US2438390A - Control apparatus - Google Patents

Description

March 23, 1948. E, G, ERSON y 2,438,390

CONTROL APPARATUS Filed March 50, 1944 IDLE E :E19 2 STOP ULL SPEED 61 8 Z9. 9 7 38 36 39 40 5 Z0 34 /8u 30 /924I 35 /4 33 57 ma 5 /0 /3 IMIUZ Z6 54 /Z l l l 58 nj/zygggwLZ5 50 l 47 4Q 0 F2 A@ 1 l 4 Y? 45 48 4 l Ilgl Z1 a 2Q A 8 1:5 STOP FULL IDLE SPEED i9 2O Q 7 5856 5g AO O v 15 /zwm 54 "zzug` .lw-r-/T-d-ds /EE I' 3 1@ s, lg' 15 \,I;\ fgffh//M 52 29 40 26 A 920 9 7 3536 39 iz e n 2v 5v 25 /5 y 34 5 25 51 52 la 3035 24 33 L-26 INVENTOR /3 l2 6 3 27 37 Y BY ETL'RGETSO 3 3l. Z5 @i ATTORNEY Patented Mar. 23,1948

iJITED STATES CFFICE eoNritoL APPARAT'S Erik G. Erson, Wilkinsburg, Pa., assigner toThe Westinghouse Air Brake Company, Wilmerding', Pa., a corporation of Pennsylvania application March so, 1944, serial No. 5128,.'699

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This invention relates to control apparatus and more particularly to duid pressure means for controlling the speed or power output and for also controlling the stopping of an internal combustion engine.

In internal combustion engines, such as of the Diesel type, which employ compressed air for controlling the starting of the engine and for controlling the supply of fuel to the engine, it is desirable when the engine is running, that a loss ci the compressed air supply, due to rupture of a supply pipe or the like, will not cause the engine to stop, since it might be impossible to restart the engine. Further, such undesired stopping of the'engine might result in a disaster which could be avoided, if the engine continued to run, by controlling the engine speed or output by auxiliary or emergency means such as a hand operated throttle lever on the engine. l

The principal object of the invention is therefore the provision of a fluid pressure control appaL ratus for governing the speed and stopping of an internal combustion engine such as above described and which is so varranged as to prevent stopping of the engine in case of loss of the supply of fluid under pressure.

Other objects and advantages will be apparent from the following more detailed Adescription of the invention;

In the accompanying drawing; Fig. 1 is a diagrammatic view, mainly in section, of a duid pressure control apparatus embodying the invention; and Figs. 2 and 3 are sectional views of a device shown in Fig. 1 but with the parts in different positions.

Description The pneumatic speed lcontrol and stop device 3 comprises ajcasing containing a speed and stop control movable element,rpreferably in the form ofv a flexible diaphragm 6" having at vone side a pressure' chamber 'i open to a control pipe 8 and having at the opposite side anon-pressure cham'- b-er 9. Astem Illartioulatedv at Illa in chamber 9 and extending through the diaphragm 6 is provided in pressure chamber 1 with a flange II Vwhich engages the diaphragm. A combined'follower and stop yI2' is mounted over stem I0 in non,- presjsurechamber 9 Yagainst the diaphragme, and a nut l'sc'rew-threaded on' to'stem I0 is forced against the follower I2 to clamp the diaphragm between said follower' and flange I I.

The diaphragm stem Iii extends through the non-'pressure chamber 9 and loosely through an opening in the outer end' Wall thereof and outside'of the casing is connected by a'pin I4 to one end of a lever I-5,`,the opposite kend of which lever is connected by a pin Ito'one end of a link `I'I.

on the diaphragm stem I Il is in substantial contact ln the drawing'the reference numeral I 'indi- Cates afuel controlshaft of an internal combustion engine, vwhile the numeral 2 indicates -a lever for turning said shaft to different fuel control positions, such as Stopf Idlej and Full speed position, indicatedon the drawing, for effecting, respectively, cutting oif of fuel to the engine to stop the engine, a supply of fuel'to the engine in an amount required to cause operation of the engine at a minimum or idling speed, and a supply of fuel to the engine inthe amount required to cause operation of the engine at a -maximum speed or maximum output of power. Adjustment of lever 2 to positions between Idle and Full speed will vary the supply of fuel to the engine to provide various speeds or degrees of power output, between the minimum and maximum.

For controlling the adjustment or positioning of the fuel control lever 2 there are provided a pneumatic speed control and stop device 3, an auxiliary or emergency speed and'stop control lever i and a manually operative control valve device 5 for controlling the device 3.

with end wall 23 of the pressure chamber l, the fuel controll lever 2 will be pulledl to its Stop position through the connecting stem I0, lever l5 and link Il. As the diaphragm 6 isrdeected awayfrom Wall v23 to a position dened by con-k tact between the diaphragmffollowerIZ and stops 24 provided on the end wall of the non-pressure c'harriber S, thelever yIiian'd" the link lI'I Will pull the fuel control lever toT'ull speedy position. With the diaphragm 6 in a position (Fig` 2 or Fig. 3) intermediate its positions above described, the fuel lcontrol lever 2 will' assume its/Idle position. This intermediate position will be defined in detail hereinafter.

In the combined speed and stop control device 3, the diaphragm stem Ill projet'tsv through a bore inthe wall 23 into a pressure chamber 25 formed at one side of amovable element preferablyin the formof a fiexible diaphragm 2S. The pressure chamber 25 is open to a fluid pressure supply pipe 29, so that in use said chamber Willbe constantly supplied with duid under pressure.- At the opposite sideV of diaphragm 26 is a nonpressure chamber 3G, "In wall 2tV is disposed a sealing ring y2li having ,sealingy sliding contact vvith'the peripheral surface of stem I 0 to prevent leale-age of fluid under pressure from either 4ofthe pressure chambers I or 25 tothe other.

The opposite stud V33 projects from the head 32 though a central aperture provided in diaphragm 26, and mounted over this stud in the non-pressure chamber 30 is a combined follower and stop 34. A nut 35 provided on the stud 33 is tightened against the follower V34 and clamps the centralportion of diaphragm 26 between said Vfollower and the head 32. The follower 34 is arranged toY engage the outer end wall of non-pressure *cham-` ber 36 to limit the deflection of diaphragm 26 in a direction away from diaphragm 6.

A ring 36 disposed in pressure chamber 25 is secured byrscrew-threaded engagement over the open end -of the Acylindrical element-3|. The outer surface ofY ring 36 is slidably mounted in suitable guides 31 in the casing, and said ring is providedwith a flange 38 projecting inwardly past the endY of 'the element 3| and constituting a seat for-one end of a coil spring 39 contained within the element 3|. The diaphragm stem l0 projects through the central opening in ring 36 and through the spring 39 and on its end adjacent'the head 32 of member 3| is secured a follower 40 against which the 'opposite end of spring 33 bears.` This spring is initially partially compressed so as to be effective to urge the end of stem i6 against the head 32.

When chamber. 25 is charged with uid under pressure from the supply pipe 29, the diaphragm 26 will be deflected to the position in which it is shown" in the drawing, which position is defined by the follower 34 engaging the casing. With the diaphragm 26 in this position and withV stem I0 engaging the head 32 of member 3|, as will occur with diaphragm chamber 1 open to the atmosphere in a manner which will be` later described, the diaphragm Y6 will assume, under the action of spring .39',the position shown in the drawing for positioning the -fuel control lever 2 in its fuel cut oir or fStop-position, as above described.

With-the diaphragm 26 in a position dened by contact between the end of ring 36 and the wall 23, which positioning will hereinafter be described,and with the follower 45 on the end of diaphragm stem lil in contact with head 32 ofY the cylindrical member 3|, the diaphragm 5 will be positioned in its intermediate position above mentioned and as shown in Fig. 3. With the Vdiaphragm 6 in this intermediate position thelever l will position the fuel control valve lever 2 in Idle position.

VThe operators control valve device 5 may be of Vany conventional self-lapping type. By way of example it may comprise a casing having a chamber 45 open to the fluid pressure supply pipeY 29 and containing a supply valve 46 arranged-to control flow of fluid under pressure from said chamber through an opening 49 to a chamber 41 which is open to the speed control pipe 8. vThe casing is provided, in chamber 45 around the opening 49, with a seat for the supply valve 46, and a spring 48 in chamber 45 acts on'said valve for urging it toward its seat.

The supply valve 46 has a stem looselyv extending through opening 49 into chamber 41 and having on its end a release valve 50. The release valve 5i) is arranged to cooperate with a seat 5| provided on one side of a movable piston 52 to control communication between chamber 41 formed at one side of said piston and a passage 53 in said piston. Passage 53 leads to a chamber 54 at the Oppositerside of piston 52 and said from the release valve 50. f

. is mounted to turn on a pin 62 secured in a projection of the casing.

The plunger 56 is engaged by an adjustable Vscrew 5.9,secured in the end of an arm 66 projecting from an operators control lever 6| which 'I'he operators control lever has a Stop position, an Idle position and a Full speed position, which positions it will be noted correspond to the positions of the fuel control lever 2. Y

In operation, let it be'assumed that pipe 29 is supplied with fluid under pressure from any suitable source. Fluid under pressure thus provided in pipe.29 equalizes into diaphragm chamber 25 in the speed and stop control device 3,.wherein it acts on diaphragm 26 to .deflect said diaphragm to the position shown in the drawing as'dened by contact between stop 34 and the casing. Diaphragm 26 will then remain in this position as long as the supply of fluid through pipe 29 to chamber 25 is maintained.

Fluid under pressure supplied to pipe `29 also flows into supply valve chamber 45 inthe operators control valve device 5. Let it now be assumed that the operators control lever 6| is inV Stop position. VIn this position the armk 56 is elevated to such an extent as to allow full expansion of control spring 51 and movement of piston 52 and plunger 56 by spring 58 to the positions shown in the drawing in which said piston is out of contact with the release valve 56 andwhich permits closing of the supplyvalve "46 by spring 48. With the release valve 50 unseated, the speed control pipe 8 and thereby chamber 1 in the speed and stop control device 3 will .be open to atmosphereV past said valve through passage 53 in piston 52 and thence. through chamber 54 and YpassageY 55. With diaphragm chamberV 1 thus Vented, spring 3Q will Yurge the end of stem I6 into contact with Vhead 32 or" the element 3| and thus position diaphragm 6 Yand the fuel control lever in the positions shown in the drawing, it being noted that this position of lever 2 is its Stop position for stopping the engine.

Movement of the operators control lever v6| from its Stop position tofIdle position will Y* actuate arm rto urge plunger 56 downwardly to compress spring 51 and when the pressure of When the supply valve 46 is openedas `just described, uid under pressure will flow from chamber 45 to chamber 41 and thence through the speed control pipe 8 to diaphragm chamber 1 in the speed and stop control device` 3. In chamber 41 the pressure of fiuid supplied past the supplyk valve Vacts on piston 52 in opposition to pressuren of spring 51, so that as the pressure in said chamber and in diaphragm chamber 1 of the speed and stop control device increases, such pressure will move piston 52 against the opposition offered by said spring and permit closing of the supply valve 46 when said lpressure'is increased to a degree corresponding to the movement of lever encased thus in accordance with the degree of; displacement of` plunger 551 from `the positionrin which it is shown in the drawing.

In the speed` and stop control device .3; the pressure of' fluid,provided4 in chamber 'I will deect the diaphragm 6 toward the left hand againstV the increasing force of spring 39 and to a position in which the force of' said spring balances the opposingA pressure of fluid 'in chamber 'l acting on diaphragm 6', at which time deflection of said diaphragm will cease.

This deflection of diaphragm 6 toward the left hand acts through lever l5 and link IT to pull the fuel controllever 2 out of its Stop position in the direction of its Idle position, and when such deflection ceases in a position in which said diaphragm isshown in Fig. 2 and which corresponds to the Idle position of the operators control lever 6l, the fuel control lever 2 will be in its Idle position.

With the fuel control lever 2 in Idle position providing for supply of fuel to the engine in an amount to allow. operation. of the engine at the minimum or idling speed, the engine may be started in any conventional manner and it will then run on fuel-atr the idling speed.

If, the operator now desires to accelerate the engine he will move control lever out of Idle position in the direction of its Full speed position in order to move plunger 56 further in a direction to compress spring 5,1. When due to this further movementr of` the plunger the pressure of spring 5,1-is `in creased.sufliciently to overcome the pressure lof fluid in chamber 4l, said spring will move piston 52 against the opposing pressure of spring 58 and again open the supply valve G6. Fluid under `pressure will then again iiow to chamber 41 and then to diaphragm chamber l. in the speed. and, stop control device` 3. As the pressure of iiuid thus supplied to chamber- 4.7 and acting on piston 52 is then increased, the piston 52 will again inove against the opposingv pressure of spring 5l and finally permit the supply valve 4,5 to close when saidpressure is increased to a degree correspondingr-to the position of the operators control lever 6,1. This increase in pressure of fluid in diaphragm chamber 'l will deflect the diaphragm E to av new position in which said pressure is balancedby spring 39, and this movement of diaphragm 6 will pull the4 fuel control lever 2 out of its Idle position toaposition corresponding to that of the `operatorns..controllever 6I. to thereby provide the desired increase inspeed or output of power of. the engine.

If the operator desiresto further accelerate the engine, hel may move kthe control lever El further in the direction of its Full speed position and a correspondingV change` inposition of the fuel control lever. 2.willoccur,v or` if maximum engine speed is desired, mDVCmentof the operators control lever l to its Full speed position will eifect likegpositioning of the fuel-control lever 2,' as will be .apparent from the above description.

If the operator now desires to reduce the Vspeed of the engine he will" move lever 6I in the direction toward its Idle position. This will permit displacementof plunger56 by spring 51 and consequently av reductionin the force of said spring on piston 512. When the pressure of spring 5l onpiston 572 is thus reducedto adegree below the opposingeforceofthe pressure of fluid in chamber 41thevl1idlpressure in saidv chamber will move said piston out of contact with the release valve SIL whereupongfluct underpressurey will be released pastsaid valve-from said chamber and from diaphragm chamber V'l in thespeed and stop control device V3". As theV pressure of fluid is thus reducedin chamber -1-, spring 51e will move piston 52 backtoward Ithe release valve-50 and finally into4 engagement with said valve to prevent further release of fluid under-- pressure. The pressure of fluid in chamber 4T and in diaphragm chamber4 Iy willf thus be reduced to a pressure which corresponds to the position of the operators controllever.A

As fluid under pressure isreleased from diaphragm chamber 1 in-theispeediand stop control device, the diaphragm ilwill be -moved byspring 39-to a new position corresponding to the reduction in such pressure, and, as a result, the fuel control lever 2v will bev movedtoward its Idle position to a position corresponding-to Athe position of the operators control lever` 6I.

Movement of the operators control lever 6| further in the directionl ofl its Idle position will again cause operation of the speedand stop control device 3 to correspondingly change the position of the fuel control lever 2, while movement of the operators control lever-to itsfIdle position will result in movement of the fuel control lever 2 to its Idle position, as-will -be apparent from the above description.

It will be evident that if the operator-s control lever 6|A is moved to its Steph-position for effecting a complete release offluidv under vpressure from the-speed controlpipeit, thefuel control lever '2 will be returned toits.fStop position by operation of springp39 to movev the stem -l-B back into contact with the head 32 of member 3l.

The above described operation is the normal or desired and (inten-ded operation ofthe apparatus whereby the` fuel supply to the engine may be cut off to stop theA engine, ox-may be-varied in amount to cause operation ofi-theI engine-at any selected speed or degree of' output between and including idling and full"A speed, by the operator merely moving theV control levery 6I to a selected position. It willA befnotedfI thatl this desired operation is dependent upon the diaphragm 26 occupying the positioni-n-.whichit is shown in the drawing and'which position'isdependent upon maintenance of the-supply of fiuid under pressurev topipe- 29' andin diaphragm chamber 25.

Now let it be assumed that the-operatorscontrol lever 6| is inIdle position providing. in diaphragm chamber 'lf'- fluldlatzthei.pressure required tol position fuel.: control lever 2:5 in its Idle position and' that the engine. is operating at minimum or idle speed;` With thisemdition existing, let itV further be assumed that the supply of fluid to pipe 2SA failsy duefor example to breakage of said pipe. A lossrofLfiui'd pressure in chamber 25.` will then result, and spring- 39, beingy hel-dund'er pressure by pressure of uid in chamber '1.A ondiaphragnrewill then act to move the ring 36, memberid. and' diaphragm 26 toward the left hand; toI thev position defined by contactbetweensaid ring and the :casing Wall 23, as shown 'irr Eig.. BofthedraW- ing. The same operation willfresul'tV in. caseof loss of fluid under pressure from-pipe 2.9i` and diaphragm chamber 25 regardlessof the spee'dfat which the engine may be operating at the time of such loss.

As the diaphragm` '261, member" and ring 36- areV moved y bypressuref of fluidi in: chamber; 1

upon loss of fluid under pressure from cham-- ber` 25 as just described, theV deection Yof dia-V phragm 6 to cause such movement will of courseV the position (Fig. 3) in which the fuel controly lever 2 is in ,Idle position. Thus movement of theoperators control lever 6| to Stop position with fluid under pressure vented or lost from chamber 25, can only cause operation of the fuel control lever 2 to reduce the speed of the engine to idling and the engine will not stop, but will be kept running in the emergency. 1

FromV the above description it will beV noted that to prevent stoppingV of the engine in the event of loss of the supply of fluid under pressure to pipe 29 and Adiaphragm, chamber 2,5y -luid under pressure must be maintained effective in chamber 1 on diaphragm l6 to pull ring 36 into contact withwall 23. As will-be apparent, this condition will result if the supply valve 46 in the operators control device 5 remains-seated under the action of spring 48 upon the loss of iluid under pressure-from chamber45., vIf under this condition the pressure of spring 48 is however inadequate to maintain the valveg46 Yseated against the pressure of iluid eiectivein Y not however operate, and assuming that Vvalve 46 might thus remain open, a choke 64 is provided to restrict the release of v,fluid underpressure from diaphragm chamber 1 Except incase the valve 46 should remain open as just described this choke could be dispensed with. AIn -case the valve 46 remains open however, this choke will so restrict the releaseof fluid under pressure from chamber 1 with respect tothe release or loss of fluid under pressure from chamber 25 Aas to maintain sufcient pressure on diaphragm" 6 to'move the parts including ring vMito their leithand positionV (Fig. 3). After. theparts'attain their left hand position, if the valve 46 is-still open and remains so, a, complete-releaseof fluid under pressure from chamber 1, and reductionin speed of engine l to idling, will occur'without the operator moving his control lever 6|to fSt'op position. Y Y f Y Y The choke 64 may be located in"pipef8 in a by-pass communication around a checkvalve 65 having greater ow. capacity in the direction; of chamber 1 than choke 64, Vso that said choke will not act to retard acceleration vof the-,engine in response t0 movement Vof the operators control 1ever6l.'V Y V y Y With the engine still running after then-lossl of supply iluid pressure, the operator by operating the auxiliary lever 14V may shift Ythe fuel-control s f lever '2 to obtain vany speed of the engine which he may desire. Y To subsequently stop the engine Vthe operator may operate the auxiliary lever 4 to pull the fuel controllever 2 to its stop posi` tion, if he so desires. Y L

Having now described my invention, what I claim as new and desire to secure by kLetters Patent is:

1. In combination, Va source of fluid under pressure, an adjustable member having two different positions, control means operable by fluid under pressure to move said member from one of said Ipositions to the other position, mechanism connected to said control means ior operating said control means to move said member to said one position upon release of fluid under pressure from said control means, other control means operable by pressure of uid inrsaid source to render said mechanism effective, and upon loss of/fluid under pressure from said source ineiective'and,

means for supplying uid under pressure to Vand releasing fluid under pressure from said con'- trol means.

2. In combination, a source of fluid under pressure, an adjustable member, actuating means for adjusting saidmember, control means comprising a spring, a casing, a movable element in said casing connected to said actuating means and movable by fluid under pressure against said spring to actuate said actuating means to adjust said member, and cooperating means cooperable with said element to control said actuating means and conditionable by fluid'under pressure from said source to render pressure of fluid on said element effective to provide a certain ad- Y justment of said member, said cooperating means being operable by said spring upon loss of pressure of said source thereon tov render-pressure of fiuidon said element effective to provide a different adjustment of said member.

3.*In combination, a source of iiuid under pressure, an adjustable member, and means for controlling the adjustment of said member comprising a spring, a casing, a first movable element in said casing movable lby uid under pressure against said spring to adjust said member,' a second movable element in said casing for controlling the pressure of said spring on said rst movable element and adjustable to different positions to provide the Samepressure of said spring Y on said rstV movable element in correspondingly Ydifferent positions of said first movable element,

Y nation, a source of fluid under pressure, a spring,

a casing, afirst uid pressure controlledk movable elementy in said casing, movab1ewhen not subject to. pressure of uid, by said spring'toV aV stop position and movableY against said spring by uid at a certain'pressure to an idle positionV and being movable past said idle position when subject to fluid at greater pressure, a second movable element in said casing subjectl to fluid underV pressure from said source, means operable YVby Ysaid secondV movable element when subject to pressure of fluid from said source to condition said spring to move said rstV movableelement from its said idle position to its stop position, and

operable upon loss of fluid under pressure :from said source to render said spring ineffective to move said first movable element from its said idle position to its said stop position upon release of fluid under pressure on said first element, and means operable to supply fluid under pressure to and to release fluid under pressure from said first element.

5. A control apparatus comprising in combination, a source of fluid under pressure, a spring, a casing, a first fluid pressure controlled movable element in said casing movable, when not subject to pressure of fluid, by said spring to a stop position and movable by fluid at a certain pressure to an idle position and being movable past said idle position when subject to fluid at greater pressure, a second movable element in said casing conditionable by fluid under pressure from said source to ren-der said spring effective to move said rst movable element from its said idle position to its stop position, said spring being operable by pressure of fluid on said first element upon loss of fluid under pressure from said source to actuate said second movable element to render said spring ineffective to move said first movable element from its idle position to its stop position upon release of fluid under pressure on said first movable element, control means for controlling pressure of fluid on said first movable element comprising a supply valve operable to supply fluid under pressure from said source to act on said first movable element, the pressure of fluid effective on said first movable element being operable to open said supply valve upon loss of fluid under pressure from said source, and a spring acting on said supply valve operable upon loss of fluid under pressure from said source to close said supply valve against pressure of fluid required on said first movable element to operate said second movable element to render the first named spring inffective to move said first movable element to stop position upon release of fluid under pressure on said first movable element.

6. A control apparatus comprising in combination, a source of' fluid under pressure, a spring, a casing, a first fluid pressure controlled movable element in said casing movable, when not subject to pressure of fluid, by said spring to a stop position and movable by fluid at a certain pressure to an idle position and being movable past idle position when subject to fluid at greater pressure, a second movable element in said casing movable to one position by fluid under pressure from said source to render said spring effective to move said first movable element from its said idle position to its said stop position upon release of fluid under pressure on said first element, said second element being movable by said spring to another position to render said spring ineffective to move said first element past its idle position to its stop position upon release of fluid under pressure on said first element, control means for controlling pressure of fluid on said first element comprising a supply valve operable to supply fluid under pressure from said source to act on said first element and which pressure is effective to open said supply valve upon loss of fluid under pressure from said source, and means operable upon loss of fluid under pressure from said source and on said second movable element and upon said opening of said supply valve to so restrict release of fluid under pressure from said first element as t0 maintain adequate pressure on said iirst element to actuate said spring to move said second element to said other position.

ERIK G. ERSON.

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

UNTED STATES PATENTS Number Name Date 2,346,015 Eaton Apr. 4, 1944

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