chamber 231] rests on the end of a ?uted
stem projecting from the supply valve 223 and
valve 202 in each selector device 68, the ahead
control pipe 2B5 is connected by a cavity 209 in
has a stem slidably mounted in a bore 2133 pro
said valve to passage I33 leading to the ahead 55 vided in a plunger 232 which is mounted to slide
control valve device 93-‘, while the astern control
in the casing. The valve 23! is provided for con
pipe 206 is connected through a cavity 2 I 0 in said
trolling communication between chamber 230 and
valve to passage I46 leading to the astern con
bore 233' in the plunger, which bore is open to
trol valve device 94, The starting control pipe
the atmosphere through a passage 232. A spring
221 is connected through a cavity 2II in said 60 235 in bore 233 acts on the release valve stem
valve to passage I6I leading to the starting con
for maintaining the release valve in contact with
trol valve device I55, while the speed control
the stem of the supply valve 228 upon movement
pipe 208 is connected by a cavity 2| 2 in said valve
of the plunger 232 in a direction away from the
to pipe 54' leading to the speed control cylinder
release valve for opening communication past
53'.
said release valve. Upon movement of the
Also connected to the seat of rotary valve 202
plunger 232 in the direction of the release valve
in each station selector valve device 68 are pas
23 II, the spring 235 will maintain the supply valve
228- seated against the pressure of spring 235
sages 205a, 256a, 267a, 208a and 16a. All of these
passages are closed by the rotary valve 202'in its
acting on the release valve, whereby the plunger
remote control position (Fig. 2') except passage
will initially move into contact with the release
"16a which is opened through a cavity 2I6 in said
valve for‘ closing communication between cham
valve to an atmospheric exhaust port 2I'I.
ber’ 232 and the atmosphere, and will then act
In the local control position of each rotary
through said valve to unseat the supply valve
valve 202 (Fig.3) the ends of pipes 208, 2563 and
228. Uponmovement of plunger 232 in the op
205v ‘are lapped by said rotary valve and the ?uid 75 posite direction or away from the release valve,
14
13
7"'l'.'hef'foperating shaft 25l is‘ provided in one
the spring 236 will seat 'valve 228 ronowewby
movement of plunger 232 out of contact with‘ the
release valve 23L
side'with aslot, and the plunger 259 is provided
with an aligned slot 261 and extending into these
'
chamber and a chamber 238 which is connected
slots'and pivotally mounted on‘ a pin 262 carried
'inanear 263 projecting from the shaft 25l is
‘one end of an’operator’s control lever 264'. A
pin 265 extending across slot 26l and secured at
opposite ends in opposite walls of said slot also
ope‘nito thelstarting control pipe 201-; The start
?uid-under pressure to the starting control pipe
The astern pilot valve device 225 is structurally
identical to the ahead pilot valve device 224'com
prising a supply valve 231 contained in chamber
.229 for controlling communication between said
extends through a recess provided in the end of
to the astern control pipe 206.‘ A~release *valve
239‘is provided in chamber 238 "forvcontrolling 1110 the ‘operator’s control ‘lever 264. By this con
struction it will be seen that movement of the
communication between said chamber and the
operator’s control lever 264 aboutv the fulcrum
atmosphere; A plunger 240 is provided to ‘coop
pin 262'lengthwise of the control shaft 251 will
erate with the release valve 239' for controlling
shift the‘p1ilhgen258 longitudinally of said con
operation thereof and of the supply .valve231'. ;
The starting control valvedevice 221 may also 515 .trolshait. ¢Thus1movement of the plunger out
of the position in which it is shown in Fig. 4 of
be structurally identical to the‘ ahead'run valve
.thedrawingwill rock thelever 259 in a counter
device 224 and may thereforecomprise asupply
clockwise vdirectionto move plunger 246 into con
va1ve242 ‘contained in a chamber 243 whichis
tact with the release valve 245 and then actuate
supplied with fluid under pressure from pipej16,
and which valve is arranged to control ?ow of 20 said release‘valve to open the supply valve 242
ofgithe starting‘control device-221 for supplying I
.fluidifrom said pipe toiqa chamber 244, whichiis
201, while thereturn of- the operator’s leverto
vthehposition in‘ whichit is shown will operate
the,.; plunger 258 and lever 259 to permit closure
ofthesup'ply- valve 242 and the opening- of the
ling‘eo‘ntrol'valvedevice further comprises a ?uid
pressure release valve!“ and a Plunger .246 ar
ranged,‘ to cooperate withsaid valverto control ;
release of?uid'under-pressure from chamber 244
to
the;_atmosphere._
-
,
p,
v
V
.7
release valve 245 for releasing ?uid underpres
sure from the, starting control pipe 201.
’
w-;The>_speedycontrol valve device 2725,, may lee-of
any conventional, preferably self-lapping type,
suchfor-example,like that fully disclosed in the
, Theoperator’s control device further comprises
"30
copending application of (Harry G. 7 May,’ ‘Serial
No. 5233656,;?led February 724, vi944, now Patent
Qacover 26B-whichis secured to the base portion
thereof/and which has a slot 269 (Fig. 5) provid
inglfor movement of the operator’s control lever
264 ina direction about the axis of the control
No. 2,381,222,, and assigned to the assignee of the
shaft _25| ‘for rocking said shaft. In this slot the
,presentfapplication.v' Brieflypthis ‘device com
prises ja- plunger 250 operable upon displacement 35 operator’s control lever 264v may have a “Stop?
position intermediate the ends of the slot, andat
into ‘the devicefrom a normalposition in which
'onejor an “Ahead” side of said “Stop” position, a
it'isjshown in Fig. 4,- tosupply fluid to the speed
“Full speed’? position and an intermediate or
control pipe 298 ata pressure proportional to the
“Run and idle” position. At the opposite side of
degreeijofjsuch displacement and torelease fluid
under pressure from said pipe upon movement 40 the 7 “Stop” position the lever may have an
“Astern full speed” position and an intermediate
of the plunger out 'ofthe device in accordance
or “Run and idle” position, all of these positions
with the ,extent of such movement, and‘, to pro:
being indicated by legends in Fig. 5. Adjacent
the “Ahead runand'idle” position the cover is
As viewed in Fig. 4 the plungers 232, 240 and 45 provided with another slot 21l to permit lateral
movementof thelever out of slot 269 for operat-.
Y250 of the'ahead and astern pilot valve devices
ing the plunger 258 to e?ect movement of the
224 and 225 and of the speed control valve 226 '
starting control valve device 221 for supplying
are arranged‘side by side in spaced relation to
fluid underpressure to the starting control pipe
move in a vertical direction, While the plunger
246 of the starting control valve" device 221' is 50 201. A_slot 212, like slot 2", is open to slot 269
adjacent the “Astern‘ run and idle” position to
arranged to move horizontally; Forcontrolling
also;pe_rmit lateral movement of the operator’s
movement of these plungers a shaft 251 is pro
control lever 264 toeffect operation of the start
vided which extends‘ov'er the ends of the plungers
ing control valve device 221 to supply fluid under
of the run control devices 224, 225 an'dspeed’con
trol'device 226' and parallel to the plunger of - pressure to the starting control pipe 201. With
the operator’s control lever out of slots 211 and
the startingicontrol device 221. .This shaft is
212 and in slot ‘269, the starting control valve de
suitably journaled in the casing and carries three
'videfor opening of said pipe to atmosphere when
in the normal position shown in Fig, 4.
' '
cams 252, 253 and 254, the peripheral surfaces of n
which are arranged for engagement, respectively,
with the plungers 232 and‘249 of the ahead and
astern pilot valve’devices‘224 and"225,“and with
one'side of one end'of‘an arm 255, the opposite
side-0f which ‘engages plunger'250 ofthe speed
control valve device ‘226. The other'end' of ‘arm
255 is fulcrumed on a pin 256 carried by the
casing.
.
,
,
,
_
axial bore in which is slidably mounted a plunger
.258. oneend of which projects beyond one end
of the shaft’ 251 “for connection with one‘ end
of a lever 259. -- The opposite 'end- of lever ‘259
is-fulcrumed on'a ,pin 250 carried 'by a lug pro~
jecting fromv the 1 casing. ,,Interrnediate itsv ends
this lever ‘engages plunger ', 246 of :the starting
’
q
the legend “Ahead” (Fig. 5) to effect operation
of the ahead pilot valve device 224 to open com
~ munication'ibetween the ?uid pressure supply pipe
16:.and the ahead control pipe 205 by the time
.
The operating vshaft 251 is provided with an
controlvalvedevicej?l.
vice _, 221; will. ,be operated to open the starting
control pipe 201 tothe atmosphere.
~.
The: cam 252 ‘provided on the control shaft 25I
is operative upon movement of the operator’s con
.trol lever out of “Stop” position in the direction of
_».;::"-l
said lever reaches the “Ahead run and idle” posi
tion and then._to maintain this communication
open during further movement to the “Ahead full
speed’? position. In all other positions of the
lever264 .the ahead control device 224 will open
pipe 205 to the atmosphere The astern cam 253
isso arranged. as to actuate the astern pilot valve
device>225to open the fluidpressure supply pipe
16 to the astern control pipe 206 by the time the
agaaspro
15
a'operator’s ccontrol, lever obtains ‘.‘Astern ‘run/and
.‘idle” -ip osition . upon movement from “Stop” posi
16
Let it also be assumed that the operator’s con
trol lever 264 in the pilot’s control valve device
6'! is in “Stop” position, under which condition
dzion, and :tmthenJmIaintain this vcommunication
‘open/‘during further :movement'of vthe lever to
the ahead and astern control pipes 205, 206, ‘the
tthe‘fAs'tern rfullsspeed” position. 'In all other
starting control pipe 20? and the speed'control
,positions of‘ the ‘operator’s control lever the cam
pipe 268 will all be open to the atmosphere
-’253 permits operation of the astern control valve
through, respectively, the valve devices 224, 225,
"device 225 .to open the'astern control pipe 206
221 and 226. With these pipes thus vented, the
to atmosphere.
parts of the ahead and astern control devices 93
‘The cam 254 is provided'to control displace 110 and 94 in each of the maneuvering control de
ment ‘of plungeri1250 from its normal position into
vices 65 will be in the positions shown in Fig. 2
ithe speed ‘control valve device 226. With the op
opening chambers 09 and 9i at the opposite sides
i'er-ator’s control ‘lever in '“Stop’f position ‘the
of the respective reversing pistons 08 to atmos
~plungeri‘25il ‘will occupy’its normal position, in
phere. It will be further assumed that the en
\which‘positionithe speed control pipe 208 will be
gines have been stopped from previously oper
‘open-‘to atmosphere, and? the cam 254 is so de
ating in the astern direction under which condi
signed as ‘to maintain-this condition upon move
tion the reversing piston 83 at each engine will
ment of ‘said lever to'both '“Run and idle” posi
be in its astern position as shown in Fig. 2.
tions. Upon movement of the operator’s con
With chambers 9i below the reversing pistons
trol lever past either "‘Run and idle” position'the 320 68 at both engines open to atmosphere as above
‘cam >254~is operative to displace plunger 25!] into
described, diaphragm chambers I63 in the respec
‘the speed control device :‘226 to effect opera
tive starting control devices I55 will also be open
‘tion thereof for-supplying 'iiui'd to pipe 208 at a
to atmosphere through chambers ill by way of
pressureproportional’to theiextent of such move
the double check valve devices I85, so that the
mentyand to provide ‘a ‘maximum pressure of 25 parts of said control devices will occupy the posi
‘?uid‘in said-pipe in each of the “Full speed” posi
tions in which they are shown in Fig. 2 for open
‘tions.
ing the respective starting control pipes 3| to
atmosphere, so that the starting control cylinders
In each ‘of the station selector valve ‘devices 68
'the-rotary-valve’202 islarranged to beheld seated,
39 will condition the starting air valves 36 as
against pressure of '?u'id‘which may be acting on V30 shown in Fig. 1 for cutting off the supply of start
‘the seating face thereof through any of the pas
ing air to the starting air pipes 34 at the two
engines. The parts of the brake and fuel control
sages'or' cavities open to said face, by ?uid under
‘pressure ‘supplied to'chamber ‘215 through a pas
valve devices I56 in both maneuvering control
~>sage12-‘I'I5-from either the ?uid pressure supply pas
devices 65 will also occupy the positions in which
sage 106‘ by way of ‘-a check valve 211‘ or'from the 35 they are shown in Fig. 2 since diaphragm chamber
‘ahead orastern-controlpipes 205 or ‘206 by way
I13 in each of the fuel and brake control devices
I56 is opened to the atmosphere by way of the
of check valve 278 0r~2l9; respectively. The check
respective double check valve I82 and thence
valves"2'I-'I, ‘218 and 279 are arranged to allow
through passageI'lS and the ahead control device
?ow‘ o‘f-fluid under pressure to chamber 215 but
93. With the brake and fuel control device I56
‘to prevent reverse'?owout ‘of said chamber.
at each engine in this condition, fluid under pres
- Operation
sure will be supplied from the respective chamber
‘In operationjlet" it be assumed that ?uid pres
I63 to pipes 56 and 59a leading to the fuel cut-o?
sure storage reservoir 69 is supplied with ‘?uid
cylinder 58 and to the brake interlock valve device
under pressure. lFluidi at the proper reduced pres 45 25 or 26. The fuel cut-01f cylinder 58 on each
sure-will" therefore be supplied by the pressure re
engine will thereby be operated to actuate the
ducing valve device ‘Illtopipes ‘I4 and “leading
fuel cut-off device 55 to cut off the supply of fuel
toythe maneuvering control device 65 associated
to the respective engine, so that the engine will
with ‘engine I and to the pilot’s control device 61,
be stopped.
respectively, while at the same time ?uid at the 50
With the clutch levers 6, associated with the
same reduced pressure willbe provided by the
two engines, in their engaged positions in which
pressure reducing valve device "'II ‘to pipe ‘I5
they are shown in the drawing, the brake inter
through which it will flow ‘to the maneuvering
lock valve devices 25 and 26 will be opening com
munication between the respective pipes 59 and
controldevice‘65 vassociate'drwith engine 2. vFluid
under ‘pressure thus ‘supplied ‘to each ‘of the 55 pipes 23 and 25, so that ?uid under pressure will
maneuvering control devices '65 will flow to pas
be effective through one or the other of pipes 23
or 24 and pipe I9 in the brake control relay valve
sage I06 ‘thereinrand'thence past the check valve
211 and through passage 216 to the rotary valve
device I8 for operating same to supply ?uid under
pressure to the brake cylinder device I6. The
chamber 215 .for holding the rotary valve ‘202
sea'tedgandatthesame time, ?uid will also flow 60 brake cylinder device will thereby be operated to
frompassage I06 throughichamber I05 and pas
actuate the levers I5 and I4 to force the brake
shoes I3 into braking engagement with the brake
sage ‘I04 to ‘chamber I03 in the brake and fuel
drum I2 for holding the propeller shaft II, the
cont-roldevice 'I56tan'd from‘ chamber I03 through
engine drive shaft 3 and the two engines against
passage I02 to chamber 96 containing the ‘fluid
pressure ‘supply ‘valves 95 and I40 ‘of the ahead 65 rotation.
‘and astern control valve devices 93 and '94, re
spectively.
Starting and running engines to propel ship
ahead
:Let it further be assumed thatlever'203 and
thereby'rotary valve 202 ineach of the selector
Let it be further assumed that the system is
valve ‘devices 68 is in the remote control posi 70 applied for controlling propulsion of a ship and
tion rendering the 'engineer’s control devices 66
that the pilot now desires to start both engines
ineffective for controlling operation of the re
I and 2 for moving the ship forwardly or in ahead
spectiveengines and :ren'dering‘the pilot’s con
direction. To accomplish this the pilot will move
tr.ol:devi-ce i?li'effective to control operation of 'said
lever 264 of control device 61 out of “Stop” posi
engines.
75 tion to the “Ahead run-and idle” position. He
2,433,916
174
may stop such movement in the “Ahead run and
idle” position until after the engine is conditioned
for operating in the ahead direction in a manner
18
diaphragm I12 inthe‘ respective brake‘and fuel
control valve device'l56; When'the pressure of
?uid thus obtained in diaphragm chamber I13 is
increased su?icient .to overcome‘ the opposing
pressure of spring I69 the diaphragm will'move
downwardly to close the supply valve HI and to
open the release valve I10,'whereupon ?uid under
“Stop” position to the “Ahead start” position.'
pressure will/bereleased from pipes 59 and 59a
Let it be assumed however that he initially
and the respective fuel cut-out cylinder 58 to per
moves the lever from “Stop” position merely to
the “Ahead run and idle” position adjacent the 10 mit operationof said cylinder to move lever 56
of the fuel control device '55 to its fuel supply
start slot 21 I. This movement of the pilot’s con
position indicated by thedot and dash line 51.
trol lever 264 will rotate the shaft 25I and thereby
This release of; ?uid under pressure from pipe 59
cam 252 for actuating the ahead pilot valve device
which will be presently described and then move
the lever 264 to "Ahead start” position in slot 21 I,
or if desired, he may move the lever directly from
224 to supply ?uid under pressure to the ahead
at both engines?will also permit release of fluid
control pipe 205 while maintaining’ the astern 15 under pressure from pipes 23 and 24 through the
control pipe 206 and starting control pipe 201
respective brake interlock-valve devices 25 and 26
open to the atmosphere through the vrespective
and thereby from the brake,’ control relayv valve
control valve devices 225 and 221,
device I8 which will then operate to effect a re
-
lease of the brake ‘on, the propeller shaft II, in
Fluid under pressure thus supplied to the ahead
control pipe 205 will ?ow to each of the maneuver 20 order that the propeller'may be turned by the
engine upon the running thereof. > '
7
ing control devices 65 and therein be transmitted
As the reversing piston 88 in each of the
through cavity 209m the selector rotary valve 202
to passage I38 leading to the respective ahead
maneuvering control devices 65 is moved from its
control valve device 93. When the pressure of
astern position to its ahead position, the passage
?uid thus obtained in chamber I39 and acting 25 I91 is opened to the chamber 89 after a certain
on one side of diaphragm I29 in each of the ahead
slight movement of the piston out of the astern
control valve devices 93 is increased to a degree
position, whereupon ?uid supplied to chamber 89
suf?cient to overcome the opposing force of spring
for moving the piston 88 will ?ow to said passage
I23, said diaphragm will de?ect to close the re
and thence to chamber I92 in the double check
spective release valve I61 and open the’ supply 30 valve device I875. The pressure of ?uid thus pro
valve 95 for supplying ?uid under pressure from
vided in'chamber I92 and effective on the check
chamber 96 to chamber 91. l
V '
valve I9I' will-then movesaid valve into ‘contact
In each maneuvering control device, ?uid under
with the seat rib I90 against opposing pressure
pressure then ?ows from chamber 91 through pas
of ?uid which‘may beeffective in chamber I95 on
sage 98 and past‘the check valve I80 to chamber 35 the check valve I94,and whichopposing pressure
89 above the reversing piston 88. At this time
will substantially equal that provided in chamber
chamber 9I ‘below the reversing'piston 88 is open
9| by movement of piston 88. At substantially
to the atmosphere through choke I52, passage
the time thejreversing piston 88 attains its ahead
I5! and past the release valve I4I in the respec
tive astern controlvalve device 94, so that the
position in contact withthe pressure head 92, the
pressure of fluid provided in‘ chamber 89 is ren
dered effective to move the reversing’ piston 88
passage I9'8V'willb'e opened to chamber’ 89 above
said piston, whereupon ?uid effective in said
chamber will/?ow'to passage I98 and thence to
downwardly from its astern position in which it
chamber I95 in the double check valve device I85.
is shown in Fig} 2 to its'ahead position in contact
Fluidjthus providedin chamber‘ I95 will then flow
with- pressure head 92, which movement reverses 45 past the unseated check valve I94 to passage I68
vthe valve ‘timing of the respective engine to pro
and thence through choke I65 and passage I64
vide for starting and running of the engine'in
to chamber I63 above diaphragm I59 in the start
its ahead direction.
'
~
g‘
'
'
ing controlvalve device I55. When a su?icient
As the reversing piston 88 ateach engine is
pressure is thus obtained in chamber I63 to over
moving from its astern position to its ahead posi
come the opposing pressure of control spring I61
tion'as just described, the air in chamber 9| is
the diaphragm I59 will de?ect to close the re
displaced through choke I52 to atmosphere by
spective release valve I58 andlopen the supply
way'of the astern control device 94, and at the
valve I51.
.
l
v
same time a portion of said air is also displaced
‘The opening of valve I 51 in each maneuvering
into passage I98 leading to the double check valve 55 control device 65 as just described will, however,
device I85. This displacement however is re
be without e'?ect at this time since chamber’ I 60,
stricted by choke I52 in the communication to
which is connected to the starting control pipe
the astern control device 94 and by choke 200 into
201; is open to the atmosphere by way of the start
passage I99, so that movement of the piston 88
in the directio-niofthe pressure head 92 will create
a certain back pressure in chamber 9| to oppose
ing control valve device-221 in the pilot’s control
valve device 61 with the pilot’s control lever 264
in the “Ahead run and idle’r’ position adjacent to
but out of the start slot '21I; Movement of the
pilot’s control lever 264 into slot 21 I will however
position into contact with the pressure head 92.
operate the starting control device 221 to supply
At (the same time as fluid under‘pressure is sup 65 ?uid to the starting control pipe 201 and thence
plied from the ahead control valve device 93 to
to chamber I60 in the starting control valve de
chamber 91 and thence to chamber 89 above the
vice I55 in both maneuvering. control devices. In
reversing piston 88 in each maneuvering control
each maneuvering control device the fluid thus
device 65, ?uid from chamber 91 will also ?ow
supplied to chamber I60 will then ?ow past valve
through passage I18 to the upper end of the 70 I 51 in the starting control device I55 to pipe M
double check valve I82 and move said ‘check valve
and thence to the respective starting cylinder 39.
to the position in which it is shown in the drawing
When the'pressure of ?uid inthe cylinders 39 is
in case it is not already in such position, where
thenincreased to a sufficient degree, said cyl
or dampen such movement so as to prevent sudden
movement or slamming of the piston to its ahead
upon ?uid will flow past'said check valve to pas
sage‘ I80 ‘and thence to'chamber I13 above the
inders at both engines’will operate the starting
air valves 36 to supply starting air to pipes 34
2,433,916
19'
20
from which it will ?ow through :the different pipes
35 to the engine cylinders for causing the engines
to start turning in the direction determined by
the engine valve gearing as adjusted by the re
spective reversing pistons 88. With the fuel'con
trol devices 55 adjusted as above described to
supply fuel to the engines, such fuel ‘will be pro
Reversal of engines to reverse movement of ship
“Ahead full speed” position for supplying ?uid to
vahead control pipe 205 by movement of the pilot’s
control lever 264 to the “Astern start” position
in slot 212 will result, at ‘both engines, in prompt
release of ?uid under pressure from chamber
.
from ahead to astern
Now let it be assumed that, with the ship being
propelled in the ahead direction under the power
of both engines I and 2, the pilot desires to ‘re
verse the direction of movement of the ship under
the power of both engines. To accomplish this
vided or injected as the engines are placed in
he will move lever 264 in the control device 61
motion by the starting air from pipes 34 and will
thus be effective to cause the engines to imme 10 from whatever position it may occupy between
the “Ahead run and idle” and “Ahead full speed”
diately ?re and run in the selected direction.
positions to the “Astern run and idle” vposition
After the engines are thus placed in motion
and then, if desired, directly into the astern
and are running on fuel supplied thereto, the
starting slot 212,
pilot will move his control lever 264 out of slot
This operation of the pilot’s control lever (264
15
21I to the “Ahead run and idle” position to oper
will actuate the ahead pilot valve device 224 to
ate the starting control device 221 to release ?uid
open the ahead control pipe 295 to atmosphere
under pressure from the starting control pipe 281
and at substantially the same time will actuate
and thereby from pipes 3| and the starting air
the reverse pilot valve device 225 to open the
cylinders 39 on both engines,‘whereupon said cyl
reverse control pipe 206 to a chamber 229, so
inders will operate the respective starting valves
that ?uid under pressure will be supplied to the
36 to cut off the supply of starting air to pipes 34.
latter pipe. This operationof the pilot’s control
With the pilot’s control lever 264 vin the “Ahead
lever 264 will also effect operation of the speed
run and idle” position conditioning the speed
control device 226 to open the speed control
control device 226 to open the speed control cyl
25 cylinders 53 at the two engines to atmosphere
inder 53 at both engines to atmosphere, the en
for releasing ?uid under pressure from said cyl
gines will then continue to run on fuel at an
inders to allow movement of the governor con
idling speed.
trol arms 5| to their engine idling positions and
The pilot may now accelerate the two engines
at the same time will also actuate the starting
control device 221 to supply starting air to the
in unison to any desired speed above idling by
starting control pipe 201.
suitable adjustment of the control lever 264 be
tween the “Ahead run and idle” position and the
The release of ?uid under pressure from the
the speed control .cylinders 53 at .a pressure to
pI'OVide corresponding adjustment of the gov
ernor control levers -5I at the two engines, as will
be apparent.
In the operation above described it will be noted
that in each maneuvering control device 65 the
supply of fluid under pressure from chamber 89 40
I30 in the ahead control valve vdevices 93 by way
of the check valves I34 and I35 by-passing the
choke I32, whereupon in both of said devices the
suppy valves 95 will close and the release valves
I01 will open for releasing by way of choke 99
above the reversing piston 88 through the double
?uid under pressure from chamber .89 above the
check valve device I85 for operating the starting
respective reversing pistons 88. At the same
control device I55 is retarded by'choke I65 in
time, ?uid under pressure will also be released
passage I66, as well as by choke 280 in passage
in each maneuvering control device 65 from dia
I98. One purpose of choke .260 has hereinbefore
phragm chamber I13 of the brake and fuel con
been described, but this choke is also effective
trol device I56 by way of passage I80, past the
with choke I65 to delay obtaining su?icient pres
double check valve I82, through passage I18 and
sure on diaphragm I59 in the starting control
chamber 91. Fluid under pressure will also be
device I55 for opening the supply valve I51 for a
certain relatively short period of time, such as 50 released from diaphragm chamber I63 in the
starting'control device I55 by way of passage I64,
two seconds, after passage I98 is opened to cham
past the two check valves I15 and I16 and thence
ber 89 above the reversing piston 88, in order
by way of chamber I13. and passage I80. In each
to insure movement of said piston into contact
maneuvering control device 65, the choke 99 re
with pressure head 92 and thus‘insure a complete
stricts the rate of release of ?uid under pres
reversal of the valve gear or timing of the re
sure from the reversing piston chamber 89 but
spective engine before the starting control de
there is no restricting means in the release com
vice I55 can operate to supply ?uid under pres
munication from diaphragm chambers I13 and
sure for causing operation of the starting air
I63 of the brake and fuel control device I56 and
cylinders 39 on the two ‘engines, for supplying
starting control device I55, and moreover, choke
starting air to the engines. It will be apparent
I65 restricts flow of ?uid under pressure to said
that this delayed operation of the starting con
chambers
from the reversing piston chamber 89.
trol device I55 at each engine would not be neces
As
a
result,
promptly upon movement of the
sary if the operator in starting the engine would
pilot’s control lever to the “Astern start” posi
merely move the control lever 264 to “Ahead run 65
tion in slot 212, the fuel and brake control device
and idle” position and allow it to remain there
I56 at each engine will operate to supply ?uid
until after the operation of the reversing piston
under pressure to the respective pipe 59, for cut
88 had been completed. ‘However, it is more de
ting off the .supply of fuel to the engine and
sirable to allow the operator to move the con
for applying the brake to the propeller shaft II,
trol lever 264 directly to the “Start” position 70 and the starting control device I55 at each
without hesitation in the “Run and idle” posi
engine will also operate to close communication
tion, and under this condition the chokes 209
between the starting control pipe .291, which is
and I65 insure complete reversal of the engine’s
supplied with ?uid under pressure from the pilot’s
valve gear before-starting air is supplied to the
control device in the “Ahead start” position and
engine to ‘place the ‘engine in motion.
75 the starting pipe 3|,‘and will open the'latter pipe
521,439,916
to atmosphere to prevent startingtair being sup;
plied to the engine during reversing operation. »
22'
will ‘?ow from said chamber to chamber I95 in
the‘ double check valve device I85, and this pres
Fluid under pressure supplied to the astern
control pipe 206 upon movement of the pilot’s
control lever 264 to the “Astern start” position
in slot 212 will ?ow to each of the maneuvering
control devices 65 and thence through passage
sure acting on the check valve I94 will move same
into contact with its seat I93 and thus move the
check valve I9I out of engagement with its seat
I46 andchoke I45 to chamber I43 in the respec
tive astern control device 94. The choke I45 at
each astern control device 94 is effective todelay
obtaining suf?cie'nt pressure in chamber I43 on
chamber BI to passage I91 and this ?uid will ?ow
past the check valve I9I in the double check valve
device I85 to passage I86 and thence through
diaphragm I42 to de?ect said diaphragm against
the opposing force of the'control spring for a
period of time sufficient for the engine to be sub
stantially stopped by operation of the brake on
I90. When the reversing piston 88 then attains
its astern position, ?uid will be supplied from
choke I65 to chamber I63 above diaphragm I59
in the starting control'valve device I55. At this
time the choke I65 acts in the same capacity as
before described to delay obtaining sufficient pres
sure in chamber I63 to de?ect diaphragm I59
against spring I61 for a period of time sufficient to
the propeller shaft, following which the pressure
insure complete movement of the reversing piston
in‘chamber I43 Will de?ect the diaphragm I42
88 to its astern position shown in Fig. 2. Upon
downwardly to close the respective release valve
expiration of this time period, the pressure in
MI and open supply valve I46. The opening of
the supply valve I46 in the astern control device '20 chamber I63 will then de?ect diaphragm I59 to
close the release valve I58 and open the supply
94 of each maneuvering control device will supply
valve I51. With the supply valve I51 of the start
?uid under pressure to chamber I56 from which
ing control valve device I55 thus open, ?uid under
it will flow in one direction through passage I5I
pressure supplied to the starting control pipe v2ll1
and past check valve I53 to chamber~9I below
by way of the pilot’s control device 61 in its “astern
the reversing piston 88. Since chamber 89 above
start” position will ?ow to the starting pipe 3| to
the reversing piston is at this time open to at
thereby effect operation of the starting air cylin
mosphere through the‘ aheadcontrol device 93
the pressure of ?uid thus obtained in chamber
9I will move the reversing piston 88 from the
ahead position in contact with pressure head 92
back to its astern position shown in Fig. 2, the
chokes vI99 and 99 being effective during this
movement to retard displacement of air from
der 39 and starting-air valve device 36 to supply
starting air to the starting pipe 34 on the respec
tive engine, The two engines will then be placed
chamber 89 in the same manner and for the
same purpose as chokes 268 and I52 act-upon
ditioned for supplying fuel to the engines, the
in motion by the starting, air supplied to the
respective pipes 34, and since the fuel control
devices 55 on the engines were previously condi
35 engines, after being placed in motion by starting
movement of the reversing piston to its ahead
air, will ,?re and run on fuel.
position, as hereinbefore described.
g, After theitwo engines have been thus started
7
‘
'
.
andrare running'on fuel, the pilot will move his
At the same time as ?uid under pressure is
control lever 264 out of the slot 212 back,to,“Astern
supplied from the astern control device 94 through
chamber I59 to chamber ill in each of the ma 40 run and idle” position to release ?uid under pres
sure from the starting air cylinders39 at the
neuvering control devices,'?uid pressure will also
two engines for thereby cutting off the supply
flow from said chamber I59 through passage I19
of starting air to the, engines. The pilot may then
to the lower end of the double check valve I82
adjust his control lever 264 in the direction of
and move said, check valve'to its upper position,
since passage I18, open to the opposite end of'the 45 the “Astern full speed” position as requiredfor
accelerating the two engines to, provide thev de
‘check valve, is at this time open to atmosphere
sired rate ,of movement of the ship in the astern
through the respective ahead control valve device
93. In the upper position of therdouble check
valve I82 ?uid under pressurewill then flow from
engines to reverse movement of
passage I19 to passage I88 and thence to dia 60 Reversal of
" from astern to ahead’
~
7
a
‘ ‘
phragm chamber I13 in the brake ‘and fuel con
trol valve device I56 to cause operation of said
If theioperator should ,now desire toreverse
the direction of movement of the ship from the
device to release fluid. under pressure from pipe
'59 onpthe respective engine to permit operation
astern direction under the power of both engines
of the fuel control cylinder 59 to return the fuel 55 tov the ahead direction under the power of both
direction.»
cut-off device 55 on said engine to its fuel cut-in
position. 7 This release of ?uid underpressure
from pipe 59' at the two engines will also permit
release of the brake on the propeller shaft I I.
'
It will be noted that since, in each maneuver
7
a
»
'
engines he will move the control lever 264 from
the position in slot 269 which it may occupy be‘
tween the “Astern full speed” position and the
“Astern run and idle” position to the opposite
60 side of- “Stop” position and then, if desired, im
mediately into the starting slot 21I. Thetwo
maneuvering control devices 65 will then operate
in unison in response to this operation of the
pilot’s control lever 264 to .cut off the supply of
above described, the fuel and brake control de 65 fuel't'o‘ both engines, to cause operation of the
brake on the propeller shaft to stop said engines,
vice I56, as controlled by said astern control de
and to close off the supply of starting air to the
vice, will maintain the supply of fuel to the engine
engines. Then after the engines have 2 been
cut off until after the engine has been substan
brought to a stop, the two maneuvering control
tially stopped and then operate to permit a re
devices will supply ?uid under pressure to cham
supply of fuel to the engine.
'
bers 89 above the reversing pistons 88 to effect
In each maneuvering control device, movement
reversal of the valve timing or gear in both engines
of the reversing piston 88 from its ahead position
and at. substantially the ‘same time, will release
in contact with pressure head 92 to‘ its astern
the brake on the propellershaft andv cause opera
position shown in Fig. '2, will ?rst open passage
I98 to chamber 9I so that ?uidunder pressure 75 tion- of the fuel control devices 56 at both engines
ing control device, the astern control valve device
94 is prevented from operating to supply air to
chamber 9| for reversing the piston 59 until after
the engine has been'substantially stopped, ‘as
areas l?
23
2.4
to againsupply fuel to the engines, and after the
for instance with engine -|, by moving the-control
lever-j for clutch 4 to disengaged position indicated
by dot and dash line 1, to disconnect said engine
‘from-drive shaft 3, and by also operating lever
203 of the respective selector valve device 68 to
turn the rotary valve 202 from its remote control
‘
valve gear or timing of both engines has been
reversed, the manuevering control devices will
supply starting air to both engines for causing
starting and running thereof in the new direction,
in a manner which will be apparent vfrom the
above (description of the operation of the ap
paratus in response to movement of the pilot’s
control lever to reverse the direction of operation
of the engines from ahead to astern.
It is desired to point out that in reversing the
direction of operation of the engines from astern
to ahead, the choke v32 in both ‘maneuvering
control devices acts in the same capacity as ‘choke
145 upon reversing the direction of operation of 15
the engines from ahead to astern, i. e., to prevent '
operation of the vreversing pistons 88 to reverse
the valve gear or timing in the respective engines,
.until after the engines have vbeen substantially
stopped.
Stopping of engines
position (Fig. 2) to the local control position (Fig.
3) ‘in which the respective maneuvering control
device 65 is disconnected from the pilot’s control
device 61 and connected to the local engineer’s
control device 6,6. This operation of the selector
valve device 68, associated with'engine I‘, will not
aifect in any waythe control of engine 2 by the
pilotfs-control device 61 in the manner above de
scribed. It should however be noted that disen
gagement of the clutch 4 forengine vI will actuate
the respective interlock valve device 25 to close
communication‘between'pipe .23 and pipe 59 on
engine I and to open pipe 23 to the atmosphere,
the stopping of engine I cannot cause
1.29 whereby
operation of the brake ‘to brake the propeller
shaft l; I r and thus interfere with propulsion of the
In order to stop the engines from either direc
Ship by engine ,2. Under this condition the con
tion of operation the pilot need only move the
trol of the brake is wholly under the control of
control lever 264 back to “Stop” position in which
the [maneuver-ingcontrol device??associated with
.both the ahead and astern control pipes 205 .and .25 engine 2; the double check valve 22 being opera
206 are opened to the atmosphere. The ahead
tive t9 close communication between pipes I9 and
.23toprovideforthls“control.
or astern control valve device 93 or 9.4, whichever
was last effective in the two maneuvering ‘control
‘With the selector valve device 58, associated
with "engine I. in its local control position as
devices 65 to determine the direction of operation
of the engines, will then operate upon the release '
‘shown‘in Fig. 3 connecting themaneuvering con
troldevice on said engine to the respective en
gi-neerfs control device 66, it will be readilyap
parent that by operation of said engineer’s con
trol‘device by the engineer in the same manner
of fluid under pressure from the respective con
trol pipes 205 or 286, to release actuating .fluid
pressure from the respective reversing piston
chambers 89 or 9! and from chamber I13 in the
respective fuel and brake control device [56. The
as the pilot’s controlvvalvedevice 61 waspperated
parts of the fuel and brake control device I55 in
both maneuvering control devices will then return
to the positions in which ?uid under pressure will
as above described, the maneuvering gear control
device 65 of engine I will operate to e?ect start
ing, stopping and reversing of engine I in the
be supplied to pipe 53 oneach-engine to-operate
the cylinder 58 to actuate thefuelcut-off device
55 to its fuel cut-off position to allow stopping of
the engines. Fluid pressure thus provided in pipes
same manner as above described, but independ
ently of the operation of engine 2 as controlled
by the pilot’s control device 66.
‘In a manner like that just described, movement
.59 on the engines will also ?ow to thelbrake inter
of the selector valve device 68, associated with
‘lock valve devices 25 and 26' and with the clutch
engine 2, to its local position will transfer the
control levers 6 in their engaging position, ?uid 5:55 control of said engine from the pilot’s control de
under pressure will flow through said vdevices to
vice ,6‘! to the engineer’s control device 66 for that
pipes 23 and 24 and from one or the .otherof
‘engine, and with the respective clutch control
pipes 23 or 24 through the double check valve de
vice 22 to e?ect operation of the brake relay valve \_.,
device [8 to apply the brake tothe propeller shaft
II for bringing the two engines to a stop.
Starting and running engines to propel ship astern
:With the engines stopped, the starting andzrun
ning thereof to cause movementof theship-in the i1 In M
astern direction may beeffected by movement of
lever 264 of the pilot’s control device 6‘! from
“Stop” position into slot 272 and then backlto
vthe “Astern run and idle” position and-subsequent
adjustment thereof in the direction of the “Astern a
.full speed” position, as will be readilyapparent
from the above description.
60
Selective individual control of‘engines
In certain marine-service employingaplurality . "
of engines arranged to operate in’ multipleto drive
a ship's propeller and arranged to becontrolled
in multiple from a single control device, such as
the pilot’s control device 6.? in the present :ap
plication, it is at times desirable to beiable to dis
lever? in its disengaged position, the engine 2 may
.be controlled by .the engineer independently of
the engine l, which may remain under the con
trol of the pilot’s control device 6.
It will also be apparent that in case of failure
.for instance of the pilot’s control device 6'1, move
:ment of both selector valve devices 68 to their
local control position will transfer the control
of .saidengines to thelindividual engineer’s con
trol devices 66, whereby the engineer may indi
vidually control the operation of both engines for
driving the propeller shaft ll. Return ofthe
selector valve devices68 at .either one or both
engines to their remote control positions will
transfer control of that engine or engines from
the engineer backto the pilot, as will be apparent.
Summary
From the above description it will now be seen
that we ,have provided a ‘control system for a
.ship’s propeller orthe like embodying a pair of
270 engines adapted to ,be connected through in
connect at least one of the engines from the pro
dividual ‘clutches vto drive said propeller, and
vpeller and from the pilot’s controllstationiforin
;;further embodying 1 maneuvering control means
vfor controlling the stoppingLstarting, reversing
‘and speed of‘the engines either individually or
i the present invention thisgmay be accomplished, .25 in multiple The engines clutches are operable
dependent control and operation, asrfor driving
other apparatus such as firepumps. Aowlfding to
2,433,916
25
26
to either connect or disconnect the engines from
the propeller shaft with which there is associated
a brake to brake said shaft for stopping said
propeller and engines. The control of the brake
is by the engine maneuvering control means and
tion between said third pipe and the other brake
such control is interlocked with the two engine
spective clutch means effective to effect operation
clutches, so that the brake may be effective to
stop the respective engines when their clutches
are engaged but ineffective when disengaged.
By this arrangement either engine may be dis 10
of the respective interlock means to open com
munication through the brake control pipe con
to said member to render said brake controllable
control
control pipe, interlock means controlling com
munication through each of said brake control
pipes, individual clutch control means for each
clutch means operable upon rendering the re
trolled thereby and operable upon rendering the
respective clutch means ineffective to close said
connected from the propeller for use to drive a
communication and open to atmosphere the por
?re pump, and the engine may then be stopped if
tion of the respective pipe connected to said
desired, for example, without causing operation
double check valve, and braking means for said
member controlled through said third pipe and
of the brake to stop the other engine and without
interfering in any way with operation of said 15 rendered effective to stop said member upon sup
brake in connection with the other engine which
ply of ?uid under pressure to said third pipe and
may still be employed to turn the propeller.
rendered ineffective upon release of ?uid under
pressure from said third pipe.
Having now described our invention, what we
3. A control system comprising a shaft to be
claim as new and desire to secure by Letters
Patent, is:
20 driven, braking means for said shaft, a pair of
engines, means including a clutch for each engine
1. In combination, a member to be driven, a
for operatively connecting the respective engine
plurality of motors for driving said member, a
to said shaft, clutch control means for each clutch
brake for said member, control means for said
operable to render the clutch either effective or
motors operable to control running and stopping
ineffective, maneuvering control means for each
thereof and to also control application and release
engine operable to control starting, speed and re
of said brake, individual coupling means for each
versing of the engine and also operative to con
motor for connecting and disconnecting the motor
trol operation of said braking means, an op
to and from said member, and brake interlock
erator’s individual control device for each of said
means conditioned upon operation of either
coupling means to connect the respective motor 30 maneuvering control means, an operator’s master
device for controlling both of said
maneuvering control means in unison, selector
means operable to render either said individual
operation of either coupling means to disconnect
control devices effective and said master control
the respective motor from said member to render
device ineffective, or said individual control device
said brake noncontrollable by said control means.
ineffective and said master device effective, to
2. In combination, a member to be driven, a
control said maneuvering control means, and
plurality of motors for driving said member, in
means controlled by each of said clutch control
dividual clutch means for each motor for con
means operable with the respective clutch effec
necting and disconnecting the respective motor
to and from said member, an individual brake 40 tive to render said braking means controllable by
the respective maneuvering control means and
control pipe associated with each of said motors,
operable with the respective clutch ineffective to
individual control means for said motors operable
render said braking means non-controllable by
to control running and stopping thereof and also
the respective maneuvering control means.
operable upon operation to effect stopping of
.
HARRY C. MAY.
either motor to effect a supply of ?uid under pres 45
ROY R. STEVENS.
sure to the respective brake control pipe and upon
operation to effect running of the last named
REFERENCES CITED
motor to effect a release of ?uid under pressure
from the respective brake control pipe, a double
The following references are of record in the
check valve connecting said brake control pipes 50 file of this patent:
to a third pipe and being operable by ?uid under
UNITED STATES PATENTS
pressure supplied to either brake control pipe to
provide for ?ow of ?uid under pressure there
Number '
Name
Date
from to said third pipe and to close communica
Keel et a1. ________ __ July 14, 1942
2,289,654
by said control means and conditionable upon
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