US2477836A

US2477836A - Control apparatus

Info

Publication number: US2477836A
Application number: US551804A
Authority: US
Inventors: Roy R Stevens
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1944-08-30
Filing date: 1944-08-30
Publication date: 1949-08-02
Anticipated expiration: 1966-08-02

Description

1949- R. R. STEVENS CONTROL APPARATUS Filed Aug. 50, 1944 Q nm @N @QQQ 0Q g INVENTOR. B Roy 1?. Stevens ATTORNEY Patented Aug. 2, 1949 UNITED STATES PATENT OFFICE 2,477,836 CONTROL APPARATUS Application August 30, 1944, Serial No. 551,804

12 Claims. (01. 1923.0)

This invention relates to control apparatus and more particularly to the fluid pressure type for controlling a plurality of different operations in a desired sequence, such as required in controlling a reversible Diesel engine.

In the copending application of Harry G. May and myself, Serial No. 521,798, filed February 10, 1944, there is disclosed a fluid pressure system of the above type which embodies a power piston adapted to be operated by fluid under pressure supplied to act on one side to condition the reverse gear or timing of a reversible engine to provide for operation of the engine in one direction, and adapted to be operated by fluid under pressure supplied to act on the opposite side to condition said gear to provide for operation of said engine in the reverse direction. An operators control device is operative to selectively provide fluid pressure on either the one side or on the opposite side of the power piston. The structure further embodies means for delaying the supply of fluid to actuate the power piston for a certain period of time, such as 6 seconds, after operation of the operator's control device to provide such fluid, and the purpose of this delay is, to insure the stopping of the engine in one direction of operation before permitting operation of the power piston to reverse the engines reverse gear or timing to provide for operation of the engine in the opposite direction.

This delay in supplying fluid to act on the power piston is effective under all conditions of engine control, even when the operator desires to restart and operate the engine in the same direction that it last operated. Under this latter condition the delay is not necessary, however, since the engines reversing gear is already conditioned to allow starting of the engine.

The principal object of the invention is therefore the provision of means for rendering the delay means above described ineffective upon starting the engine in the same direction that it last operated.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawing; Fig. 1 is a diagrammatic view of a control system embodying one form of the invention; and Fig. 2 is a view of the portion of the structure shown in Fig. 1 and embodying another form of the invention.

Description Referring first to Fig. 2. The reference numeral 1 indicates a reversible Diesel engine which is arranged to be connected through suitable coupling means 2 to a drive shaft 3, said engine being operable to turn said shaft in either, one direction or in the opposite direction according to the direction of operation of the engine. The reference numeral 4 designates a brake for the drive shaft 3 and thereby the engine. The numeral 5 indicates a brake cylinder device adapted to be operated by fluidunder pressure supplied through a pipe 6 to actuate the brake 4 for braking, the shaft 3 and the engine l, and adapted to operate upon release of fluid under pressure from said pipe to release said brake. The numeral 1 indicates a starting air pipe through which compressed starting air is adapted to be supplied to certainror all of the cylinders of the engine in order to effect starting of the engine in the direction determined by the timing or condition of the engines valve gear. The supply of starting air to pipe I is arranged to be controlled by a starting air valve device 8 which is adjustable by a lever 9. With lever 9 in the position in which it is shown in thedrawing the supply of starting air to the starting air pipe 1 will be cut off, while upon movement of said lever to a position such as indicated by a dot and dash line In, starting air will be admitted to pipe 1 and thereby to the engine.

Movement of lever 9 to its different positions may be controlled by a starting control motor I l which is operative upon supply of fluid under pressure to a pipe l2 to move the control lever 9 to the position indicated by the dot anddash line 10 and which is operative upon release of fluid under pressure from said pipe to return the lever 9 to the position in which it is shown in the drawing. 7

The reference numeral I3 indicates a speed governor of any conventional type arranged to be driven by and to operate at a speed proportional to that of the engine I for limiting the fuel supply to and thereby the speed of the engine in accordance with the adjustment of a governor control lever l4. This lever may have an engine idling position in which it is shown in the drawing and may be adjusted to any position between said idling position and a maximum speed position such as indicated by a dot and dash line I5 to thereby provide for any degree of speed of the engine.

The adjustment of the speed control lever l4 may be controlled by a speed control motor I6 which is operable upon supply of fluid under pressure to a speed control pipe IT to adjust said lever out of the idling position to a position corresponding to the pressure of such fluid, A certain maximum pressure of fluid in control pipe I! will cause operation of the motor 16 to move the speed control lever l4 to the maximum speed position indicated by the clot and dash line I5, while opening said pipe to atmosphere will cause operation of said motor to move the-speed control lever I 4 to idling position in which it is;shown in the drawing.

The reference numeral I8 indicates a fuel cutoif device which is arranged to out off the supply of fuel to the engine, in any conventional manner, to allow stopping .of the engine. Operation of the fuel cut-ofi device may be controlled by a lever [9 having a fuel cut-off position in which it is shown in the drawing and afuelsupply position indicated by a dot and dash line 20. The lever I9 is connected to a fuel cut-oifmotor 2l which is arranged to be controlled by pressure of fluid in pipe .6 and which. is operable upon supply of fluid under pressure to said pipe to move lever [9 to its fuel cut-oifposition. and which is .operable upon release of fluid. pressure from said pipe to efiect movement of said lever to its fuel supply position.

The engine I isprovided with a rotatable shaft 22 for effecting, inany conventional manner as by means of gears and racks (not shown), the reversingof the engines valve gearor timing to provide for startingand operation of the engine in either one direction, or inthe reverse direction. A gear 23is secui'edto shaft-22-for turning same.

The structuresso fardescribed for controlling the operation of engine [are arranged to be controlled by a maneuveringcontrol valve device 26 mounted on theengine and which is arranged to be controlled by an operators control valve device .21.

The maneuvering controldeviceZG comprises a bracket 29 upon which isremovably mounted a fluid reversing-motor 30 for actuating the,reversing shaft 22, and alsocomprises a timing or interlock valve device 3! forcontrolling the operation of saidmotor, and for also controlling the operation of the starting motor ll, the-fuel cut-off motor 2| and thebrake 4.

The reversing motor 30 ,comprises a cylinder containing a double acting piston 33, at one side of which is a pressure chamber 34. The piston 331s provided with a rod '35 projecting from the opposite side through a pressurechamber 36 and a pressure head 31, closingone end of said cylinder, to the exterior of said head. Exteriorly of the pressure .head 31, the rod 35 is provided on one side with gear teeth,38 which -mesh with the teeth on gear 23 on the reversing shaft 22, whereby reciprocation of piston 33 in its cylinder will turn the reversing shaft22. The piston 33 has twooperating positions, namely, an astern position in whichit is shown jinthe drawing, and which is defined byvcontact between saidpiston and the closed end of the cylinder, for conditioning the engines reversing shaft 22 to provide for operation of the engine in an astern direction, and the second position which is defined by contact between said piston and .the pressure head ,31'to condition the reversing shaft22 to provide for operationof the engine in the opposite or an ahead direction. Movement of the piston 33 to its astern position is adaptedto be effected by fluid under pressure supplied to chamber 36 by way of a, passage 39, when chamber 34 is open to atmosphere through a passage 40, while movement of said piston to the ahead position defined by contact with the pressure head 3'! adapted 4 to be obtained by fluid under pressure supplied through passage 40 to chamber 34 when fluid pressure is released from chamber 36 by way of passage 39.

The supply and release of fluid under pressure to and from passages 39 and 40 is controlled by astern and aheadpilot valve devices 42 and 43, respectively; which constitute a part of the timing or interlock valve device 3|. The timing or in-- terlock valve device 31 further comprises a start ing control valve device 44 for controlling the supply and release of fluid under pressure to and from the starting control motor I I, and also comprises a fuel and brake control valve device 45 for controlling the supply and release of fluid under pressure to and from pipe 6, the brake cylinder device 5 and fuel cut-off motor 2!.

The astern pilot valve device 42 comprises a fluid pressure supply valve 41 contained in a chamber 48 whichis adapted to be constantly supplied with. fluid under pressure from any suitable source by wayof a passage 49, a chamber 59 and a passage 5i. The valve'4l has a fluted stem 52 extending through a bore in a partition wall separating chamber from a chamber 53, which latter chamber is connected to passage 39 leading to chamber 36 below the power piston In chamber 53 the supply valve stem 52 engages a release valve 54 arrangedto seat on the end of a movable plunger 55. The release valve has a fluted stem 56 extending into a bore inplunger 55, which bore is in constant communication with the atmosphere through ports 51 in the plunger, ports 58 in a sleeve 59 secured in the casing, a chamber 69,,a passage 6|,a chamber 62 and a vent port 63. .In plunger'55 there isa spring 64 which is connected through. apin 65 to the release valve stem ,55.for,urging said valve out of seating contact with the end of said plunger. A spring 66 having greater precompressed force than spring ,64 is providedin chamber 48 and acts on the supply valve 47 for urging said valve in the direction of its seat.

The end of plunger which is opposite the release valve 54 .is connected to a follower 6'! engaging one .side of a flexible diaphragm 68. At theopposite side of diaphragm 68 is a fluid pressure control chamber .69. A precompressed coil spring 15 acts on follower 61 for deflectin the .diaphragmSB in the direction of chamber 69, such movement being limited'by contact'between said diaphragm and a stop H. When diaphragm 68 is subjected, in chamber 69, to fluid at a pressure sufficient to overcomespring 10, said diaphragm will deflect against the opposing force of said spring as will be apparent. Upon movement of diaphragm 68 against the opposing force of spring 10, the plunger 55 will initially move relative to the release valve 54, due to the fact that the pressure of spring 66 exceeds that of spring 64. After a certain degree of such movement plunger 55 will engage the release valve 54 for closing communication between chamber 53 and chamber 60, and further movement of the diaphragm 68 will then act through said valve to unseat the fluid pressure supply valve 51. Conversely, upon release of fluid pressure from chamber .69, and movement of diaphragm 68 and plunger 55 by spring 19 back to the position defined by stop H, the fluid pressure supply valve 41 will be seated by spring 66 ahead of the opening of the release valve 54 by spring 64.

The pressure chamber 69 above diaphragm 68 'is-connected through a passage 12, a choke 13,

and a communication by-passingsaid choke and containing serially arranged check valves 9|, to a passage 14 which is connected to an astern control pipe 15 leading to the operators control valve device 21. The check valves 9| are provided to render choke 13 efiective to regulate the rate of flow of fluid under pressure from pipe 15 to chamber 69, while said valves will open upon reverse flow of fluid under pressure to provide for a relatively fast release of fluid under pressure from said chamber to pipe 15.

The ahead pilot valve device 43 is structurally identical to the astern pilot valve device 42, just described, and briefly described, comprises a supply valve 16, a release valve 11, a plunger 18, having a seat for said release valve,a follower 19 engaging one side of a flexible diaphragm 89, a control spring 8| acting through said follower on said diaphragm in opposition to pressure of fluid in a chamber 82, a spring 33 for closing the supply valve 16 and a spring 84 for unseating the release valve 11 from the end of plunger 18. The supply valve 16 is contained in the fluid pressure supply chamber 48, while the release valve 11 is contained in a chamber 85 which is connected to passage 49 leading to chamber 34 at the upper side of thereversing piston 33.

The chamber 82 above diaphragm 89' is connected through a passage 86, a choke 91 and a passage 88 to an ahead control pipe 89 leading to the operators control valve device 21. The choke 91 is provided to restrict flow of fluid' under pressure in the direction from pipe 89 to pressure chamber 82, while a faster rate of outflow of fluid from said chamber is provided for through a communication by-passing choke 81 and containing two serially arranged check valves 99.

The starting control valve device 44 is structurally identical to the astern and ahead control valve devices 42 and 43 and, briefly described, comprises a fluid pressure supply valve 95, a release valve 96, a plunger 91, a flexible diaphragm 98, a spring 99 acting on said diaphragm in opposition to pressure of fluid in a control chamber I99, a spring I9l for closing the supply valve 95 and a spring I92 for opening the release valve 96. The supply valve 95 is contained in a chamber I93 which is connected by a passage I94, to a starting control pipe I95 leading to the operator's control valve device 21. The release valve 96 is contained in a chamber I96 which is connected by a passage I91 to pipe I2 leading to the starting control motor II. The diaphragm chamber I99 is connected through a passage I98 and a'choke I99 to a control passage H9.

The control passage I I9 leads to the side outlet of a double check valve device H2 which com prises two check valves H3 and H4 contained in chambers H5 and H6, respectively. These check valves are connected together for movement in unison by a stem II1 which loosely extends through a bore provided in a wa1l'II'8 which separates chambers H5 and H6. At the opposite ends of this bore, the wall I I8 is provided with seats for contact with the valves H3 and H4, respectively, said valves being spaced apart by stem H1 a distance exceeding that between said seats whereby when either valve is seated the other will be unseated. The bore through the wall H8 containing stem H1 is connected by one or more radial bores I I9 to passage H9.

The chamber H6 containing check valve H4 is open through a passage I29 containing a choke I2I to chamber 36 below the power or reversing piston 33 when said piston is in contact with the closed end of the cylinder. Upon movement of piston 33 out of contact with the closed end of the cylinder in the direction of pressure head 31, the passage I29 is first disconnected from chamber 36 and then opened past said piston to pressure chamber 34.

The chamber II5 containing check valve H3 is connected by a passage I22 containing a choke I23 to pressure chamber 36 with the piston 33 in the astern position as shown in the drawing, and said passage is adapted to be opened to chamber 34 upon movement of piston into contact with the pressure head 31.

The fuel and brake control valve device 45 is also structurally identical to the astern and ahead control valve devices 42 and 43 and to the starting control valve device above described and, briefly described, comprises a valve I39, a second valve I3I, a plunger I32 having a seat for valve I 3|, a flexible diaphragm I33, a spring I34 acting on one side of said diaphragm in opposition to pressure of fluid in a chamber I35 at the opposite side, a spring I36 acting to close the valve I39 and a spring I31 acting to open the valve I3I. The valve I3I is contained in a chamber I38 which is connected through a passagel39 to pipe 6 leading to the brake cylinder device 5 and fuel cut-off motor 2| and is arranged to control the flow of fluid under pressure from chamber 59 to chamber I38. The valve I39 is contained in chamber 62 which is open toatmosphere through the vent 63 and is provided to control communication between said chamber and chamber I38.

Pressure chamber I35 above diaphragm I33 is connected to a passage I49 which leads to the side outlet of a double check valve I4I which is subject on its opposite ends to pressure of fluid from chambers 53 and 85 in the astern andv ahead pilot valve devices 42 and 43, by way of passages I42 and I43,'respectively. Upon supply of fluid under pressure to passage I42, the double check valve will be moved by such pressure to a position the reverse of that shown in the drawing for opening communication between said passage and passage I49 while closing communication between passages I49 and I43. Upon supply of fluid under pressure to passage I43, the double check valve I4I will move to the position in which it is shown in the drawing for opening communication between passages I43 and I49 and for closing communication between passages I49 and I42. The diaphragm chamber I35 is also connected through a communication including two serially arranged check valves vI44 to passage I98 leading to pressure chamber I99 above diaphragm 98 in the starting control valve device 44, said check valves being arranged to prevent flow of fluid under pressure from chamber I35 to passage I98 but to permit flow in the opposite direction.

The operator's control valve device 21 is provided for controlling through pipes 15, 89 and I supply of fluid under pressure to and its release from diaphragm chambers 69, 82 and I93 in the asternand ahead pilot valve devices 42 and 43 and in the starting control valve device 44, respectively, and for also controlling through pipe I1 supply and release of fluid under pressure to and from the speed control motor I6. The operators control valve device therefore comprises valve means (not shown) for controllin the pressure of fluid in the pipes just mentioned and a lever I45 for controlling "the operation or said valve means.

The lever I45 extends through guide slot I46 and has a Stopposition intermediate the. ends ofsaidslot. At'one side of Stop position in dicated in the drawing by a legend Ahead, the lever I45 has'a' Run and idle position which is located substantially'midway between Stop position and the end of the slot where said lever has a Full speed position. Adjacent the Run and idle position the slot I4 6 opens to a side slot I41 to allow movement of lever I45 to a Start position. At the opposite side of Stop position, indicated by the legend Astern, the lever I45 has oppositely arranged Run and idle and Full speed positions, and adjacent said Run and idle position a Start position in a side slot I48.

In Stop position of lever I45 the valve means (not shown) controlled by said lever are operable to open the several pipes 15, I39, I05 and I! to atmosphere. L1 "Run and idle position at the Ahead side of Stop position the valve means controlled by lever I 45 are operative to supply fluid under pressure to the ahead control pipe 89 while maintaining the astern control pipe 15, the starting control pipe I05 and the speed control pipe I! open to atmosphere, While upon movement of said lever into the side slot Ml fluid under pressure is adapted to be additionally supplied to the starting control pipe I05. In the Run and idle position of lever i 45 at the opposite or astern side of Stop position, fluid under pressure is adapted to be supplied to the astern control pipe I5 while the ahead control pipe 89, the starting pipe I05 and the speed control pipe I'I will be open to atmosphere, While upon movement of said lever into slot I48 fluid under pressure will also be supplied to the starting control pipe I05.

- When the lever I45 is in either of the Run and idle positions the speed control pipe I? is adapted to be open to atmosphere as above described, for rendering the speed control motor it effective to move the governor control lever I 4 to the idle position in which it is shown in the drawing, while upon movement of the operators lever I45 to either of the Full speed positions fluid at a maximum degree of pressure is adapted to be provided through pipe I1 to the speed control motor I6 for operating said motor to move the governor control lever I4 to the maximum speed position indicated by the dot and dash line I5, to thereby provide for operation of the engine at maximum speed. Any desired degree of speed or output of the engine, between idle and maximum may be obtained by suitable adjustment of the operators control lever I45 between either Run and idle position and the adjacent Full speed position.

The control apparatus as so far described is substantially identical to corresponding parts of the control apparatus fully disclosed and described in the copending application hereinbefore referred to, in View of which, a more detailed disclosure and description of such parts is not considered essential in the present application to a clear understanding of the invention.

The operation of the apparatus as so far described is as follows:

Let it be initially assumed that the operators control lever I45 is in Stop position opening the astern and ahead control pipes I5 and 88, respectively, to atmosphere, and also opening the starting control pipe I05 and the speed control pipe I! to atmosphere. Chambers 60 and 82 in the astern and ahead pilot valve devices 42 and 43 will thus be open to atmosphere so that the parts of said devices willbe in the position in which they are shown in the drawing with the release valves 54 and 11 open. Chamber 34 above the reversing piston 33 will therefore be open to atmosphere through passage 40and past valve I1, while chamber 36 below said piston will also be open to atmosphere through passage 39 and past valve 54. The reversing piston 33 will therefore be in a static condition, and let it be assumed that it is in the position in which it is shown in the drawing conditioning the engines valve gear for operation of the engine in the astern direction.

With diaphragm chambers '69 and 82 in the astern and ahead pilot valve devices 42 and 43 open to atmosphere, chamber I35 in the fuel and brake control valve device 45 will also be open to atmosphere past either one end or the other of the double check valve MI and thence through either passage I42 or I43 and past the release Valve 54 or TI, respectively. The parts of the fuel and brake control valve device 45 will therefore be positioned as shown in the drawing with valve I3I open, so that fluid under pressure supplied through passage 49 to chamber 50 will flow past said valve to chamber I38 and thence through-passage I39 and pipe 6 to the brake cylinder device 5 and to the fuel cut-off motor 2I. The brake cylinder device 5 Will therefore be operated to cause the brake '4 to brake the drive shaft 3 of the engine, while the fuel cut-off motor 2! will be operated to hold lever I9 in its fuel cut-off position in which it is shown in the drawin for cutting off the supply of fuel to the engine.

With diaphragm chamber I35 in the fuel and brake control valve device 45 open to atmosphere as above described, fluid under pressure will also be vented from diaphragm chamber I00 in the starting control valve device 44 by way of the check valves I44, chamber I35 and passage I40, so that the parts of the starting control valve device 44 will be positioned as shown in the drawing with the release valve 96 open. With valve 06 open chamber I06, passage I01, and thereby pipe I2 and the starting control motor II will be open to atmosphere so that lever B of the starting air valve device 8 will be in its starting air cut-off position in which it is shown in the drawing.

Let it now be assumed that the operator desires to re-start the engine in the astern direction, in which it last operated, as determined by the position of the reversing piston 33 in contact with the closed end of its cylinder as shown in the drawing.

In order to start and operate the engine in the reverse or astern direction, the operator will move the control lever I45 from Stop position to the Astern Start position in slot I48. This operation of lever I45 will effect a supply of fluid under pressure to the starting control pipe I05 and to the astern control pipe 15, while maintaining the ahead control pipe 89 and the speed control pipe I1 open to atmosphere.

Fluid under pressure thus supplied to the start ing control pipe I05 will flow to chamber I03 in the starting control valve device 44 where for the present it will stop since the supply valve is closed. Fluid under pressure supplied to the astern control pipe 15 will however flow through passage 14, choke 13 and passage 12 to diaphragm chamber 69 in the astern pilot valve device 42. When a suflicient pressure of fluid is then obtained in chamber 69 acting on diaphragm 68 to overcome the opposing force of spring 70, said diaphragm will deflect in a downward direction and move plunger 55 into contact with the re- 9 lease valve 54 and then move said valve to open the supply valve 41. Fluid under pressur will then flow from chamber 48 past the supply valve 41 to chamber 53 and thence through passage 39 to chamber 36 below the reversing piston 33 to act on said piston for urging it to its astern position, which it already occupies as shown in the valve IT in the ahead pilot'valve device 43. The

pressure of fluid provided through passage I42 and "acting on the lower face of the double check valve I 4| will therefore shift said valve to its upper position for opening communication between said passage and passage I40 to permit flow of fluid under pressure from passage I42 to passage I40'and thence to chamber I35 above diaphragm I33 in the fuel and brake control valve device 45. 7

When sufiicient'pressure is-thus obtained in chamber I35 toovercome the opposin force of spring I34 on diaphragm I33, said diaphragm will deflect in a downward direction and shift the plunger I32 first into contact with valve I3I for closing off the supply of fluid under pressure from chamber 50-to chamber I38. Further deflection of diaphragm I35 will then act through valve I3I to open valve I30, whereupon fluid under pressure will be released from chamber I30 to chamber 62 and thence to atmosphere through port 33. Upon this release of fluid under pressure from chamber I38, fluid will also be released from passage I39 and pipe 6 and thus from the brake cylinder device 5 and from the fuel cut-off motor 2 I. The brake cylinder device 5 will then operate to release brake 4 on shaft 3, while the fuel cutoff motor 2I will operate to move lever I9 of the fuel cut-off valve device I8 to the position indicated by the dot and dash line 20 for admitting fuel to the engine.

7 At substantially the same time that the brake 4 on shaft 3 is released and the fuel cut-01f valve device I is operated toadmit fuel for running the engine, the fluid under pressure supplied to chamber 36 below the reversing piston 33 will flow throughpassage I22 to chamber M for acting on the check valve II3 to maintain said check valve seated, and fluid under pressure will also flow from chamber 36 through passage I20 to chamber I I6 containing the unseated check Valve H4. This condition of the two check valves H3 and H4 is the same as during las'toperation of the engine and will-not change upon simultaneous supply of fluid under pressure to the two chambers, H5 and I I6, as occurs in the particular operation being described.

Fluid under pressure supplied to chamber H6 in the double check valve II2 will flow past the check valve I M and through the radial ports I I9 to passage H0 and thence through choke I09 to chamber I00 above diaphragm 98 in the starting control valve device 44. When the pressure of fluid thus obtained in chamber I00 becomes sufficient to overcomethe opposing force of spring 99 on diaphragm 98, said diaphragm will deflect downwardly andmove stem 91 into engagement with releasevalve 96 and then shift said release valve to open the supply valve 95. Upon opening of valve 95,'fluid under pressure supplied to chamber I03 through the starting control pipe I05 with gee-s36 l r r ,10 a the operator's control lever in the Astern Start position in recess'l48, will flow past said valve to chamber I06 and thence through passage I0! and pipe I2 to the starting control motor Ii and actuate said motor to move the starting air valve lever 9 to the supply position indicated by the dot and dash line I0, whereupon starting air from any conventional source will be supplied to the starting air pipe I for supply to the engine cylinders for starting the engine to turn in the astern direction, as determined by the position of the reversing piston 33. As soon as the engine starts to turn under the influence of starting air provided in pipe I, the fuel supplied to the engine by operation of the cut-ofifl valve device I8 will fire and cause the engine to run on fuel. After the engine fires and is running on fuel the operator will then movethe controllever I45 out of the Astern "Start position in recess I48 to the "Astern Run and idle position and the engine will then continue to run on fuelat an idling speed. This movement of lever M5 to the Astern Run and idle position" will however cut off the supply of fluidunder pressure to and will release fluid under pressure from the starting control pipe I05, and since said pipe is open past valve in the starting control valve device 44 to the starting air motor II, fluid under pressure will be released from said motor to effect operation of the starting air valve device 8 to cut off thesupply of starting air to the engine.

To now increase the speed of the engine operating in the astern direction, the operator may adjust lever I45 between the Run and idle position and the Full speed position at the Astern side of Stop position, as will be apparent.

When the operator desires to stop the engine he will move the control lever I45 to Stop position for releasing fluid under pressure from the astern control pipe I5 and thus from diaphragm chamber 09 in the astern pilot valve device 42, this release of fluid under pressure from chamber 69 occurring at a relatively rapid rate through the communication, including the check valves 9], which by-passes the ohoke 'l3'. When the pressure in diaphragm chamber 69 is sufliciently reduced, spring I0 will return the-diaphragm 00 and plunger 55 to the positions in which they are shown in the drawing, permittingclosure of the supply valve 41' by spring 60 and opening of the release valve 54 by spring 04. Upon openingthe release valve 54 fluid under pressure will be released from chamber 53 and the connected chamber 36 below the reversing piston 33, and also from diaphragm chamber I35 in the fuel and brake control valve device 45, by way of passagel lfl, past the double check valve I41 and through passage I42. When-the pressure in chamber I35 is thus sufficiently-reduced, spring I34'will return the diaphragm l33'and'plunger I32 to the positions'in which they are shown in the drawing to permit closure-of valve I30 by spring I36 and opening of valve I3I by spring I3I.- Upon opening of valve I3I fluid under pressure will be'su'p plied from passage 49 and chamber 50 to chamber I38 and thence through pipe 6 to the brake cylinder device 5 and to the fuel cutf motor 2 i. 'The brake cylinder device 5 will then operate to actuate brake 4 to stopthe drive shaft 3 and the engine I while the'fuel cut-off motor 2I will oper ate to move lever 'IB of the fuel cut-off valve device I8 to the fuel cut-off position in which it is shownin'the drawing for cutting off the supply of fuel to the engine, so that the engine may be stopped by brake 4,--

When fluid under pressure is released from diaphragm chamber I35 in the fuel and brake control valve device 45, fluid under pressure will also be released from diaphragm chamber I in the starting control valve device 44 by way of the communication including the two check valves I44 and thence through diaphragm chamber I35, so that the parts of the starting control valve device will return to the position in which they are shown in the drawing and in which position the sup ly valve 95 will be closed and the release valve 96 is opened.

Now let it be assumed that with the engine at rest and with the reversing piston 33 in the position in which'it is shownin the drawing providing for astern operation of the engine, the engineer desires to start the engine in the ahead direction. To accomplish this, the operator will move lever I45 to the Ahead Start position in the side slot I41 to supply fluid under pressure to the ahead control pipe 89 and to the starting pipe I05, while maintaining the astern pipe 15 and speed control pipe I! both open to atmosphere.

The fluid pressure supplied topipe I will flow to chamber I03 in the starting control valve device 44 but the valve 95' in said device will be closed at this timeas previously mentioned. The fluid pressure supplied to the ahead control pipe 89 will however flow through choke 8'! and passage 86 to chamber 82 above diaphragm 80 in the ahead pilot valve device 43, and when sufiicient pressure is thus'obtained in said chamber to overcome the opposing force of spring 8I on diaphragm 90 said diaphragm will deflect in a downward direction andmove plunger I8 into seating engagement with valve 11 and then actuate said valve to open the fluid pressure supply valve 18.

Fluid under pressurefrom chamber 48 will then flow past the supply valve 16 to chamber 85 and thence throughpassage 40 to chamber 34 above the reversing piston 33. Chamber 36 below the reversing piston is at this time open to atmosphere through passage 39 and past the open release valve 54 in the astern pilot valve device 42, so that when suflicient pressure of fluid is obtained in chamber 34 on the reversing piston 33, said piston will start moving in the direction of the pressure head 31.

As the piston 33 is moved toward the pressure head 31 it will first close communication between chamber 36 below the piston and passage I20, and then after a slight further movement open said passage to chamber 34 above the piston which is being supplied with fluid under pressure. Fluid under pressure vfrom chamber 34 will then now through passage I20 to chamber I I6 containing the check valve II 4. Chamber II5 containing the check valve I I3 is at this time open to atmosphere by way of chamber 36 below the reversing piston 33, as a result of which, the pressure of fluid provided in chamber H6 and acting on the check valve I I4 will move said check valve toward the left-hand and into contact with its seat, this movement shifting the check valve II3 out of contact with its seat.

Finally, when the reversing piston 33 obtains its ahead position defined by contact with the pressure head 31, and in which position the engines reversing gear will have been reversed to provide for operation of the engine in the ahead direction, the passage I22 will be opened past said piston to chamber 34 which is supplied with fluid under pressure. Fluid under pressure will then flow from chamber 34 through passage I22 to chamber H5 and thence past the open check valve II3 to passage I10 and thence through choke I09 and passage I08 to diaphragm chamber I 00 in the starting control valve device 44. When a sufficient pressure of fluid is thus obtained in chamber I00 to overcome the opposing force of spring 99 on diaphragm 98 said diaphragm will deflect in a-downwarddirection and move plunger 91 into engagement with the release valve 96 and then act through said valve to open the supply valve 95. When the supply valve 95 is opened fluid supplied to chamber I03, with the operators control valve device in the Ahead" Start position, will flow past said valve to chamber I06 and thence through passage I07. and pipe I2 to the starting air motor II and operate said motor to actuate the starting air valve device 9 to supply starting air to pipe I and thence to the engine cylinders for starting the engine to turn in the new or ahead direction, as determined by the position of the reversing piston 33 in contact with pressure head 31.

At the same time as the reversing piston 33 is operating to reverse the engines-valve gear or timing to provide for ahead operation of the engine, as just described, fluid under pressure supplied to chamber in the ahead pilot valve device 43 will also flow through passage I43 to the upper end of the double check valve MI. The lower end of the double check valve is at this time open to atmosphere through passage I42 and past the open release valve 54 in the astern pilot valve device 42, as a result of which, the pressure of fluid provided in passage I43 will shift said valve to its lower position for opening communication between said passage and passage I40. Fluid .thus supplied to passage I40 will then 'flow to chamber I35 in the fuel and brake control device 45 and when this pressure becomes sufficient to overcome the opposing force of spring I34 on diaphragm I33, said diaphragm will deflect in a downwarddirection and move plunger I32 into contact with valve I3I for cutting ofi the supply of fluid under pressure from chamber 50 to chamber I38, and then act through said valve to open valve I30. When valve I30 is opened fluid under pressure will be vented from the brake cylinder device 5 and from the fuel cut-01f motor 2| to thereby release the brake 4 and effect operation of the fuel cut-ofi valve device I8 to supply fuel to the engine. When the engine starts tuming under the influence-of compressed starting air supplied through the pipe I as above described, the engine will then flre and run on the fuel supplied thereto in the ahead direction as determined by the reversing piston .33 in contact with the pressure head'3'l.

After the engine is started in the ahead direction and is runningon fuel as just described, the operator will move the control lever I45 out of the slot I41 to the Runand idle position at the Ahead side of Stop position for releasing fluid under pressure from the starting control pipe I05 and thereby from the starting air motor II to cause operation of the starting air supply valve 8 to cut off .the'supply of starting air to the pipe 1. The engine will then continue to run on fuel, and by proper adjustment of the operators control lever I45 between the Ahead Run and idle position and the Ahead Full speed position any desired degree of engine speed may be obtained, as will be apparent.

In order to stop the engine from operation in the ahead direction, the operator will move lever I45 to Stop position to release 'fluid under pressure from the speed controlpipe I I'to permit the lease fluid under pressure from the ahead control pipe 89 and from chamber 82 in the ahead pilot valve device 43. The ahead pilot device 43 will then operate to release fluid under pressure from chamber I35 in the fuel and brake control valve device 45 to permit operation of the latter device to cause operation of the fuel cut-off motor 2| to actuate the fuel cut-01f valve device I8 to cut off the fuel supply to the engine, and to also cause operation of brake 4 to stop the engine, as will be apparent from the above description.

With the operators control lever I45 in a position between the Run and idle and Full speed positions at the Ahead side of Stop position causing operation of the engine in an ahead direction, let it be assumed that the operator desires to reverse the direction of operation of the engine. To accomplish this'he may move lever I45 from the position it may be in at the Ahead side of Stop position directly to the opposite side of Stop position and into the side slot I48 to the Astern Start position.

This movement of the operators control lever I45 to the Astern Start position will release fluid under pressure from pipe I1 and thereby from the speed control motor It to permit movement of the governor control lever I4 to its engine idling position in which it is shown in the drawing, and will also release fluid under pressure" from'the ahead control pipe 89 and supply fluid under pressure to the astern control pipe I5 and to the starting control pipe I05. Upon the release of fluid under pressure from the ahead control pipe 89, the fluid pressure will be promptly released from diaphragm chamber 82 in the ahead pilot valve device 43 by way of the serially arranged check valves 90 and spring 8i will then deflect diaphragm 80 to the position in which itis shown in the drawing. This movement of diaphragm 80 and thereby of stem I8 will permit closing ofthe supply valve 16 by spring 83 and opening of the release valve 11 by spring 34, soas to release fluid under pressure from chamber 34 above the reversing piston 33, and for at the same time, releasing by way of the double check valve I4I fluid under pressure from chamber I35 above'diaphragm I33 in the fuel and brake control valve device 45. The fuel and brake control valve device will then operate to supply fluid under pressure from chamber50 to chamber I38 and thence through pipe 6 to the brake cylinder device 5'and fuel cut-out motor2l for applying brake 4 to shaft 3 and for actuating the fuel cut-out valve device I8 to cut off the'supply of fuel to the engine. With the supply of fuel to the engine cut off and brake 4 applied to shaft 3, said brake will cause deceleration and the eventual stopping of the engine.

When fluid under pressure is released from diaphragm chamber I35 in the fuel and brake interlock valve device 45 as just described, fluid under pressure will also be released from diaphragm chamber I00 in the starting control valve device 44 by way of the check valves I44 and chamber I35, so as to permit operation of the starting control valve device 44 to efiectjclosure of valve 95. With the operators control lever in the Astern Start position supplying fluid under pressure to the starting control pipe I05, this closing of valve 95 will prevent flow of this fluid from chamber I03 to the startingcontrol motor II,'atthis time. I I At thesame time as .the structure operates to cut ofi the:supply;of;fuelto the engine-and to apply brake 4 to the engine drive shaft 3 to brin g the engine to a stop from operation in the ahead direction, fluid under pressure supplied to the astern control pipe I5 will flow through choke 13 and passage I2 to diaphragm chamber 69 in the astern pilot valve device 42. When a sufficient pressure of fluid is thus obtained in chamber 69 of the astern pilot valve device to overcome the opposing force of spring I0 on diaphragm 68, said device will operate as above described to supply fluid under pressure to chamber 36 below the reversin'g piston 33 to effect movement of said'reversin'g piston from its ahead position to contact with pressure head 3I, to its astern position in which itis shown in the drawing. 7

In the'operation just described, it is desired to point out that the flow capacity of choke I3 with respect to the volume of chamber 69 in the astern pilot valve device 42 is such as to prevent sufficient pressure being obtained in said chamber for deflecting diaphragm 68 against the opposing force of spring I0 for a certain period of time after movement of the operators control lever I45 from the Ahead side of Stop position to the Astern Start position in slot I48. This period of time, for instance 6 seconds, is such as to allow the engine to be brought substantially to a stop by brake 4 before the astern pilot valve device 42 will operate to supply fluid under pressure to chamber 36 for moving the reversin piston out of its astern position. In other words, the choke I3 prevents operation of piston 33 to reverse theengines valve gear or timing for an interval of time of sufficient duration to insure the engine being brought to a stop by brake 4.

At the same time as fluid under pressure is supplied to chamber 36 below the reversin piston 33 for moving said piston to its astern position, fluid under pressure will also flow from chamber 53 in the astern pilot valve device 42 through passag I42, past the double checkvalve I4! and through passage I40 to diaphragm chamber I35 in the fuel and brake control valve device 45. The fuel and brake control valve device 45 will then operate as before described to release fluid under pressure from'the brake cylinder device 5 and from the fuel cut-off motor ill, for thereby releasing the brake 4 on the propeller shaft 3 and'for causing operation of the fuel cut-01f valve device I8 to-again supply fuel to the engine. It will be noted that since the astern pilot valve device 42 will not operate to supply fluid under pressure to effect 're versingmovement 7 of the reversing piston 33 until after the engine is brought to a stop, the brake 4 will not bereleased and fuel will not be supplied to theengine until after the engine has been brought to a stop.

After a certain degree of movement of thereversing piston 33 away from its ahead position in contact with pressure head 31, fiuid-willbe supplied from chamber 35 through passage I22 to chamber M5 for closing the check valve I I3 and for opening the check valve I I4.-- Then when thepiston 33 attains its astern position, in which it is shownin the drawing, fluid under pressure will flow from chamber 36 to passage I20'and thence past the-open check valve I I4 to passage IIO and to the starting control valve device 44. The starting control valve device 44 will then operate to ope-n communication between chamber' I03; supplied with fluid under pressure-from the operators control valve device with lever I45 in' the Astern, Start positionfaridbhiihbi -III6-for Supplying fluid under pressure to pipe I2 and thence to -the starting control motor I I to effectoperation of said motor and thereby of the startin air valve 8 to supply startin 'air to: pipe 1 to effect starting of the engineto turn inthe new or astern direction, as determined bythe position of the reversing piston 33, which piston will be in contact with the closed end of its cylinder as shownin the drawing.

It will now be seen .that in reversing theengine from ahead to astern the structure operates in responseto movement of the operators control lever from the Ahead side of Stop position to ,the Astern Start position in slot I48, to first cut ofi, the supply of fuel-to the-engine-and to apply-brake 4 to the drive-shaft 3 in order that the engine may be brought to a stopafter a period of time determined by the flow-capacity of choke 13 with respect tothe volume of chamber 59 in-the astern pilot valve device 42, which period of time is of sulficient duration to insure the engine being substantially stopped by brake 4. The pilot valve device- 42 then operates to cause movement of the reversing piston 3 'to its astern position for conditioning the engine to operate in the astern direction, and at substantially the same time causes operation of the fuel and brake control valve device 45 to release the'brake 4 on the shaft3 andto-resupply fuel to them-- gine. After the reversing piston 33 obtains its astern position, the starting control valve device 44 operates to supply starting air to the engine for causing it to start turning in the new or astern direction. With fuel supplied to the engine at this time the engine will then fire and run on fuel. After the engine fires and is running on fuel the operatorwill move lever I45 out of the Astern Start, position in slot I48 to the Astern Run and'idle position for releasing fluidunder pressure from .the starting motor II to permit operation thereof to actuate the starting air valve device 8 to-cut off the supply of starting air to pipe 1 and to the engine. The-engine will then continue to run on fuel, and the operator may acceleratethe engine to any desired degree by moving lever I45 out ofthe Astern Run and idle, position in the direction of the Astern Full speed position; as will be apparent.

With the'engine operating in the astern-directionvas just described let it be assumed that the operator desiresyto cause operation-- of the engine in the ahead or forward direction; To accomplish thishe will move theqcontrol lever I45 from whatever position it may be occupying at the Astern side of Stop position to ,the Ahead" "Start" position inslot I41, foreflecting release of fluid under pressure'from the astern control pipe 15 and from the speed -control pipe I1, and for supplying fluid under-pressure to the ahead control pipe 89 and to the starting control pipe I05.

Upon this release of fluid under. pressure-from the eastern control pipe15 andfrom diaphragm chamber 69 in the astern .pilotvalve device 42 by way-of the check valves 9I, said pilot valve device will operate torelease fluidunderpre'ssure' from chamber 35 below the reversinglpise ton33-and from diaphragm chamber;:l35 in the fueland brake control valve device 45.- The fuel and-brake control valve device 45 will .thenioperate -asbefore described to. supply fluid under pressure; to'the brake cylinder :device and to fuel; cutrofimotor- 2! for. applying. the; brake eration of the starting air valve fuel-to the engine in order that the engine may be brought to a stop by operation of said brake.

At the same time as the fuel is cutoff to the engine and the brake 4 is applied, fluid under pressure supplied to the ahead control pipe 89 will flow through choke 81 to diaphragm chamber 82 in the ahead pilot valve device 43. The choke 81 restricts this supply of fluid under pressureto chamber 82 to such an extent however as to prevent operation of the ahead pilot valve device 43 by fluid under pressure for a period of time suflicient to bring the engine to a substantial stop by brake 4. At the termination of this time period, such as six seconds, a suflicient pressure will be obtained in chamber 82 to operate the ahead pilot valve device 43 to supply fluid under pressure to chamber 34 above the reversing piston 33 and also to chamber I35 in the fuel and. brake control device 45. The reversing piston 33 will then move to its ahead position in contact with the pressure head 31 for reversing the engines valve gear or timing, and at substantially the same time the fuel and brake control valve device'45 'will operate to release the brake :4 on shaft 3 and effect operation of the fuel cut-off motor EI and thereby of the fuel cut-off valve device I8 to resupply fuel to the engine, it being noted that the engine is stopped ,before the fuelis resupplied thereto.

After the reversing piston 33 obtains its ahead position in contact with the pressure head 37, the starting control valve device 44 will operate to supply air to the starting motor II to effect opdevice 8 to supply starting air through pipe 1 to the engine to cause said engine to start rotating in the new or ahead direction, which direction is determined by the reversing piston 83 being in contact with pressure head 31. When the engine is thus started, the fuel supplied to the engine will fire and cause the engine to run on fuel. The operator will then move the control lever I45 out of Ahead Start position in slot I41 to the adjacent Runand idle position to cut off the supply of starting air to the engine and then by suitable adjustment of said lever between said Run and idle position and the Ahead Full speed position, the operator may cause the engine to operate in the ahead direction at any desired speed.

It will now be noted that in reversing the engine from; ahead to astern. the choke 13 and diaphragm chamber 69 in the astern control valve device'42 provide for the engine being brought to a substantial stop fromoperation in the ahead direction before causing operation of the reversing piston-33 to reverse the valve timing or gear of the engine to. provide for operation in the astern direction. The. choke 81 and chamber 82 in the ahead pilot valve device 43 accomplishes the same ,end when reversing the direction of operation ofthe engine from astern to ahead.

It should also be noted however that with the engine stopped with the reversing piston 33 in the reverse position in which it is shown in the drawing, the restarting of the engine in the same orxa'stern'directionis also delayed by choke 13 and chamber 69 the same as in reversing the engi'n'e from operation in the ahead direction to the astern-direction. Likewise, with the engine stoppedrfrom last operationin an ahead direction, under which condition the reversing piston 335 will be in contact with the pressure head 31, the: restarting .of the engine in the same direcabove diaphragm 86 in the ahead pilot valve device 43, the same asif reversin the enginefrom astern to ahead direction. ,The time delays provided by chokes13-and 81 are desired in reversing the direction of operation of the engine from astern to aheador vice versa, for reasons above brought out, but such delays are not essential in restarting the engine in the same direction that it last operated, and according to the invention means are provided for automatically eliminating the delay periods incident to these chokes under the last named condition. 1 I n One embodiment of the invention is associated withthetiining or interlock valve portion 3I ;o f the maneuvering control valve device 26, as shown in Fig.1, while the other "embodiment of the invention is associated with the reversing piston rod 35, as shown in Fig, 2, I

According tothe embodiment'of theinvention shownin Fig. 1, I, provide twoiike but separate valve devices I56 and IIi' for openingfluid pres"- sure supply communications around chokes '13. and '61 to 'chamber's'6'9jand 82, respectively, said communications having greater flow capacity than said chokes" so as to"elirnin ate the delay efl'ect thereof inrestarting the engine in the last" direction of operation.

The valve device I56 comprisesa casing hav-f ing a chamber I52 which is connected by a pipe I53 to passage 12 leading to diaphragm chamber 69 in the astern pilot valve device 42. The cham-, ber I52 contains a poppet valveI54 having a stem I58 extending through an opening in a wall I55 separating said chamber from a chamber I56 which is open through'a pipe I51 to passage 14. It should be noted that pipe I51 is connected to passage-14 at one side-of choke 13 while pipe I53 is connected to passage 12 at-the' opposite side of saidchoke, the'valve I 54 thus controlling a communication between these passages by- -pas'singsaid choke. i Y The valve stem I58 extends from wall I55 through chamber I56 and the outer end-wall or chamber I56 to the exterior of the casing. The portion of stem I58 extending through the wall I55 is fluted to allow flow of fluid under pressure from chamber I56 to chamber I52 when the valve I54 is outof engagement with a seat provided'on said wall, but the'portion beyond this fluted por-' tion is cylindrical to minimize leakage of-fluid under pressure from chamber I56 through the outer. end wall of chamber I56 to atmosphere. A spring I59 in chamber I52 acts onthe valve I54 for urging it to its closed position in which it is shown in the drawing. 7 The valve device I5I is identical in structure to the: valve device I56 and, briefly described, comprises a valve-I66 arranged to control communication between a chamber I6I and a chamber I62; A spring I63 in chamber I6I acts on valve I66 for urgingit toits closed position.- The valve I66 is provided with a stem I64 projecting to beyond the exterior of .thecasing; The chamber I6I'is connected by a pipe I65 to passage 86 at one side of the .choke.81,* while chamber I62 is connected by a-pipe I66 to passage 86 at-the opposite side ofsaid,- choke, the communication through these pipes being-controlled by valve I66 and having greater; flow capacity than-said choke so-that intermediate its ends 1116 flxed pin I68 hasone rmarran d-dis n e he d f va e m V V l I l,

" sureto chamber I12, with chamber I13 open to piston I16to-uns eat valve I54 in with said valve open said choke will be rendered for opening valvei54and anotherarm arranged to engage stem I64 otvalve I66 for opening the lattervalve. The lever I61 also has a third arm ted atitls end to a rod I66 projecting from 16contained in a cylinder 'I1I. At one s de of piston I16 5a chamber I120pen to pipe I53 andat the opposite side a chamber I13 open to pipe I65L Upon'the supply of fluid under presis on atmosphere, piston" I16 will move to the position in, whichdt'ii's "shown in the drawing for thereby operating thelever' I61f'tof ope'n valve I54 in the valve device'I5'6' and to all'ow'closing of valve I66 in the' valved e!by sprmglsa; Upon the unuerpressure'm chamber I13 mberfj I12' op'enfto atmosphere, the

fill"mo vefto the "opposite end of its actuate leverfl'61"to open valve I66 in the" valve device I 5I'and topermit closing of valve i5 i'inthe'valve device I56'by spring I56; "one end of'atensionedtoggle spring I15 15 connected to'the connection-betweenlever I68 and" the" piston rod I69,'Whi1e its'other end is anchored onaiixed'pm' I16, thisspring' being fiectiveto'prevent'movement'of piston I16 from either oneof its two positions to the-other'position by fluid at deflect diaphragms 66 or 86 against the opposing forceoftheir respective spring16 or'8l'.

Now 1et"it be'assumedthat the engine is operating'in 'theastermdirection', under which condition'the reversing piston 33 will'bein the position in whichitis shown in-the drawing, fluid will be effective through the astern control pipe 15 in i 69 orthe'astern'pilot valve device 42' at a'press ure' sufficient to' deflect diaphragm 66 against the opposingforce of spring .765 This 'fluid"pressure is' diaphragm' chamber 66 will also be effective throughpipe I53 in piston chamber "I12 of the cylinderdevice I1 I to operate v thevalve device I5 6, for-thereby opening the by-pass communication around choke 13.

Now let it be assumed that the engine has been stopped from operation in the'astern direction by movement of the operators control lever I45 to Stop position in which fluid under pressure is released from the astern control pipe 15 and chamber'fia in theast'ernpilot'valve device M, as hereinbefore'described. With fluid thus re leased from the astern control pipe'15;fiuid under pressure will also bereleased-from chamber I12 at th left-hand iace'of piston I16, but with chamber I13 -at the opposite side open to atmospherth'roughthe ahead control pipe 86, at this time, said piston will remain in the position in which it is shown in the drawing under the action of toggle spring-I 1'5, -so that the valve I54 will remain open while valve I66Willbe closed. -'-With the engine stopped as just mentioned, if the operator desires to restart the engine in the astern direction, i.-e. the last mentioned direction of-operation'hewill move control l'ever I45 to the Asterh fStart position in slot I48 as above describedand as a result, fluid under pres sure will be supplied to the astern' control pipe 15 and thence to passage 14in the maneuvering control valve device 26. The fluid pressure supplied to "passage-14willthen flow through pipe I51 past the open valve I54 to pipe I53 and thence through passage 12 to diaphragm chamber 69 to the astern pilot valvedevice 42, it being noted that this flow is through a communication .by-.

diaphragmchamber pressure'less than required to passing the choke I3, so that said choke is inehectivetodelay the supply of fluid under pressure to said chamber. As a result, pressure of fluid in chamber 69 will promptly increase to the degree required to deflect diaphragm 68 against spring ill to cause restarting of the engine in the astern direction. It will thus be seen that in starting the engine in the astern direction after last operation in said direction, the open valve lee in the valve device I50 nullifies the effect of choke 13 so that the engine restarts without the delay incident to said choke, above described.

Now let it be assumed that the engine has been stopped from operation in an ahead direction, underwhich condition the reversing piston 33 will be in contact with the pressure head 31. With the engine last operating in the ahead direction, diaphragm chamber 32 will have been charged with fluid under pressure and this pressure efiective tm'ough pipe I65 in chamber I73 at the righthand side ofpiston I10 will have moved the piston Silt to the left-hand end of its cylinder for opening the valve I60 in the valve device II. The valve I54 in the valve device I50 will be closed. If the operator now actuates the control valve device 27 to restart the engine in the last direction of operation, i. e. in the ahead direction in the presentinstance, fluid under pressure supplied to pipe 8Q and passage 88 will flow past the open valve I 60 in the valve device I5I to diaphragm chamber 82 in the ahead pilot valve device 43, this flow being around the choke 81 thus rendering said choke ineffective to delay response of the ahead pilot valve device 43 to operation of the operators control lever I45. The ahead pilot valve device 43 will therefore promptly operate to restart the engine in the last mentioned direction of operation.

, It should be noted that while the valve devices I50 and I5I eliminate the delay periods incident to the control of the rate of flow of fluid through chokes l3 and 81 when the engine is restarted from stop in its last direction of operation, as just 20 for automatic control, in a desired sequence, of a plurality of diiferent operations, such as incident to the control of starting, stopping and reversing, and the control'orspeed of power output of a reversible-Diesel engine. The apparatus em-' bodies pneumatic means operable automatically to delay reversing of theen'gines valve timing or gear while the engine is in motion. This delay I is desirable when the" direction of operation of the described, the toggle spring I15 ensures that the valve I will be closed during reversing of the direction of operationof the engine from astern to ahead, and that valve I54 will be closed during reversing of the direction of operation of the engine'from ahead to astern, so that upon reversing the direction of. operation of the engine the chokes Bi and I3 will be effective the same as before described:

, As shown in Fig. 2, thevalve devices I50 and i-5I may; if desired, be arranged for control by i an arm I14 projecting'from one side of the reversing piston rod 35, said arm being arranged to open valve [66in the valve device It when the reversing piston 33 is in the astern position in which it is shown in Fig. 1, and to open valve I54 with thereversing piston in its ahead position defined by contact with pressure head 31. Thus, when the engine is stopped with the reversing piston in its astern position the valve device I5I will be conditioned to render choke I3 ineflective in case the engine is restarted in its last direction of operation or in the astern direction. On the other hand, in case the reversing piston 33 is in itsahead position the valve device I50 will be conditioned to render choke 8! ineffective in case the engine is restarted in the ahead direction, as will be apparent.

I Summary From the above descriptionit wilLnow be noted that the fluid pressure control apparatus provides engine is'being changed from ahead to start or vice versa, but it is not desirable upon restarting the engine in the last direction of operation and means are therefore provided to automatically eliminate the delay under the last named condition;

Having now' describedmy invention, what I claim as new and desire to secure by Letters Patexit is:

1. An apparatus for conditioning a. reversible prime mover. for operation in'either one direction or in the opposite direction comprising in combination, areversing member movable to first and second positions for conditioning said prime mover for operation in, respectively, either said one or, opposite directions, operators control means operable to selectively effect movement of said reversing member'to either oneor the other of its different positions delay means for preventing response of said reversing member to operation of. said control means-for a chosen interval or time after operation of said control means, and means automatically adjustable in accordance with; the. position of said reversing member to render said delay means either effective or inefiective to delay said response of said reversing member.

2. An apparatus for conditioning a reversible prime mover for operation in either one direction or in the opposite direction comprising in combination, a reversing control member movable to one position for conditioning said prime mover for operation in one direction and movable to a second. position for conditioning said prime mover for operation inthe opposite direction, a first fluid pressure sensitive means operable by fluid under pressure to effect movement of said member to said one position, a second fluid pressure sensitive means operable by fluid under pressure to effect movement of said member to said second position, an operators control device having first andsecond control positions, corresponding to the said positions of said reversing control member, and being operable upon movement thereto to supply fluid under pressure to, respectively, said first and second pressure sensitive means, each pressure sensitive means comprising means operable to prevent operation thereof to effect movement of said reversing member by fluid at less than:achosen pressure; timing means operableto delay for a chosen interval of time, after movement or-said control device toits first or second position, obtaining said chosen pressure of fluid, and means operableupon operation of said-first pressure sensitive means by fluid under pressure to render the respective timing means ineffective and the other timingmeans effective, and operable upon'operation'of said second pressure sensitive means to render the respective timing meansinefiective and the other timing means efiective.

3. An apparatus for controlling the conditioning of a'reversible prime mover for operation in either one direction or in the opposite. direction and for also controlling thestartin'gof said prime mover comprising in combination, reversing means movable toonegposition to condition said prime mover foroperation in one direction and movable to another position to condition said prime mover for operation in the opposit direction, an operators control device comprising a lever having a neutral position, a first position at one side of said neutral position and a second position at the opposite side of said neutralposition and being operable upon movement of said lever to said first position to effect movement of said reversing means to said one position and upon movement of said lever to said second position to effect movement of said reversing means to said other position, starting means for said prime mover, means operable by said control device in said first and second positions of said lever to effect operation of said-startingmeans when said reversing means is in, respectively, said one and other positions, means associated with said reversing means operable to prevent operation of said starting means upon movement of said lever to effect movement of said reversing means and during movement of said reversing means, control means preventing response of said reversing means to operation of said lever for a chosen interval of time after operation of said lever, and means operable automatically to render said control means effective to delay response of said reversing means to movement of said lever upon movement of said lever to a position to eflect movement of said reversing means and ineffective to delay response of said reversing means to movement of said lever upon movement of said lever to either its first or second position when said reversing means is in, respectively, its said one or other position.

4. An apparatus for controlling the conditioning of a reversible prime mover for operation in either one direction or in the opposite direction and for also stopping said prime mover comprising in combination, reversing means movable to one position to condition said prime mover for operation in one direction and movable to another position to condition said prime mover for operation in the opposite direction, an operators control device comprising a lever and being operable upon movement of said lever to a first position to effect movement of said reversing means to said one position and upon movement of said lever to a second position to effect movement of said reversing means to said other position, control means for preventing response of said reversing means to operation of said lever for a chosen interval of time after operation of said lever, means operable automatically to render said control means effective to control response of said reversing means to movement of said lever upon movement of said lever to a position to efiect movement of said reversing means and ineffective upon movement of said lever to either its first or second position'when said reversin means is in, respectively, its said one or other position, braking means for said prime mover, means responsive to operation of said control device in each of said positions of said lever upon movement of said lever from its other position to effect operation of said braking means to stop said prime mover, and means operable upon response of said reversing means to operation of said lever to render said braking means ineffective.

5. An apparatus for controlling the conditioning of a reversible prime mover for operation in either one direction or in the opposite direction and for controlling the supply of fuel to said prime. mover comprising in combinatiomrevers- 22 ing means movable to one position to condition said prime mover for operation in one direction and movable to another position to condition said prime mover for operation in the opposite direction, an operators control device comprising a lever and being operable upon movement of said lever to a first position to effect movement of said reversing means to said one position and upon movement of said lever to a second position to effect movement of said reversing means to said other position, control means for preventing response of said reversing means to operation of said lever for a chosen interval of timeafter operation of said lever, means operable automatically to render said control means effective to delay response of said reversing means to movement of said lever upon movement of said lever to a positionto effect movement ofsaid reversing means and ineffective upon movement of said lever to either its first or second position when said reversingmeans is in, respectively, its said one or other position, fuel control means for said prime mover, means responsive to operation of said control device in each of said positions of said lever upon movement of said lever from its other position to eiiect opera-.

tion of said fuel control means to out on the supplyof fuel to said prime mover, and means operable upon rendering said control means ineffective to effect operation of said fuel control means to supply fuel to said prime mover.

6. An apparatus for conditioning a reversible prime mover for operation in either one direction orin the opposite direction comprising in combination, reversing means movable to one position to condition said primemover for operation in said one direction and to a second position to condition said prime mover for operation in said opposite direction, an operators control device comprising a lever having a stop position and being operable upon movement of said lever in one direction from said stop position to effect movement of said reversing means to said one position and in the opposite direction from said stop position to effect movement of said reversing mean-sto said second position, delay means comprising structure for rendering said reversing means non-responsive to operation of said control device, upon movement of said lever out of stop position in a direction to effect movement of said reversing means, for a chosen interval of time after movement of said lever out of said stop position, and means conditionable automatically in accordance with the position of said reversing means operable to render said structure ineffective upon movement of said lever from stop position in either said one direction or said opposite direction when said reversing means is in, respectively, either said one position or said second position.

7. An, apparatus for conditioning a reversible prime mover for operation in either one direction or in the opposite direction and for also controlling the supply of fuel to said prime mover comprising in combination, reversing means, fuel control means, reversing control means operable upon supply of fiuid at a chosen pressure to one chamber to effect operation of said reversing means to condition said prime mover for operation in one direction and to also effect operation of said fuel control means to supply fuel to said prime mover for operating same, and operable upon supply of fluid at a like pressure to another chamber to effect operation of said reversing means to condition said prime mover for operation in the reverse direction and to als sn er operation or said ruei control means to supply fuel to said prime mover for operating samesaid reversing controlmeans being beer: ableup'on a reduction in pres-sure of fluid in either one of said chambers to below said chosen degree with fluid under pressure released from" th' other chamber to effect operation of said fuel control means to cut on the supply of ma to said prime mover, an operator's control de'-'- vice comprising a lever, and means controlled bysaid lever and operable in a stop position" th'i'eof to release fluid under pressure from both of said chambers, and in a second position or said lever to supply fluid under pressure tofonej or s'aidshatters and to release'fluid' under pressure from the other chamber and in a third position of said lever to supply fluidunder pres? sure to said other chamber and to release fluid under pressure from said one ehambe delay means arranged to controlth supply of fluid under" pressure to said chambers and comprising means operable to V obtaining said chosen pressureof fluid in said one chamber upon movement of said lever from said secondposition to said third position, and; in said other chamber upon movement" of said level from said third position to said second position; and: means conditionable by fluid inf each chamber-at a A pressure not less than said chosen"- pressure w render the delay means ineffective for the respective chamber and efie'ctive for the other chamber. V p

'8. An apparatus for conditioning a reversible prime movrfor operation in either one direction r 01 in the" opposite direction comprising in com'- bination, reversing control means operable upon supply of fluid at a chosen pressure to one chain br to condition said prime mover for operation in one direction and operable upon supply of fluidat a chosen pressure to a second chamber to condition said prime mover for operation in the reverse direction, an op'erator'sco'ntrol device comprising a lever and operable with said lever in a stop position to release fluid under pressure from both of said chambers, and in a second position to supply fluid under pressure to said one chamber and to release fluid under pressure from said other chamber, and in a third position to supply fluid under pressure to said other chamber and to rel'ease fluid under pres sure from said one chamber, delay means for each of said chambers operable to delay for an' interval of timeobtaining the said chosen pres sure of fluid therein,- and inans operable by} fiiiidsupplied to eachchamber at a pressure not lessthansaid chosen pressure to render tl erefspect'ive delay means ineffective; and operable to render the last named delay means efiective upon supply of fluid to the other chamber at a pressure not less than the 'said chosen pressure.

9.'An apparatus for conditioning a reversible prime mover tor operation inf either one dire'c j men or in the opposite direction comprising in combination, reversing control means for said prime mover operable upon supply Oflflllid at'a' chosen pressure to one chamber to'conditionsaid prime mover for operation-inonedi'rection'and operabluponsupply of fluid at a chosen'pres sure'to a se'cond chamber to co'iiditioiis'aidprime mover for operation in the reverse direction; an perator control" device comprising a lever and-operable with said lever in a'stop'position to releaseifluid under pressure from both of'sa'id chambers? and if! 8; Second position to supply delay for an interval of time eerie-so fluid un er pressure as safid one chamber and to release new under pressure rom said other chamber,- and in a third position to supply fluid under pressure to said other chamber and to re lease fluid tinderpressure irol'n' said one chairib'er; deiay means for each of said chambers ope abie to delay for an interval or time obtain ng the said chosen pressure or fluid therein, an means" operable automatically, upon conditioniiig or said prime mover for operation by fluid under pressure supplied to either one of said chambers; to render the delay means for the last n'amed chamber ineffective and the other delay means enective. A r

l0. An apparatus forcoii'ditioning a reversible prime mover for operation in either one direc tibn' or in the opposite direction, com rising in coriibinatioxi, a reversing piston movable to' one position upon supply of fluid under pressure to one chamber to condition said prime mover for operation in one direction and movable to a sec- 0nd position: upon supply of fluid under pressure to a second chamber to condition said prime mover for operation in' the reverse direction; an

1 operator's control devi'ce'comprising a lever and operable upon movement of said lever to a stop position to effect a release of fluid under pressure from both of said chambers", to a second position to effect a supply of fluid under pressure to saidoneichambertand to a third position: to eifect a supply of fluid under pressure to said second; chamber and being operable with said lever in said: second and third positions to efiect a releaseof fluid under pressure from the chamber not being supplied: with fluid under pressure, delay means for eachof said. chambers arranged to control.the supply of fluid under pressure thereto and being operable to prevent; for an' interval of time after movement of said lever from said second; positionto'said third position; or vice versa; the supply of fluid under pres-' sure to the respective one of said chambers andbeing then automatically operable to permit supply ,of fluid under pressure to the respective chamber, means; operable to control said interval of time; and valve means controlled" by said'plstonand. operable in thesaid one position of said piston; to render the delay means for said one. chamber ineffecti'vezand the delay means for said second chamber eflective and operable in said second positionof said piston to render the delay, means for said second chamber inefiective and the. delay means for said one chamber effective.

11. An apparatus for controlling operation of a reversible prime mover in either one direction or in the opposite direction, comprising. control means operable upon supply of fluid under pres sure to onepassa'ge to provide for operation of said primetmover in one direction anduponsupply" of fluid'u'nd'er pressure; to a second passage toprovideifor operation" or said" prime mover in the opposite direction and operable upon release of fluid under pressure from both of said pasg sages-to'render said prime mover non-operable; an operators' control device operable to'supply fluidunder pressure to either onev of said-passages and atthe same timeyrelease fiuidunder pressure'from the other passage,-or to releasefluld under pressure from bothof said passagesat the same time,-delay means intr'pos'edfin the con nectidrr between" said control device, and said passages operable" to delaysupply of fluid under ressure toeachof said passages by operation of" said control device toth'ereby delay for an interval of' time the operation 01' said control means by such fluid pressure, and means operable automatically in accordance with the one of said passages last supplied with fluid under pressure to render said delay means ineifective upon operation of said operators control device to supply fluid under pressure to the one of said passages last supplied with fluid under pressure subsequent to operation of said control device to release fluid under pressure from both passages.

12. An apparatus for controlling the starting, stopping and reversing of a reversible prime mover, comprising in combination, starting means for said prime mover, reversing means movable to a first position to condition said prime mover for operation in one direction and movable to a second position to condition said prime mover for operation in the opposite direction, an operators control device comprising a lever and being operable upon movement of said lever to a first position to efiect movement of said reversing means to its said first position and being operable upon movement of said lever to a second position to effect movement of said reversing means to its said second position, means controlled by both said reversing means and operators control device operable upon movement of said reversing means to the position deter- V mined by the position of said lever to effect operation of said starting means to start said prime mover, brake means operable to effect stopping of said prime mover, effective means for rendering said brake efiective by said control device upon movement of said lever to a third position and also upon movement of said lever to its said first position with said reversin means in its said second position and upon movement of said lever to its said second position with said reversing means in its said first position, delay means including timing structure operable upon movement of said lever from its said second position to its said first position and from its said first position to its said second position to prevent response of said reversing means to operation of said control device for a chosen interval of time after movement of said lever, means operable upon operation of said reversing means in response to operation of said delay means to efiect operation of said brake means to free said prime mover for operation, and means conditionable automatically in accordance with the position of said reversing means for rendering said delay means ineffective to delay response of said reversing means to operation of said lever upon movement of said lever to its said first position with said reversing means in its said first position and also upon movement of said lever to its said second position with said reversing means in its said second position.

ROY R. STEVENS.

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

UNITED STATES PATENTS Number Name Date 2,243,883 Ramstad June 3, 1941 2,288,173 Wohanka June 30, 1942 2,289,654 Keel July 14, 1942