US1130993A - Controlling mechanism for reversing-engines. - Google Patents

Description

v W. w. MGBANE; CONTROLLING MECHANISM FOR BEVERSING ENGINES.

. APPLICATION FILED JUNE 17, 1914. 1,13Q,993 Patented Mar. 9, 1915.

3 SHEETSSHBET 1.

T'HE NORRIS PETERS 60-. FHOTG-L|THO.. WASHINGTON, D4 C.

w. w. MGBANE. CONTROLLING MECHANISM ,FOR EEVERSING ENGINES.

I APPLICATION FILED JUNE 17, 1914.

Patented Mar. 9, 1915.

,3 SHEETS-SHEET z.

-W.' W. MoBANB. Y CONTROLLING MECHANISM FOR REVERSING ENGIHES.

APPLICATION FILED JUNE 17', 1914. 1,130,993 Patented Mar. 9,1915 "3 SHEETS SHEET 3.

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UNITED STATES PATENTOFFIOE.

WALTER w. MoBANE, or roonesrowlv, OHIO, ASSIGNOR TO THE WILLIAM r01) COMFANY, A CORPORATION OF OHIO.

CONTROLLING MECHANISM FOR REVERSING-ENGINES.

Specification of Letters Patent.

Patented Mar. 9,1915

Application filed June 17, 1914. Serial N 0. 845,675.

To all whom it may concern Be it known that l, WALTER W. Mo- BANE, a citizenof the United States, residing at Youngstown, in the county of Ma,- honing and State of Ohio, have invented certain new and useful Improvements in Controlling Mechanism for Reversing-Engines, of which thefollowing is a specificatype commonly known as one-train mills wherein the blank is passed backand forth through the same train of rolls, it is especially desirable that a simple and effective mechanism be provided whereby the reversing gear of the driving engine can be easily and quickly actuated. In engines of this character, in order to obtain the most economical use of steam, it is necessary thatthe cut-off be governed largely by the pressure of steam in the cylinder, or in other words by the opening and closing of the throttle, and it is the purpose of the present invention to automatically operate the cut-off as the throttle opens and closes. These driving engines in starting, or where a slow hard pull is necessary, must have a long cut-ofli with the throttle valve or valves, as the case may be, only partly opened. As the load increases, a more economical working of the driving fluid is secured by using the full pressure of the working fiuidand regulating the amount of power delivered by changing the point of cut-off in the cylinders, than by throttling the pressure and using the full cut-off. While itis theoretically possible to secure these conditions with the ordinary two-lever control-mechanism now in use on most reversing engines, itis a very diflicult task and requires a skilful operator. Investigation shows that it is the common practice, particularly with reversing engines, for rolling mill service, for the operator to throw the reversing lever to full over or under position, as the case may be, and regulate the amount of powerdelivered by meansof the throttle or throttles, thereby losing, for the greater'part, theexpan.

sive efiect of the working fluid and its accompanying economy.

Accordingly, it is the primary object of the present invention to overcome this dif-- ficulty by an interconnection of the engine throttle and thereversing and cut-ofl" mechanism, by which all the conditions to be desired in this connection are automatically attained and controlled while runnin in either direction and for all positions 0 the throttle or throttle valves and. the reversing and cut-off mechanism. That is to say, the

present invention contemplates novel means for automatically and synchronously'operating jointly the throttle and cut-off of the driving engine.

A further object of the invention is to provide a thoroughly practical device that ture of the invention is better understood, the same consists in the novel construction,

combination and arrangement of parts hereinafter more fully described, illustratedand claimed.

A preferred and practical embodiment of the lnvention 1s shown 1n the accompanylng drawings, in which Figure 1 is a top plan view of the reversing, mechanism showing the single lever congitudinal sectional view of the apparatus Fig. 4 is a diagrammatic view showing the:

single control lever moved to one side of its neutral position so that the manually set distributing valve will'admit steam to one of the secondary piston cylinders of the operview illustrating the position of the parts shown in Fig. 4 at the end of one stroke of the prime actuating piston. Fig. 6 is an enlarged fragmentary sectional view of one of the operating pistons of the operating unit,

and a portion of the piston chamber therefor.

Similar ures of the drawings.

reference characters designate corresponding parts throughout the several fig- With particular reference to the details of construction asshown in the several figures of the drawings, it will be observed that the entire reversing mechanism rests upon a suitable base 1. At one end of the base there is arranged a primary piston cylinder 2, and

a combined superimposed double valve chest and valve housing designated in its entirety by the reference character 3. Atthe oppoenter the chambers 8 and Qthrough suitable ports 13 and 14 respectively, and the ends of the chambers 8 and 9 communicate with each other through the exhaust ports 15 and 16 shown in Fig. 3 of the drawings. The cutoff valve chamber 9 is also in communication with the primary piston cylinder 2 by means of the end ports 17 and 18, which are alternately opened and closed by means of an elongated cut-off valve 19 having at its ends the valve heads 20 and 21 respectively. The said cut-0E valve 19 has connected to one end thereof a stem .22 which extends exteriorly of the steam chest and is pivoted as at 23 to a cut-off controlling lever 24. This cut-off control lever 24 is pivoted at one end as at 25 to a fulcrum rod 26, one end of which latter is pivoted as at 27, Fig. 2, to one arm 23 of a bell crank lever 29 which is rotatably mounted on a quadrant -shaft29 journaled in a supporting bracket 30, and also provided with an operating pinion 31. The pinion 31 meshes with a segment 32 carried by an operating lever 33 which is also pivoted in a portion of the supporting bracket 30, as at 34. The other arm 35 of the bell crank 29 is at right angles to the arm 28, as clearly shown in Fig. 2 of the drawings, and is pivotally connected with a suitable link 36 which in turn is pivotally connected at 37 with the valve stem 38 of a manually-set distributing valve 39, which is similar in construction to the cut-off valve 19 and provided at its ends with valve heads 40 and 41 respectively.

. Mounted within the primary piston cylinder 2-is a prime-actuating piston 42 having the piston rod 43 extending through the cylinder head 44 and connected at its outer end with a reciprocating cam yoke 45. At this point, it may be noted that the end of the reciprocating cam yoke 45 which connects with the piston rod 43 carries an angular bracket arm 46 which: is provided at its lower end with a suitable angularly disposed plvot lug 47. A movable connection between the bracket arm 46 and the throttle control-% ling lever 24 is provided by means of the link 48 pivotally connecting with the lower end of the said lever 24 and also with the lug 47.

In connection with the reciprocating cam V yoke 45, it will be observed that the same is preferably of elongated rectangular form, and at the end opposite its connection with the piston rod 43 has pivotally attached thereto a throttle valve 1 rod .49 which is oined 1n a suitable manner with the ordinary throttle valve of an ordinary rolling:

mill driving engine. The said cam'yoke 45 is provided with oppositely arranged slideshoes 50 whichslidably bear against the upper and lower sides of the guide member 4 throughwhich the yoke freely operates, and the side frame members 51 of said yoke are provided with inwardly projecting wedgeshaped cam elements 52'and- 53.

Referring to the main operating unit, it

will be observed that the steam pipes 6 and 7 tively, each of which is closed at. its outer end by a removable cylinder head 56 held in place by a suitably mounted screw 57 and formed with an inside socket 557*. Furthermore, each off these chambers 54 and 55 is formed with an'intere nal stop shoulder 58. This shoulder opposes and serves to arrest the movement in one plunger receiving direction of the head 59 of a lever-operating .7

piston 60, there being one of said pistons reclprocally mounted :inv each of the chambers 54 and 55.

The operating pistons60 are of duplicate construction. Each. includes the head portlon 59 and a tubular stem portion6l, (Fig. 6), the'latter slidably receiving an auxiliary headless and free piston plunger 62, and 1 what may be termed the inner end. portions 1 of the tubular stem 61 of thepistons 60 are adapted to be projected by steam pressure into a central guideway 63 formed by an;

annular enlargement of the central interior portion of the secondary piston cylinder 5.. This central guideway 63 also accommodates for movement-therein a sliding cross head- 64 which is interposed between, and there-: for-e coiiperates with, both of the operating; pistons 60. This sliding cross head 64 in-.

cludes a center block-65 carrying a transversely extending pin: 66 to the outer iends of which are pivotally attached the arms 67 of a pair of bell crank transmitting levers 68. These bell crank levers 68 are fulcrumed on a pivot shaft 69 which extends transversely of the guide member 4, and has its journal bearings in the side wallsthereof. The side walls of the guide member 4 are cut away as at to provide a clearance opening for a tappet roller 71 which is mounted on an axle member 72 connecting the outer ends of the arms 73 of the opposite bell crank levers 68. Thus, it will be aparent that this arrangement of the tappet 71 carried by the bell crank levers 68, permits the said tappet to be thrown into and out of contact with the cams 52 and 53 of the reci rocating cam yoke 45. Secured to the sha 69, at one side of-one of the bell crank levers 68, and in the same relative radial position with the arm 67 of said lever 68, is a reversing and cut-01f arm 74 which is connected by the link and other usual intermediary connections, either with the usual reversing and cut-off mechanism of the ordinary rolling mill driving engine to operate the same, or their auxiliary operatin mechanisms.

Tieferring to the general operation of the apparatus, it will be observedthat the working fluid or live steam is conducted into the double valve chest 3 by means of the supply pipe 12, the same passing into the inlet 11 in the partition wall 10 from whenceit makes its way by means of the ports 13 and 14 to the distributing valve chamber 8 and the cutofi' valve chamber 9. It will, of course, be understood that the further course of the working fluid from these chambers is controlled entirely by the valves 39' and 19;

That is to say, whether or not the steam is permitted to enter either or both of the cylinders 54 and Y55 of the main operating unit depends entirely upon the POSltlOIl of the distributing valve 39, while the admission of steam to first one side and then, the other of the piston head 42 is also entirely controlled by the position of the cut-off valve 19.

It will be observed that when the control lever 33 is in neutral position atA, the distributing valve 39 is in the center of its chamber 8, as shown in Fig. 3, so that the heads 40 and 41 thereof are beyond the ports 6 and 7 and thereby uncovering them so that steam coming through the port 13 from stem of the distributing valve and pass into both of the steam pipes 6 and 7. These pipes 6 and 7 communicate with the secondary piston cylinders 54 and 55, and 1n this position of the distributing valve each of said chambers receives an equal pressure of theworking fluid, thus forcing the two pistons 60 toward each other until theycome in contact with the stop shoulders 58, and at the same time clamp the cross head 64 111 the central portion of the guideway63. At this point, it maybe noted that the plungers 62 being of equal diameter and smaller than the, pistons 60 cannot movethe cross head from its central position, while the pressure is the same in both cylinders. Thus, itwill be apparent that when thecross head 64 is in its central position, it will maintain the arms 67 of the bell crank 68 in the relatively perpendicular position shown in Fig. 3, so that the arms73 thereof which carry the tappet roller 71 will be in a relatively horizontal position, and said roller 71 will be out'of the path of the cams 52 and 53 of the reciprocating cam yoke. While the bell cranklevers 68 are in the neutral position described, it will also be observed that the reciprocating cam yoke 45 is at the end of one part of its stroke. And, the cut-off valve 19 is then in such a position that steam can pass from the inlet 11 through the port 14 aroundthe stem of the valve and down into the primary piston cylinder 2 through the port 18, thus holding the piston head 42 at the onev end of its stroke. When the con- I trol lever 33 is moved to either position B or C, the-distributing valve 39 will be moved to a position whereby either the cylinder 54 haust, leaving the other cylinder open to the working fluid. This movement changes the'position of the cross-head 64 which in turn changes the position of the reverse and cut-off lever 74 through the medium of the bell-cranks 68, and also carries the roller 71,

' mounted on the outer ends of arms 73 of the or the cylinder 55 is connected to the exgive the throttle valve a substantially full 7 open position, and any further movement of the lever merely keeps the throttle open and forces the cam yoke farther out, and when it reaches F or G the cut-oil is again at its maximum point. This outward movement of the cam yoke 45 also brings cam 52 or 53 the inlet 11 can make its way around the into operation upon the roller 71, the effect of which is to shorten the cut-off, through the mediumof the bell-cranks 68, until the highest point of the cam passes under the roller, or to about 40% or 45%, after which the, cut-off is again lengthened as the cam passes farther under the roller, and when the cam yoke 45 reaches its full outward stroke, we again-have the maximum cut-off,

'as shown inFig. 5.

As has been previously pointed out, any

movement of the'control lever 33 from its central position toward its over or under position changes the position of the manually set distributing valve 39 and also changes the position of the fulcrum point 25' at the junction of the cut-ofl valve-lever 24L: and fulcrum rod 26, and for the purpose of illustrating the general movement of the parts of the present mechanism, reference is to be had to Figs. 4 and 5 of the drawings, which show in diagram two positions of the mechanism which are illustrative of the principle involved in the entire action of the apparatus for any movement of the control lever 33.

Assuming that the control lever 33 has been moved from its central position toward its partial or extreme over position, the bell crank lever 29 is moved so that the fulcrum rod 26 is pulled forward, and the distributing valve stem 38 is also pulled forward. This position of the rod 26 and valve stem 38 causes the fulcruming point 25 of the throttle lever 24 to be altered, and places the distributing valve 39 in such a position that its head 40 is at one side of the port 6 while the head 41 is between the port 6 and port 6 thus uncovering the port 6 so that the chamber 5. can exhaust into the chamber 8, and at the same time establishing the chamber 55 in communication through the pipe 6 with the steam inlet 11. Thus, it will be understood that steam entering the supply pipe 12 passes from the inlet 11 around the stem of the valve 39 into the chamber 55 of the secondary piston. cylinder member by means of the pipe 6. The change in position of the fulcrum point 25 is such that for this setting of the control lever, the cut-off valve stem 22 pushes the cut-off valve 19 into such a position that communication is established between the steam. inlet 11 and the rear face of the piston head 42 through the space around the shank of the valve 19 and port 17. This position of the cut-off valve 19 is such that the head 21 thereof does not cover the mouth of the port 18, thereby permitting the working fluid on the other side of the piston head 12 to exhaust through said port into the cutoff chamber 9.- Accordingly, it will be understood that when the distributing valve 39 is in the position shown in Fig. 4, live steam will be admitted into the chamber 55, while the chamber 54 is in continuous communication with the exhaust. The effect of this is to force-the piston 60 and its plunger 62 of the cylinder 55 outwardly against the cross head 64, thus tilting the bell cranks 68 upon their shaft 69 so that the arms 73 thereof are forced upwardly carrying with them the roller 71 which is forced. into contact with the face of the cam 52.

Returning now to the cut-off valve 19 which has been permitting steam to pass behind the piston head 42, it will be obvious that the said piston head will move for-: ward in the cylinder 2 pushing its stem 43 out of the cylinder, and at the same time turning the control lever 24 about rits fulcrum. point 25. The forward movement of the piston 42 gives the reciprocatingcanr yoke its forward stroke, and in connection with said yoke, it will be remembered that the piston 60 and plunger 62 of the second-i ary piston'element has tilted the bell crank lever 68 so that the roller 71. carried there by is in contact with the face of the cam. 52,

and consequently the forward stroke of the cam yoke will push the bell crank back toward its neutral position against theforceof the plunger 62. Thus, it will be apparent that. the forward stroke of the reciprocating cam,

yoke moves the rod' 49 that connects with the driving engine throttle valve, and also. moves the link 7 5 to actuate the reversing.

gear of the driving engine. Accordingly, it will be apparent that there is accomplished an interconnection of'thethrottle operating,

mechanism and the reversing and cut-off mechanism, such that both the throttle valve or valves of the driving engine and also the.

reversing and cut-off mechanisms thereof have a definite related position for the various positions of the controlling lever; In this connection, it will how be noted that connection for the rolling mill driving engme.

The position of the bell crank levers,:cam

yoke, etc, at the end of the first stroke is clearly illustrated in Fig. 5, so it is obvious that the position of the various parts of the apparatus for all positions of the centrol lever33 are substantially as first shown in Fig. '4, and then as shown in Fig. 5. That is to say, the diagram in Fig. 5 represents the 3 same remains in its set position for the en-;

one. motion transmitting element is the lever 7 5 operated by the bell cranks, and the other motion transmitting element is the cam yoke 45 having connection with the said throttle" tire time that it is desired to actuate the mill driving engine through the medium of the bell crank levers whichhave their rollers I 71 in contact with the face of the cam 52' That is to say, the valve 39 is manually set so that live steam is admitted to either one of the cylinders 54 or 55 and remains in this position throughout the operation of the apparatus. According to theillustrationexemplified in Figs. Land 51 of the drawings,'the valve 39' is set so that steam is continuously fed to the chamber 55,'whereby when the cross head 64: is forced toward its central position by means of the cam 52 working against the roller 71 of the bell crank levers, it moves toward its central position against the force of the working fluid in the chamber 55. In other words, the chamber 55 is always filled withsteam during the operation of the devicefor this position of the control lever, thereby having the effect of a cushion or spring which always tends to force the cross head to such a position that the bell crank levers are tilted to maintain the roller 71 against the face of the cam 52. It will of course be understood that when the control lever 33 is pushed to the opposite side of its center position A, that is toward the under position, the valve 39 will allow steam to enter the chamber 54 and will permit the chamber 55 to'exhaust'. The effect of this operation of the device is to tilt the bell crank levers 68 so that the roller 71 carried thereby is in contact with the face of the cam 53 instead of the cam 52 as shown in the drawing. Referring to the exhaust from the various cylinders, it will be observed that the exhaust from cylinder 54, for instancepis through pipe 7 into the chamber 8 belowhe'ad 41, through port 16 into chamber 9 and to drain connection 9*. The exhaustfrom cylinder 55, is through pipe 7 into the opposite end of chamber 8 and through port 15 into chamber 9. The exhaust from cylinder 2 is throughports 17 and 18 into chamber 9 and from there to the drain connection. Again referring to the single control lever 33, it will be noted as the same isstill further moved as from B to'D or C to E,the piston 42 will be forced to move directly in proportion to the movement of the control lever, and the throttle valve or valves of the driving engine being either directly connected to the reciprocating cam yoke 45 or through a relay or operating cylinder will be opened in proportion to this movement. The movement of the piston 42 causes the cam yoke 45 to move and actuate the bell crank 68, and also actuate the reversing and cut-off lever 74 toward its central position, thus shortening the cut-off of the driving engine. The maximum point of cut-01f is either at the point B or'C, while the shortest point of cut-oif is when the highest point of either of the cams 52 or 53 is under the roller 71. As previously stated, whenever the control lever 33 has been moved to either point D or E, the movement of the link 49 has been sufiieient to give practically a full opening to the throttle of the driving engine, and any further movement of the lever toward points F or G will keep the throttle open and lengthen the cut-off as desired by the action of the cams ofthe cam yoke on the roller 71 and the reversing and cutofi' lever 74, until the maximum cut-ofi is again secured at points F or G. The relation of the throttle operating mechanism and the reversing and cutolf mechanism for the driving engine is such that when the controlling lever 83 is in mid-position, the throttle valve of the driving engine is closed and the reversing and cut-ofi' gear is in midposition. As the controlling lever 33 is moved a certain distance in either the over. or under directions as to points B or C, the reversing and cut-01f gear is thrown to the. corresponding maximum position, while the throttle valve remains closed, and as the lever is still further moved as to D or E, the engine cut-off is shortened to 10 or 45, per cent. while the throttle valve .haspractically been opened its full amount. With a still a; further movement of the control lever as to F or G, the cut-off is'lengthened, and may be lengthened to maximum if necessary, while'the throttle valve remains practically in the same position. 7 V

In connection with the foregoing description, itwill be observed that the engine controlling mechanism herein described resolves itself into what may be characterized a main operating unit which includes the main transmittinglever for the reversing gear connection, the reciprocating motion transmitting member (cam yoke45) for the throttle connection, and the steam actuated lever-operating pistons, and a fluid pressure actuating unit having means for supplying steam to the lever operating pistons of the operating unit, and also having a cyle inder and piston means for operating the reciprocating transmitting element or cam 1 yoke of the operating unit. Also, in com-. bination with the operating unit and actuating units, there is associated the herein described manually adjusted setting device which simultaneously changes the position 05 of the distributing valve of the actuating unit and the position of the fulcrum lever through which motion is transmitted to the cut-off valve of the actuating unit.

It will be understood that thefinvention.

is necessarily susceptible to a 'wide range of structural modification without depart.- ing from the spirit or scope thereof, and therefore that various changes in the minor. details of construction may be resorted to without departing from the scope of the appended claims or sacrificing any advantages of the invention.

I claim: 7

1. An engine controlling mechanism ineluding a transmitting element for'the re.- versing gear, atransmitting element for the throttle, said transmitting elements having parts which shiftably and reversibly. interengage, a motor for operating the throttle 1 element, and separate means for efiecting one movement of the reversing element 2. An engine controlling mechanism including an operating unit having transmit ting elements respectively for the throttle '13 and reversing gear, the throttle element having a shiftable actuating engagement with the reversing element, and a fluid pressure actuating unit for causing an automatic op eration of said operating unit.

3. An engine controlling mechanism including transmitting elements respectively for the throttle and the reversing gear of an engine, the throttle element having actuating means for efiecting, a variable movement of the reversing element, separate means for automatically eifecting an opposite movement of said reversing element, and a motor for automatically reciprocating the throttle element.

4. An engine controlling mechanism including transmitting elements respectively for the throttle and reversing gear of an engine, the throttle element being interen-i gaged With the reversing element and having means for effecting a variable movement thereof, an automatic device actuating the reversing gear element in an opposite direction, and a fluid pressure actuating unit having means for actuating the throttle element. 7

5. An engine controlling mechanism including transmitting elements respectively for the throttle and reversing gear of an engine, the throttle element interengaging With the reversing gear element and having actuating means for efiecting one movement of the latter, and a separate automatic device for actuating the reversing gear element in an opposite direction, said automatic-device including means for reversing the operative relation of the reversing gear element to the throttle element.

6. An engine controlling mechanism including an operating unit having transmitting elements respectively for the throttle and reversing gear of an engine, and a reversible fluid pressure device for effecting one movement of the reversing gear element, an actuating unit'including a-piston and cylinder device for reciprocatingthe throttle element, and a manually adjusted setting device having means for controlling said reversible fluid pressure device and also for varying the cut-ofl'of said piston and cylinder device.

7. An engine controlling mechanism including, in combination With connections respectively for the throttle and reversing gear of an engine, an operating unit having operatively interengaged transmitting ele ments for said separate connections, an actuating unit including a piston and cylinder device for operating one transmitting ele- :ment, reversible fluid-pressure means for;

effecting one movement of the other Ltransmitting element, a I controlling device for said fluidpressure means, and a manually adjusted setting device having means for.

simultaneously altering the position of said controlling device and changingthe operating position of the cut-off of said piston and cylinder device.

8. An engine controlling mechanism including, in combination With connections respectively for the throttle and reversing gear or an engine, an operatlngunit having;

operatively interengaged transmitting elements for said separateconnections, an; actuating unit includlng fiuid pressure means duplex piston and cylinder device for effect-- ing one movement of the other transmitting for actuating one transmitting element, at

element, a distributing valve for controlling said fluid-pressure means, and a manually adjusted setting device having adjusting connections respectively With said distribut- 7 ing valve and the cut-ofl? of the pistonand cylinder device.

9. An engine controlling mechanism including, 1n comblnation With connections respectively for the throttle and reversing" gear of an engine, an operating unit having operatively interengaged transmitting ele ments for said separate connections, and 0p positely Working alternately active pistons operatively related to one of the transmitoperatively interengaged transmitting, ele-,-

ments for said separate connections, sepa-; rate piston chambers, and oppositely work-, ing alternately active pistons respectively arranged in said separate chambers and operatively related to the transmitting 5 ele--@ ment for the reversinggear, and an actuat ing unit including fluid-pressure means for said Working pistons, and a piston and cyle inder dev ce operatively connected With the transmltting element for the throttle con-.

nection.

11. An engine controlling mechanism in-;

cluding, in combination With connections rise respectivelyfor the throttle and reversing gear of an engine, an operating unit: comprising operatively interengaged transmitting elements. for said separate connections, a duplex reversible piston 1 and cylinder device operatively related to oneof the trans mi'tting elements, and an actuatingunit in cluding valve means for said piston and cylinder device of the operating unit,.and also including a cut-off controlled piston and cylinder 1Cl6VlCB connected with the transmitting element for the throttle connection.

12 An engine controlling mechanism including, 1n combination with connections re-;

controlled fluid pressure;

spectively for the throttle. and reversing gear of an engine, an operating unitcomprising operatively interengaged transmitting elements for said separate connections, and a duplex reversible piston andcylinder device operatively related to the transmitting element for the reversing gear, an actuating unit including valve controlled fluidpressure means for said piston and cylinder deviceof the operating unit, and also including a cut-off controlled piston and cylinder device connected with the transmitting element for the throttle connection, and a manually adjusted setting device-having adjusting connections respectively with the valve for said fluid-pressuremeans andwith the cut-oil for the piston and cylinder device of the actuating unit.

13. An engine controlling mechanism, including, in combinationwith connections re= spectively for the throttle and reversing gear of an engine, an operating unit comprising transmitting elements for said separate connections, interengagingzparts between said transmitting. elements" to thereby cause'a joint 'mov'ement thereof in certain positions, and a duplex reversible piston and cylinder device operatively connected with oneof the transmitting elements, and an actuating unit including valve controlled fluid-pressure means for said piston and 7 cylinder device, and also including a cut-off controlled piston and cylinder device connected with the transmitting element for the throttle connection.

14. An engine controlling mechanism in cluding, in combination with connections respectively for the throttle and reversing gear of an engine, an operating unit comprising a swinging transmitting lever for the reversing gear connection, and a recip rocating transmitting element for the throttle connection shittably and reversibly in-- terengaged with said lever, and an actuating unit having means for automatically and synchronously effecting the movement of said separate transmitting elements.

15. An engine controlling mechanism including, in combination with connections respectively for the throttle and reversing' gear of an engine, an operating unit having a swinging transmitting lever for the re-' versing gear connection, and a reciprocating transmitting element for the throttle having reversely related cams for engagement with said lever transmitting element, and an actuating unit having mea-ns for automatically and synchronously effecting the movement of said separate transmitting elements.

16. An engine controlling mechanism including, in combination with connections respectively for the throttle and reversing gear of an engine, an operating unit having a transmitting lever for the reversing gear connection, and a reciprocating-transmitting cluding, in combination with connections respectively for the throttle and reversing gear. or an engine, an operating unit having a transmitting lever for the reversing gear, and ayreciprocating cam yoke for the throttle connection, said cam. yoke having reversely relatedcams separately having operating engagement with the transmitting lever, the operating unit also including a piston and cylinder device for moving the transmitting lever, and an actuating unit including fluid-pressure means for causing an operation of the piston and cylinder de vice. of the operating unit, said actuating unit also including a cut-off controlled piston and cylinder. device connected with the said cam yoke. 7

. ,18.-An engine controlling mechanism including, in combination with connections respectively for the throttle and reversing gearofan engine, an operating unit including separate transmitting elements for said separate connections, oppositely arranged piston chambers, and oppositely working =pistons: arranged in said chambers-and adapted one at a time to be operatively engaged with the transmitting element for i the reversing gear, and an actuating unit including valve controlled fluid-pressure means for either simultaneously charging both piston chambers with steam to maintain a neutral position of parts, or to cut ofl one of the piston chambers and leave the other chamber charged with steam during th operation of the mechanism, said actuating unit also including means for automatically moving the transmitting element for the throttle connection.

19. An engine controlling mechanism including, in combination with connections respectively for the throttle and reversing gear of an engine, an operating unit having a transmitting lever for the reversing gear connection, and a reciprocating transmitting element for the throttle connection operatively interengaged with the reversing gear lever, oppositely arranged piston chambers, oppositely working tubular pistons mounted within said chambers and operatively related to the transmitting lever, and steam ac tuated plungers mounted within the operating pistons and also operatively related to the transmitting lever, and an actuating unit including valve controlled fluid-pressure means for said respective piston chambers of the operating unit, and cut-oflz' con trolled means for actuating the reciprocating transmitting unit.

20. An engine controlling mechanism in cluding, in combination with connections respectively for the throttle and reversing gear of an engine, an operatingunit'having a transmitting element fonthe reversing.

unit, said actuating unit also including a,

cut-off controlled piston and cylinder device for-the reciprocating transmitting element.

21. An engine controlling mechanism in cluding, in combination with connections respectively for the throttle and reversing gear of an engine, an operating unit having a transmitting lever for the reversing gear connection, a reciprocating transmitting cam yoke for the throttle connection having a cam engagement with the transmitting lever,

and lover actuating means for yieldingly holding the same by steam pressure in position for engagement by the cam yoke, and

a fluid-pressure actuating unit for effecting automatic actuation of the transmitting le-; ver and the cam yoke.

22. An engine controlling mechanism ineluding, in combination with connections respectively for-the throttle and reversing, gear :of an engine, anoperating unit includ-, ing a transmitting lever for the reversing,

gear=connection,,and a reciprocatingtransmitting element for the throttle connection having an operative engagement with thetransmitting lever, and an actuating unit including fluid-pressure controlling; means i for that part of the operating unit which operates the transmitting lever in one direction, said fluid pressure controlling means having a distributing valve, and said actuating unit also includin a cut-off controlled piston and cylinder device havinga rod connection with the reciprocating transmitting,

element, a fulcrum-lever connected With said rodconnection and also-With the cutoff of said piston and cylinder device, and a manually adjusted setting device having separate adjusting connections respectively with the fulcrum lever and with the distributing:

valve. I

In testimony "whereof I hereunto affix my signature inithe presence of two Witnesses:

WALTER W. MOBANE. Witnesses:

AGNES A. JOHNSTON, CHAS. F. SGHLORH.

Copies of. this patent may he obtained for five cents each, by addressing the Commissioner of Patents; Washington, D. G.

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