US2482301A

US2482301A - Control apparatus for reversible internal-combustion engines

Info

Publication number: US2482301A
Application number: US602255A
Authority: US
Inventors: Roy R Stevens
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1945-06-29
Filing date: 1945-06-29
Publication date: 1949-09-20
Anticipated expiration: 1966-09-20

Description

p 1949- R. R. STEVENS 2,482,301

CONTROL APPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES Filed June 29,

mzON uzEZj 43E 7 EEm m w R m w m m p H H O E Y B Nb 9 mm 55m 23 ATTORNEY Patented Sept. 20, 1949 CONTROL APPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES Roy R. Stevens, Forest Hills, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application June 29, 1945, Serial No. 602,255

13 Claims. 1

This invention relates to control apparatus and more particularly to apparatus arranged to control a plurality of different operations in a desired sequence, such, for example, as operations incident to the control of a reversible prime mover.

One object of the invention is the provision of an improved control apparatus of the above type.

Another object of the invention is the provision of a pneumatic control apparatus of the above type which is particularly adapted, though not limited, to control particularly the speed of or fuel supply to a reversible prime mover from a remote control station.

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, partly in section and partly in outline, of a control apparatus embodying the invention; and Fig. 2 is a cross-sectional view of a directional control device shown in Fig. 1 inside elevation and taken on the line 2--2 therein.

Description In the drawing, the reference numeral l indicates an engine crank shaft and the reference numeral 2 indicates a. cam shaft for said engine. The engine is of the type in which the cam shaft 2 is shiftable longitudinally to different positions which determine the direction of operation of the engine, and the cam shaft may therefore have what may be called an astern position, in which it is shown in the drawing, and may be shiftable from this position in the direction of the right hand to an ahead position. As above used, the term astern indicates operation of the engine in one direction, and the term ahead indicates operation of the engine in the opposite direction, and these terms are merely employed for illustration and are to be considered synonymous with said one and opposite directions.

The reference numeral 3 indicates a fuel control shaft for the engine. The fuel control shaft 3 may have a fuel cut-off position, such as indicated by a dot and dash line 4, and may be rockable out of this position in a counterclockwise direction as viewed in the drawing for increasing the supply of fuel to the engine. A dot and dash line 5 indicates a position which the fuel control shaft 3 may assume to provide a maximum amount of fuel to the engine.

The numeral 6 indicates a maneuvering control shaft for the engine. An operating lever I secured to one end of shaft 6 for turning same, is

operatively connected to an operating knob 9 in front of said plate. The knob 9 is provided for the operator to grasp to operate lever I to turn the shaft 6. The lever I has a Stop position in which it is arranged vertically as shown in the drawing, and is movable from this position either in a counter-clockwise direction toward the legend Astern on the plate 8, or in the opposite direction toward the legend Ahead on said plate. At the Astern side of Stop position the lever I has Shift, Run and Start positions arranged in the order named with the Shift position adjacent the Stop position, while corresponding but reversely arranged positions are provided at the opposite or Ahead side of Stop position. Movement of lever I to an of these different position will correspondingly position the maneuvering shaft 6.

The reference numeral ll indicates a reversing motor for moving the engine cam shaft 2 to its different positions, while the reference numeral l2 designates a control valve mechanism arranged for control by the maneuvering shaft 6 for controlling operation of said motor.

The reversing motor I l comprises a casing containing a piston l3 having a piston rod I4 extending through the casing in coaxial relation with and having its end connected to the cam shaft 2 whereby reciprocation of said piston will move said cam shaft longitudinally. At one side of piston l 3 is a pressure chamber I5 connected to a control pipe I 6, while at the opposite side of said piston is a pressure chamber I! connected to a control pipe [8. When fluid under pressure is supplied to pipe It at a time when pressure chamber I1 i open to atmosphere by way of pipe I8, piston 13 wil :be moved to the position in which it is shown in the drawing for moving the cam shaft .2 to its astern position to provide for operation of the engine in the astern direction. On the other hand, when pipe I6 and thereby pressure chamber l5 are open to atmosphere and fluid under pressure is supplied through pipe 18 to pressure chamber I1 the piston 13 will be moved to the opposite or right-hand end of its cylinder to thereby move the cam shaft 2 to its ahead position.

The control valve mechanism l2 comprises an astern valve device 20 for controlling the supply and release of fluid under pressure to and from pipe l6 and an ahead valve device 2| for controlling the supply and release of fluid under pressure to and from the pipe 18. The ahead and astern valve devices 20 and 2! are identical in structure, each comprising a supply valve 22 contained ina chamber 23, which chamber is comdisposed behindan escutcheon plate 8 and is mon to the two valves and adapted to be con- 3 stantly supplied with fluid under pressure from any suitable source by Way of a pipe 24. Each of the valves 22 is arranged to control flow of fluid under pressure from chamber 23 to a chamber 25 and is provided with a stem 26 extending through the latter chamber and a bore in the easing into a' chamber 21 which'isopen to atmosphere by way of 'a port 28. Chamber 25 in the ahead valve device 2| is connected to pipe l8, while said chamber in the astern valve device is connected to pipe I6. Eachvalve stem- 26 is provided with an axial bore 29 op n :at one end to chamber and open at the opposite end through the end of said stem in chamber '2". "A plunger 33 slidabl mountedin a bore in the Fluid is released from pressure chamber l5 or 11 in the reversing motor, afterit has operated to properly position the cam shaft 2 as above described to remove thrust on the connection between the reversing piston l3 and the cam shaft 2. H

Thereference .numeral 35 indicates an engine start-ing air valve device which is operative to supply engine starting air from a supply pipe "36 to a pipe 31 which is adapted to conduct such starting air to the starting mechanism of the engine for '.starting the engine to turn in the direction determinedby the position of the earn casing, extends into chamber 21in coaxial rela'-" tion with the adjacent end of. each valve stem 26, and one end of said plunger constitutes a valve arranged to cooperate with a seat on the adja cent end of said stem for closing communication between bore 29 and chamber 27. A spring 33 contained in chamber 23 acts on each supply valv '22 for urging it to its closed position.

Two identical but reversely arranged cams 3| and 32 are mounted on the maneuvering shaft 6 for cooperation with the two plungers to control operation of the-aheadand astern valve devices 2| and '20, respectively. With the oper-u ators control lever 1 in the Astern Shift position the cam 32 is adapted to seatplunger 30 in the astern valve device 20 againstthe end of the respective supply valve stem 26 and to open said valve for supplying fluid under pressure to pipe l6, while in all other positions of said lever, said cam is adapted to permit closing of said valve by the respective spring 33 and to also permit movement of the respective plunger 30 to the position shown in the drawing forreleasing fluid under pressure from chamber 25 and pipe I6 through bore 29 in the respective supply valvestem 26 to chamber 21 and thence to atmosphere. In a like manner the oem 3 is adapted to operate upon movement of the operators control lever 7 to the Ahead Shift position to supply fluid under pressure to pipe l8 and in all other positions of said lever; to open said pipe to atmosphere. I

It will thus be apparentthat when the operators control lever '1 is moved to the Astern Shift position, the control valve device l2 will operate to supply fluid under pressure to chamber I5 to efiect operation of the reversing motor H to move the camshaft 2 to itsastern position to provide for operation of the engine in the one direction, but movement beyond this Shift posiwise, if the operators control lever is movedto the "Ahead Shift position the control valve mechanism l2 will be operated to supply fluid under pressure to chamber I! in the reversing motor ll to effect operation of said, motor to move the engine cam shaft to its ahead position, while movement past the Ahead Shift position will cause operation of said-device. torelease fluid under pressure. from chamber I1. It thus be seen that it is necessary, for the ,operator in reversing. the. direction of operation of the engine to allow lever "l to remain in the Astern Shift position or in the VAhead" Shift position for a period of timesuflieientier the reversing motor H to properly position the cam shaft 2.

.The starting air valve device 35 comprises a casing having a chamber 34 connected to the supply pipe r36zand containing a valve 38 arranged to control flow of starting air from said chamber "to pipe 31. The valve 38 has a fluted stem 39 engaging a like stem on an oppositely seatingvalve-M contained in a chamber 4| which is open to atmosphere through a port 4-2. "The valve 40 is arranged to control communication between pipe 31 and atmospheric port '42; A

spring 43in chamber -34 acts on the supplyva'lve .38 for urging it to its seated position and for unseatingthe valveflfll, while a stem '14, projeoting from valve 46 through chamber 4!- and a bore in a casing, -is provided for closing-valve Mland opening valve :38 against spring 43. A cam securedtofthe maneuvering shaft 6 for operation thereby is arranged to operate stem 44 to close valve 40 and open valve 38 in the two Start positions of the operators control lever l and to permit closure of valve '38 and opening of valve 40' by spring '43, in all other positions of said lever. It will thus be apparent that when the operators control lever 1 is moved to. either of the two Start positions; engine startingairwillbe"suppliedto pipe 31 to effect starting of the engine, while in all other positions of said lever pipe 31 will be. open to ate mosphere. r

It should here be mentioned that the parts or devices thus far described have, heretofore been employed in engine control apparatus and said parts or devices taken separately .do not constitute applicants invention, however; the

combination of these parts with other parts and devices, as will now bedescribed, does constitute the presentinvention; 7

Associated with the apparatus thus-star de scribed a power means in the form of a fluid motor 41 adapted to be -controlled, by an; oper ators. control device 48 which may be located at a remote station, if desired-forcontrolling movement of the maneuvering shafte ts itsdifa ferent positions. .The .power means 41 and opera ators control :devicelilv may be. like similar de vices fully disclosed .in .Batent. lilo. 2,333,278, is.- sued to me on August 2 1,,1 945-and sincereierence may be -made thereto the following description of the power means 41 and operators control; devi e 48 will therefore be hm ted to only suchdetails. as is deemedessential to a dear undersstanding of the presentqi-nvention V I I Briefly, the power means -4'liin' the former a. fluid motor, is arranged tobe' o'pflrated 'by-fluid under pressure supplied to either .an ahead pipe motona sprocket :wheeliiiz secured to themianeue te ms. h ithrand amnnectm 54.;

motor 41 is adapted to assume different positions corresponding to different: pressures of -fluidin either the ahead pipe 56 or the asternpipe 5|, so that by providing different selected pressures of fluid in the aheadpipe 50, for instance, the maneuvering shaft 6 can be caused to assume any position at the Ahead side of Stop position, while the provision of the same selected pressures of fluid in the astern pipe 5| will cause the maneuvering shaft 6 to assume the corresponding positions at the Astern side Of Stop position. When both pipes 50 and 5| are-open to atmosphere themotor 41 will operate to move the maneuvering shaft 6 to Stop position.

From the above remarks it will be seen that if a certain pressure of fluid in the ahead pipe 50 will cause the maneuvering shaft 6 to assume Ahead Shift position and a certain greater pressure of fluid will cause said shaft to assume Ahead "Run position, the shaft 6 may be caused to assume any position between said, Shift and Run positions by providing in said pipe fluid at the proper pressure betweensaid certain pressure and said certain greater pressure. Likewise, the maneuvering shaft 6 may be caused to assume any position between Shift and Run positions at the Astern side of Stop position by providing fluid at the proper selected pressure in the astern control pipe 5|.

The operators control device 48 comprises a lever 55 having a neutral or Stop position and at one or an Astern side thereof Shift, Run and Start positions, and at the opposite or Ahead side of Stop position reversely arranged Shift, Run and Start positions, these' positions corresponding in. name and disposition it will be noted, to the different positions of the operators control lever] and maneuvering shaft 6. Between the Shift and Run positions at both sides of stop position there is a zone of movement designated Fuel limiting zone the purpose of which will be hereinafter brought out.

The operators control device 48 is arranged to control the supply and release of fluid under pressure to and from two pipes 56 and.5| which are adapted to be connected to pipes 50 and 5|,- respectively, by means to be later described. In Stop position of lever 55 the operators control device 48 is adapted to open both

pipes

56 and 51 to atmosphere for thereby releasing fluid from both of the pipes '56and 5| to cause operation of motor 41 to move the maneuvering shaft 6 and lever 1 to their corresponding or Stop position. Movement of the operator's control lever. 55 to any Of its different positions at the Ahead side of "Stop position is adapted to maintain pipe 51 open to atmosphere and to supply fluid; to pipe 56 at a pressure such as required to effect operationof motor 41 to move the maneuvering shaft 6 to the position corresponding to that of said lever. Movement of the operators control lever 55 to the Astern side of Stop position will maintain pipe 56 open to atmosphere and supply fluid to pipe 5'! at a pressure corresponding to the position of said lever to thereby effect operation of motor 41 to correspondingly position the maneuvering shaft 6. Inother words, the motor 41 will act in response to any selected positioning of the'operators controllever55 to'move the fuel control'shaft 6 to the corresponding position.

Interposed in the communication between

pipes

56 and 50 and pipes 51 and 5| aretwo pressure limiting valve devices59 and 60, respectively, and an interlock valve device 6|.

Each of the limiting valve devices 58 and 60 comprises a casing having a chamber 62 contain= ing a valve 63 arranged to control flow of fluid under pressure from said chamber to a chamber 64. A spring 65 in chamber 62 acts on valve 63 for urging it toward its seat. The valve 63 has a stem 66 extending into chamber 64 and operatively connected to a flexible diaphragm 61 which forms one side of chamber 64. At the opposite sideof diaphragm 61 is a chamber 68 which is open to atmosphere through a passage 69 and which contains a spring 16 acting onthe diaphragm in a direction to unseat the valve 63-. The pressure of spring 16 on diaphragm 61 is such as to permit deflection of said diaphragm and closing of valve 63 by spring 65 when the pressure of fluid in chamber 64 is increased to a certain chosen degree, for reasons which will be later brought out. In the pressure limiting valve device 59 chamber 62 is connected to pipe 56 while chamber 64 is connected to pipe 50, while in the limiting valve device 60 said chambers are connected respectively to pipes 51 and 5|.

The

pipes

56, 51, and 5| all lead to the inter lock valve device 6| which may comprise a rotary valve 12 having two different operating positions and which is arranged to be moved to said positions by a lever 13. The lever 13 is operatively connected to a rod I4 which has a lost motion connection with a rod 15 through the medium of an arm 16 on rod 15 and spaced collars l1, 18 on rod 14. The rod 15 is connected to the reversing piston I3 at the side opposite the piston rod l4.

When the reversing piston 83 is in its astern position, in which it is shown in the drawing, engagement between arm.'|6 on rod 15 and collar 1'! on rod 14 will position the rotary valve 12 in the interlock valve device in what may be called an astern position in which it also is shown'in the drawing. When, however, the reversing piston I3 is moved to its ahead position at the opposite or right hand end of the cylinder, the arm '56 will engage collar 18 on rod 14 just before the piston attains said position in order to actuate lever 13 to turn rotary valve 12 to its other position, which may be called an ahead position, and in which said lever will occupy a position such as indicated by a line 19. It will be apparent that movement of piston l3: from its ahead position to its astern position, in which it is shown in the drawing, will return the rotary valve 12 Lo the position in which it is shown in the draw- The rotary valve 12 is provided with two cavities 80 and 8|, the cavity 80 being adapted to establish communication between pipes 51 and 5| in the astern position of said valve, while the cavity 8| is adapted to establish communication between

pipes

56 and 56 in the ahead position of said valve. When communication is established between pipes 5'! and 5|, the communication between

pipes

56 and 50 will be broken, and vice versa.

Connected to one end of the fuel control shaft 3 is a lever 82 having in its free end a roller 83 engaging the peripheral surface of a cam 84 which is secured to the maneuvering shaft 6 for adjustment thereby. When the maneuvering shaft 6 is in Stop position cam 64 is adapted to actuate lever 82 to move the fuel control shaft 3 to its fuel cut-off position, indicated by the dot and dash line 4. Movement of the maneuvering shaft 6 from Shift position to Run position at each side of Stop position is adapted to actuatecam 84 to permit movement, by means'to be hereinafter described, of lever 82 and thereby of site end 0f said lever is opfaitively zipnfidted 7 r esifiieetively, whteh extend into aM-hamber sure from chamber I past the respective plungers and stems to atmosphere. Two rockable cams I32 and I33 fulcrumed on pins I34 in the casing are provided for controlling the plungers I29 and I30, respectively. These cams are of substantially identical structure but reversely arranged and each is connected to the respective plunger I29 or I through the medium of a pressure transmitting element I35 which is rockably mounted on a pin I35 carried in the casing. Each of the cams I32 and I33 is provided with a surface I31 which when in contact with plunger I29 or I33 will unseat the respective valve I I3 or I20, and adjacent this surface each cam is provided with a recess I38 adapted to receive the respective element I35 to permit movement of the respective plunger I21 or I28 by a spring I39 to a position to permit closure of the respective valve H9 or I20 by spring I26. The two cams I33 and I33 are operatively connected for movement in unison by a link 84!) and since the cams are ree versed, as above mentioned, movement of the link and thereby of the cams to the position in which they are shown in the drawing will effect opening of valve I I9 and closure of valve I20, while movement of said link and earns in a counter-clockwise direction, as viewed in the drawing, to a position in which surface I31 on cam I33 engages the respective element I35, will eifect opening of valve I23 and closure of valve H3.

The directional control device I I8 further cornprises a control piston I42 and a piston rod I43 having one end connected to said piston and extending through a non-pressure chamber I44 at one side of said piston. At the opposite side of piston I42 is a pressure chamber I45 which is in constant communication through a pipe I46 with pipe 31 through which starting air is conveyed to the engine. a

The opposite end of the piston rod I43 is piv-v otally connected by a pin I41 to a lug I43 projecting from the back face of a friction shoe I49. The opposite face of shoe I49 is concave providing a surface I50 which is arranged to frictionally engage the peripheral surface of the crank shaft I. Also connected to pin I41 is one end of a link I5I the opposite end of which is operatively connected to the adjacent end .of the cam operating link I40. I

The piston rod I43 is capable of side movement in the non-pressure chamber I44 from the position in which it is shown in the drawing, and which is defined by contact with a surface I52 of the casing, to a position in which said rod will engage a surface I53 in the casing. Adjacent the surface I53 the casing is provided underneath the link I50 with a pin I54, and said link has two recesses I one of which is arranged to receive the pin I54 with the piston rod I43 in the position in which it is shown in the drawing, while the other recess I55 is disposed to receive pin I54 in the other position of said rod.

The piston rod I43 is encircled within the non pressure chamber I44 by a spring I55 one end of which engages the piston I42 while the opposite end is supported on a shoulder I51. This spring is under pressure and adapted to act to move the piston I42 to the position in which it is shown in the drawing when pressure chamber I 45 is open to the atmosphere. When fluid under pressure is supplied to pressure chamber I45, in a manner which will be later described, the piston I42 is adapted to move against spring I55 to thereby operate rod I43 to move the friction shoe I 49 into contact with the crank shaft 1. .With

the shoe I49 in contact with the crank shaft the link- I5I will be elevated from the position in which it is shown in the drawing and thus disconnected from the pin I55. When fluid under pressure is released from chamber I45, spring I56 is adapted toac'tuate piston I42 and rod I43 to move the shoe I49 out of contact with the crank shaft and into contact with supporting surfaces I58 on the casing. I V

Operation Let it be initially assumed that all parts of the control apparatus are in the position shown in the drawing, which position will result from stopping the engine from operation in an astern direction, as will become apparent from description to follow. 7

Let it further'beassumed that by operation of the maneuvering control device 48 the operator desires to restart the engine in its last direction of operation, that is, in the astern direction in the present instance. To accomplish this the operator will move lever 55 of the maneuvering con trol valve device 48 out of Stop position to the Astern Start position to thereby supply fluid under pressure to the astern pipe 51. With the cam shaft reversing vpiston I3 and interlock valve device 6| in their astern position as shown in the drawing, fluid under pressure supplied to pipe 51 will flow through cavity in rotary valve 12. topipe 5I and thence to power means 41 and effect operation thereof to turn the maneuvering shaft 6 from its Stop position-to its Astern Start position.

Upon movement of the maneuvering shaft 6 to its Astern-Start? position cam 84 will permit the governor control spring 98 acting through lever 88 to move the fuel control shaft 3 out of its fuel cut-oil position indicated by the dot and dash line 4 to a position to provide fuelto the engine for effecting starting thereof. Movement of the maneuvering shaft Ii to its Astern Start position will also actuate the astern valve device 23 in the control valve mechanism I2 to supply fluid under pressure to chamber I5 in the reversing motor II, but such fluid-in said chamber will be without effect since piston I3 will already be in its astern positions The starting air valve device 35 will also be actuated upon movement of the maneuvering shaft 6 to its Astern Start position to supply engine starting air from pipe 36 to pipe 31 through which it will be conveyed to the engine to initiate, in a well known manner, turning of the, engine in the astern direction as determined by the position ofthe cam shaft 2.

With fuel supplied to the engine as above mentioned the engine will fire after it is placed in motion by startingair supplied to pipe 31 as just described, following which the operator will move the control lever 55 from the ,Astern Start" position to the adjacent Runfposition, or to any selected position intermediate said Run position and the adjacent "Shift position, to thereby reduce the pressure of fluid in pipe 51 so that the motor 41 will operate to move the maneuvering shaft 6 out of its Astern Start position to a position corresponding to the position of lever 55. When the shaft 6 is thus moved out of the Astern Start position the starting valve device 35 will operate to cut off the supply of starting air through pipe 31 to the engine and to open said pipe to atmosphere. The engine will then continue to run on fuel at a speed determined by the adjustment of lever I09 of the speed control device I 08 and thus the adjustment of the govemor 13 fore without utility insofar as restarting the engine in its last direction of operation is concerned; but it is very essential in reversing the direction of operation of the engine as will hereinafter be clearly brought out.

In order to stop the engine from operation in the astern direction the operator need only move lever 55 of the maneuvering control valve device 48 to Stop position for opening to atmosphere the astern control pipe 51 and thereby pipe leading to power means 41. The power means 41 will then move the maneuvering shaft 6 to its Stop position to thereby effect operation of cam 84 to actuate lever 82 to move the fuel ,control shaft 3 to the fuel cut-off position indicated by the dot and dash line 4. With the supply of fuel to the engine thus cut off the engine will stop.

With the engine stopped as just described let it be assumed that the operator now desires to start and operate the engine in the ahead direction.

To accomplish this the operator will move lever 55 of the maneuvering control valve device 48 from Stop position d rectly to the Ahead Start position in which the astern pipe 5? is maintained open to atmosphere and fluid is supplied to the ahead pipe 56 at the maximum pressure required for operating the power means 41 to move the maneuvering shaft 6 to its "Ahead Start position.

Fluid under pressure supplied to pipe 56 as just described will flow through the pressure limiting valve device 59 to pipe 59 and the power means 41, it being noted that communication between the

pipes

56 and 50 by way of cavity 8| in the interlock valve I2 is at this time closed, until the pressure acting on diaphragm 61 in said device is increased sufficiently to overcome the opposing force of spring 10 whereupon said diaphragm will move against said spring to permit closure of valve 63 to thereby limit the pressure of fluid in the ahead pipe 50 and in said power means to the chosen degree above mentioned. This chosen degree of pressure provided throu h pipe 50 in the power means 41 is just sufficient to effect operation of said power means to move the maneuvering shaft 6 to the Ahead Shift" position.

' When the maneuvering shaft 6 is turned to the "Ahead "Shift position as just described it will operate cam 3| to actuate the ahead valve device 2I in the control valve mechanism I2 to supply fluid under pressure to pipe I8 while allowing the astern valve device to maintain pipe I6 open to atmosphere. With chamber I5 at one side of the cam shaft reversing piston I 3 thus open to atmosphere, the pressure of fluid provided through pipe I8 to chamber I'I atthe opposite side will move said piston to the opposite or right-hand end of its cylinder for thereby moving the cam shaft 2 from its astern position in which it is shown in the drawing to its ahead position for conditioning the engine for operation in the ahead direction.

When piston I3 is operated to move the cam shaft 2 to its ahead position as just described, the interlock valve device 6| will be operated by said piston by the time said piston has obtained its ahead position to position the valve I2 so as to establish the communication between pipes 56 and by way of cavity 8| in said valve, this communication by-passing the pressure limiting valve device 59. Fluid at the pressure provided in pipe 56 with the operators control lever in the Ahead Start position will then become effective in pipe 50 and in the power means 41 whereupon said power means will operate to turn the maneuvering shaft 6 to the Ahead Start position.

' When the maneuvering control shaft 6 is moved to the Ahead Start position the cam 3| will operate to effect operation of the ahead valve device 2| to open chamber I I in the reversing motor II to atmosphere for thereby relieving piston I3 and the cam shaft 2 of actuating force, and at the same time this operation of the maneuvering shaft 6 will effect operation of the starting air valve device 35 to supply starting air to pipe 31 for starting the engine to turn in the ahead direction, as determined by the new or ahead posi tion of the cam shaft 2.

Movement of the maneuvering shaft 6 to the Ahead Start position as just described, will correspondingly position cam 84, but lever 82 and the fuel shaft 3 will remain in the fuel cut-01f position, indicated by the dot and dash line 4, at this time for the following reason. Fluid supplied to the ahead control pipe 50 for efiecting operation of power means 41 will also flow to valve chamber I2I in the directional control valve device H8 and with valve II9 open at this time, for reasons above described, such fluid will flow past said valve to chamber I25 and thence to pipe II 5 leading to chamber H5 in the fuel cut-off motor I Ill. 'The fluid pressure thus provided in chamber II5 will move piston III to the position defined by contact with stop I I1 and in this position of said piston the rod II2 will engage the arm 86 and hold the fuel control shaft 3 in its fuel cut-off position in which it is shown in the drawing. I

When fluid under pressure is supplied to pipe 31 to initiate turning of the engine in the ahead direction as determined by the position of cam shaft 2, fluid will also flow from said pipe through pipe I46 to piston chamber I45 in the directional control device III! and actuate piston I45 against spring I56 to move the friction shoe I49 into contact with the engine crank shaft I and to disengage the link I5I from pin I54. As

soon as the engine crank shaft I starts to turn in the ahead direction under the influence of startting air provided through pipe 31, said crank shaft will move shoe I49 from the position in which it is shown in Fig. 2 of the drawing to the position defined by contact between rod I43 and surface I53 in the casing of the directional control device. This movement of shoe I49 will actuate the links I5I and I 40 to rock the cams I32 and I33 to the position to effect opening of valve I20 and to permit closing of valve II9 by spring I26. The closing of valve I I9 will cut off the supply of fluid under pressure from the ahead control pipe 59 to chamber I25 in the fuel cut-off motor II 9 while opening of valve I20 will connect said chamber to the astern control pipe 5| which is open to atmosphere through the pressure limiting valve device 60 and the maneuvering control valve device 48 with the operating handle 55 thereof in the Ahead Start position. Fluid under pressure will therefore be released from chamber I I5 in the fuel cut-01f motor I I0 promptly upon the engine crank shaft I starting to turn in the direction determined by the cam shaft 2 under the influence of starting air supplied through pipe 31, whereupon spring II4 will move piston III and rod H2 in the fuel cut-off motor III) to the position in which they are shown in the drawing. This movement of rod II2 away from arm 86 on the fuel control shaft 3 will then ad ustment. p said arm In; theeoverneg:

control .P. -il .5 -?4 p sitiont supmy f 1 for stamina the en ine; .With. the engine. turning under the influence of starting air supplied thtoueh ip 3. enginewillthen fine and run qnfuel. I

. Aster the en ine .firesand starts to r n on Luci th operator will 1 9516: the control level: 15 5 91 the maneuvetins 4 011 1 91 valve. .d hi eflhl ut at the. Ahead Staph posit on. to he a iacent than. position. or. -to.. a des red posit on inter: media a d Run po it on and he. d acent enni-x ositio and this. operation oi. .1even55 Wfll aus'e operation. o p wer. mea 1 #0 9 18:

snoh ihe v position the maneuvenina sheat 6 The starting air valve device .35.. willbe operated,

resp nse. to. this change po it on 9.1. t maneuvering shat 6, torelease fluid under pressuh eii m. the st r n c ntmlpipefil andtherehxttom pipe, 156. andchamher with the dinestiohaicontroi. v lveid vice 1118 Spring ,tiiach ing on. piston 1.4.2. wi11.,thn;=p 1-.12h& friction shoe film-911tf. frictional nomad withhe ammin crank. shah: 1 a d du in such mov ment. the

letthahdone of. two. recesses. 1.555 in. link.. 54!

will. move ver the pin. I354. i I 1 With. the e ine now: sunn n on incl the ahead direc ionand-t esupply or. stating air .Qut' o l the ope a o by uitable.adi stmcntlever 1-53 'f.'.-tl.1e.f11.e. ontrol d vice. 18- may r gulate tn psition r the fuel; control shaftta tuohtain des red en ine sp ed under. the .cmtrct of the spccdeovernqn t1. up. to the, 1imit pe);mitted by th :-p0si ion cthe lever 5.5. ,in.,,t11ev maneuver,- .ias entroival c devic 4 in or between the Ahead Run and the adjacent Shiitff 1x151!- than a ahoved scribed.

- Lucrder tdst phthe-en nelfrom. .operat qn in r as pgssible. To. accomplish this .the operator will.

move 1ever;,55 in, the maneuvering, control avaljve device- 48 from hatev r 1h0iticnv it. may-b 9 ,cnpy ne n 'o 'b t n theR1 nf an a Shitti pos ti n at he h ad s de o S o pos tion sideot Stop position... Due: to, this opemtion .of the m n uvering control. valve. devineda the ahead ntr l pi e 6 m thereby pipefiuieading while fluida e maxi m p es urewill he, vided intheasternsp pe 51. Atthistimethec ha t-reversin p on. -wi11he nts 'ght-Lhand r ahead, pos t o and the, nterlock; valve. devi e 5 It ill e positioned to e commun eatiom b tween p 51 nd 51, so h uid suh hed to pipe; as just described wiliflow throngh the pressure limiting valve device to pipe. 51- and thence to the power; means: 4;! -and:to.=-.the:directipnali control device? H8 untilfithezrpressureyof fluid obtained; inmipe; 5| '1 is; increased; tsrathat at ovethe fnelc ntroishaftim itsafuelcut-Qf 16 which. valve. .6331 said val e: device isaclqsed 'llhenpressur o I1 p p -5' tj th m t oiial nt l device. Lit-will t h become .eiict ve past he ope va elllfl therein and through. pipe, 116 in. chamber. 11 5,11; thefi cut-Q11 motor Uni a u te saidmot to, ijochthe fuefl'qontlolshaftd to fuel cut-off, hositio i soiastocut ofi thesupp y f fuel. the en ineso hat the engine may s op- Atth same time, the. pressure of fluid provided. through pipe 5! to. power means 41 will actuate said power means tomove the maneuvering. shaft. 6 from the Ahead,s .ide of. Stop position to but,..no.t. past "Shift? position, at the opposite or .Astern side oiffitop p .on.-. p

This operation f'the maneuvering shafts t the; Astern Shiit position will effect opeia; tion-of theastern valve. device .20 in the control valve. mechanism L2,.to. supply fluidunder pres,v shrew P'mej 6 .a dflhamh t f: a th r ehhhahd side of the cam shaft reversing piston l3. Chain; be): I'Lat. the, opposith Side. of. the. reversingpis ton. l3. isL-at. this. time open to. atm'ospherethrough pipe t8 and the ahead valve: device ,2} in. the

' control. valve mechanis m' [2, so; that. the pressure of. fluid. provided-in chamber [5 will. movathfi piston. t3iand theteby. the ,cam shaft. Afton; their ahead position'to. their. astern.positiomjnwhich they are own in..the-dra .1e,, to pr vide for. operation of the engine in the aster-n. dizzection;

Movement. ofthe shaft. reversing. piston L3. to its astern: position. will turn valve. 12. in.;. the interlochvalvedevice 6! back to.-therpos,itioh.in wh ch it i shcwnin the drawin to t ereby els= ta lish c mmuni ation. betwe i es sta ds;

whe e y t e max m m p ssure of. fluid-p o i ed in p the mer p ne-with, the o ators. hontnol lever 55.. in/the"Astern; Start position-twinge, Qmecfiectiv throughpipe 5 .inpow r: m an l The. power. m ns 41 w llth h op t oturin the; maneuvering. shatt .6 to. the eorrespondinggr Aistern Start? position forv thereby .efiecting operation, of, the air starting valve device .35. to supply startingair topipe 3].

'Iiheensine earn. shaft 2 may. be .shiiited toits astern, position andthe starting airv va1ve...de-; 106.35 may operate; to supply engine sta'rting air to pipe 31' as just described before the. engine hecgn es. stopped from. .operation. in the, ahead q rentionin which cas tthe startineain up li d tnapi e. 31ml; .he effiectivein t he ppcse m vement. 0i. theen ine p s. as w l kn wn,- Aiten the'engine stopsv however the startingiair l pliedto the enginethrough .pip.e,.31 willv cause th limate. startturning in n or. a tem dim ti hi asdetermined-by the posit on. oil-the r rexe scdwam'sh ft 2..

:Start ng air. suppl edto e -wi11.a1.so. flow thmiieh pipe. I45- t p ston. chamb 145? the p diizectional control; valve device. and therein act tgactuate. piston. l.42,'and-rod. I43, to movethe iriyi'r pn sho L49. iriilo frictional Contact with the engine crank shaft; I... If the; engine. s stint p,

eratingin the ahead' diregtion. at. the time the V e shoe 1.4.9 is. moved, into. f ric-tional contact with fl leaengine crank shaft. vl-, said, cra'nkshafhflill maintainsaiishoe andthereby the links- [51' and lflfl -andicams l3 3 aridl.32 in the position defined by contact; between. rod M3. and surface. l53- in 10 the casing, so. that. valve l 2 0 w-i l1- be 'maintainegi :Qpen to supply fluid undenpressure to: the fuel enteoiT-rmotorf 1 I 0550' thatr said pmotor will; mainv taint the supply" of-fuel to.- the engine Cutr-Ofi.

Em ven immediate naitenthe;en inecomes to atston andhen t2 I1 :2tOtum-,in theahewaor j provided th qhsh r117" asterndire'ctiQn under theinfluence of starting air the .clockwiserotationof the engine crankshaft if, as viewed inFig. 2 of the drawing, will move the friction shoe Hi9 back to the position in 'Whichitis-shoWn-inthedrawing. This movemeritofshoe I49 will change theposition of cams I33 and Il.32.vto permit. closure of valve I20 and openingof valve H9. Theclosing of valve I20 will cut-off the supplyof fluid from the astern control pipe St to pipeHIIB Pleadin to chamber lll5finfthe fuelcut-off motor IiiiLand-the opening of valve II!) will open said-chamber to the ahead control pipe 50 which=at this time is open to: atmosphere through the operators maneuver-'- ing control valve'device 4'8. vFluid under. pressure will"thus.be released from chamber H5 in the fuel cut-off.motor Ill] and the rod II2 will be moved by spring -I Irawayafrom the arm 8.6-connectedto the fuel control shaft, so that the-pressure of the-, overnor control spring 98 on the lever 38,, may rock the fuel i-controlzshaft '3 out OIfLitsYfueI wcuteoif position indicated by the dot and dash line 4 in order to supply fueltoxthe engine. iAssoonas the engine fires in response to the, .fuel -thus supplied, -.the operator will move lever.. 55 ofthamaneuvering control valve device 48.1"romthe fiAstern Start/position either to or to any .desired position between the adjacent Run, and Shift gpositions and then by suitableadjustment of'lever' I109 of the fuel control device I68 willcause operationof the engine at any desired-speed under'the control of the speed governor in,- as hereinbefore described.

When theen'gine is voperating in the astern direction if the operatordesiresto suddenly reverseits direction of: operation to ahead, he will inovethe -maneuvering-ccntrol lever from the Astern sideof Stppositionnt0 Startflposi: tion at the Ahead. side of "Stopi positionto thereby open the asterncontrol pipeei'fl:to: atmosphere andrtor-supplyfluidat the maximum pressure;' above mentioned to :the-ahead control pipe 55. .Fluidrwill then flow-from the ahead-control pipeififilthrough the-pressurelimiting valve device 553. to pipe 59 =leading to the power I means-t1 and to the directional control-device lit until-the pressure in pipe-:55] -is increased to the chosen degreerahove-mentionediat whichtirne-said limiting valve device wi1l= operate to prevent further flow of. fluid-under pressure-i;o ;pj1pe 3;

.Eluid under" pressure supplied 11011111198 5G as justldescribed will flow-past :the open valve t it in the directional controldevice ii 8; to pipe 5 it and-thence to the fuel cutoff motor H fiito actuate said.motor to, cut loif thesupply of. fuel; to the engine r-sorthatit may come to :a stop. At -the same time ipower means 4? will operate in response-to theschosen.pressurehof' fluid provided in pipe, 50.rto-.turn.-the maneuvering-shafts to the"Ahead Shift positionto open valve 22 inthe ahead valve 2| of the control valve device I2 so 'as'toisupplyfflui'd under pressure-to chamber I! in .the cam shaft reversingrmotor i i. The reversing piston [3 .will' then operate to move the-cam shaft? to'its right handor ahead position an'dto also turnthe rotary .valve I2 in the interlock valve devicei 6 I :to' the-positionnto establish communication, between "pipes 5t and 459. The maximum pressure of fluidiprovidedin pipe r 56 vvill then "become, effective fthr'oii'gh ;.pipe 50; in power 'm'eans"4il 'ah'djeffect operation, thereofto'turn" the maneuvering "shaftifi to.' its". ".Ahead start position. I

This movement, of, the mneuxzeririg snaage tothe"Ahead "Start position will effect opera-' be released from piston chamber tion of the ahead valve device 2! to release fluid under-pressure from chamberI'Tin the cam shaft reversing motor 5 i, and will also actuate cam 55 to operate the starting air valve device-to su ply engine starting air to pipe 3?. If the i e is still turning in the astern direction ngairsupplied to pipe 3? willbeeffective to bring the engine to a stop. After the engine is stopped, the starting 'air supplied to pipe SfWill cause it to start turning in'thenew or ahead direction corresponding tothe position of the'cam shaft 2.

Starting air supplied to pipe 3'I-will also flow through'pipe M6 "to piston chamber M5 in the directional control-device H8 and actuate piston M2 to'rnove the shoe M9 into contact with the crank shaft 2. 'If the crank shaft 2'is still'turn- :in in the positionvshown in the drawing to hold valve H9 open so as to maintain the supply "of fluid to the fuel cut-off motor Hit-so that-saidmotor willmaintain the supply of'fuel to the engine out off. However as soon asthe engine crank shaftZ starts to'turnin'the ahead tirection under the influence ofstarting air the shoe "E49 will'move with said crankshaft'tothe position-defined by contact-between rod' I4-3and' surface 553. This movement of shoe Milwill in turn "permit closure of valve I I9= and effect opening ofvalve B2B tothereby'cut offthe supply of fluid under pressure to and to release the fluid under pressure from chamber I I5 .in the fuelcut-off motor! I6. 'RodI I'2 in thefuel cut-off motor ilfl'will thenbe moved by spring H t away fromlever 86to permit operation of the fuel control shaft 3 by the governor control spring 93 to supply'fuel to the engine. With the engine turning-under thepressure of starting air it Will'thenflre and run on fuel. As soon as the '2 engine firesand isrunning on fuel the operator will then'rmove lever "55* out of the Ahead Start-position tothe adjacent Run or Shift position or to'any other selected intermediate position to effect'operation of power means 4! to turn the maneuvering shaft 6 to the corresponding position to' permit operation of the starting air valve device to cutoff the supply of starting air to pipe 31 and to open said pipe to atmosphere. Fluid under pressure will then I in the directional control device H8 by way of pipes EMS-and I31, and spring I56 will move'the shoe I49 out'of contact with the crank shaft 2 and to'the position-in which pin IN is disposedin the left-hand recess I in'link ISI.

; leverwgofthespeed control device I08.

Whenever theoperator desiresto stop'the engine regardless of the direction of itsroperation, he'needonlymove the control'leverto .Stop, position to 'effect'operation of power means '47 to correspondingly position the maneuvering shaftii, since movement of'the maneuvering control'jshaft Bto its Stop"position Will-actuate cam a i-to'iturnjthe fuel control shaft 3 to the fuelcutoff position indicated by the dot and'dash line 4. When the supply of fuel to the engine isthuscut off the engine will stop,

When the engine is stopped from operation in the ahead direction it may be-restartedin, the same direction in a manner which will be readily apparent from the above description.

in the astern direction, the shoe I49 will Summary fuel to the engine upon initiating a reverse in the direction of operation of the engine but to supply fuel to the engine just as soon as the engine starts to turn in the selected direction in order to obtain as prompt operation as possible of the engine in said direction, The fuel control means is interlocked with the maneuvering shaft so that the engine may be stopped by operation of said shaft, and bysuitable adjustment of said shaft the amount of fuel supplied to the engine by operation of the speed control device its may be limited to any chosen degree regardless of the adjustment of said device; 7 7

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

1. An apparatus for controlling the direction of operation of a reversible engine'and for also controlling the sup-ply of fuel to said engine comprising in combination, a first control pipe, a second control pipe, operators control means selectively operable to supply fluid under pressureto either one of said pipes and to at the same time open the other pipe to atmosphere, reversing means conditionable in response to fluid under pressure supplied to said first pipe to condition said engine for operation in one direction and conditionable in response to fluid under pressure supplied to said second pipe to condition said engine for operation in the opposite direction, starting means operable to initiate'starting of said engine in either direction, fuel cut-off means operable by fluid under pressure to cut-01f the supply of fuel to said engine, means operable upon release of fluidunder pressure from said fuel cut: off means to efiect a supply of fuel to said engine,

erable byfluid under, pressure to cut ofi the sup-q ply of fuel, to said engine, means operable upon release of fluid under' pressure fromfsaid' fuel cut-off means toeffect a supply of fuel to said, engine, valve means adjustable to establish cont-f. munication between said fuel cut-off means and either one of'said first'and second control'pipes and at the same time to close communication between said fuel cut-ofi means and the other one of'said control pip'es directional means responsive to direction of rotation ofa rotatable part of said engine, and means arranged to control said valve'means operable by said directionalmeans upon rotation of said part in a direction contrary-to the one of said pipes supplied'with fluid, under pressure to effect operation of saidivalve meansto open communication between the last named pipe and said fuel cut-off means and operable 'upon rotation of said part in the direction determined by the one of saidpipes supplied'with fluid under pressure to effectoperation of said valve means to open communication betw'eensaid:

oneof said pipes which fuel cut-off means and the is'open to' atmosphere. 7 V c 3. An apparatus for controlling the direction of operation of a reversible engine and for also controlling the supply of-fuel to said engine comprising in combination, a first control pipe, a second control pipe, operators control means see lectivelyoperable to {supply fluid under pressure to either one of said pipes and toat the same time open the other pipeto-atmosphere, reversing means conditionable in response to fluid under pressure supplied to said first pipe to condition said engine for operation in one direction and conditionable in response to fluid under pressure 7 either one of said first and second control pipes and directional control means arranged to respond to direction of operation of said engine and comprising means operable upon starting of said, engine in said one direction to close communica-- tion between said first pipe and said fuel cutoff means and to open communication between said fuel'cut-ofi means and said second pipe and operable upon starting of said engine in said opposite direction 'to open the first named communication and to munication.

2. 'An apparatus for controlling the direction of operation of a reversible engine and for also controlling the supply of fuel to said engine comprising in combination, a first control pipe, asecond control pipe, operators control means selectively operable to supply fluid under pressure to either one of said pipes and to at the same time open the other pipe to atmospherarev'ersing means conditionable in response to 'fluid under pressure supplied to said first pipe to'condition said engine for operation in one direction and conditionable in response to fluid under pressure supplied to said second pipe to condition said engine for-operation in the opposite direction, starting means operable to initiate starting of said engine in either direction, fuel cut-off means opclose'the second named com 7 and at the same time toclose communication between said fuel cut-ofi means and the other one of said control pipes, directional control means adapted to respond to rotation of a rotatable part of said engine to control said valve means and comprising means operable upon rotation of said part in a direction contraryto the one ofsaid pipes supplied with fluid under pressure to effect operationof said valve means to open communication 'betweenthe last named pipe and said fuel cut-offmeansand operable upon rotation of said part in the direction determined by the one of said pipes supplied with fluid under press sure to eifect operation of said valve meansto open'cornmunication between said fuel cut-off,

means and'the one of said pipes which is open to atmosphere, and means controlled by said operators control means operable to rendersaid directional control means either responsive or non-responsive to rotation of said part.

4. An apparatus for controllingthe starting and operation of an engine in either an'ahead or an astern direction and for'also controlling the supply of fuel to said engine comprising in combination, an operators control device comprising a lever having an ahead starting position and an astern starting position, two control pipes, means operable by said lever in said ahead starting eesii eai srse. agent. r ses to. eiii esphef nd i r i ii iifieseiis o Bei 2le awarene s-sti e id actuating mean sto Sa d; uel control .uel cut -o s tioii di eetio a1 f l's a ass d. to. open and. close as ure to. m saidiu i of osition. means n e nrss uiteirom ..r lene ndire tion of oper t on. f said- ".5 0 b tween sa d actuat n me ns.

e, pine, a. send valve arran ed to 9 9,5 2(2. 91 .13 9atioiiv e ween said la-ea e d atii2e mg s idaid othe nine, means.

e. n. sai ahead direction to, ffe t. sa d. one valve to. its ,com-. %@QZL se ping os tion and of said second a 91 6Q nati n; c os n posi ion and R3? A R- y. .151 1 ;:eQti Qa'lLQQntrO1 means upo ient ng said en ine. in said. astern direction to, effectmovementof said one valve to its comssaiee adm ns. position and of said second i i e lml ti mmunioat onop e position.

appatatus for controlling the startin nd retersin Of a. Ifeversibleengineand for also cQmQlHng the. fuel; supply tosaid engine comp ifiillgi n. combination, an engine maneuvering shaft: having ahead-rand astern starting positions and alsoahaving a stop-position, reversing means cqnditionable. in. response to movement of said haft to saidxaheadstar-ting positionto condition saidaenginefor operation inan.- ahead direction and =,conditionable in response to movement of said: nglnefor operation in: an astern direction irectional means upon onerag ov retess some means to. a just saieaiimuina A pp u r eontrollinethe start ng f; serene-ins, a d: the supply-of fuel tosaid en ine omp isinain combination, star ing means. for aid. ens meaonerators control means. comprisin allov r having. auiaenginev start. position. and a. f elz liimidngszonameans.- operable bit said lever I said-stert=pQ t on to, effect. operation. of, said.

adapting... means. fuel. control means for. said cosine harms afuel cut-off position and bein .v operation-eon movement out of said. position to,

unnis/pipette. said engine. in. an amount pr pertion le totheextentof. such movement, speed.

reeulati means operable. to. adjust said fuel CQIlj' XiQk means 01111. ofits; tuelfcut, off position, a separate. operators control. device operable to.

controlrsaid speed regulating means, andv means. adiustableb rsaid leiier upon. adjustment in, said fuelllimiting zone torlimittoany chosen degree I he. extent qfi adjilstmenteof. said. fuel. control.

starting. means operable by said shaft in said ahead and .astern starting positions to initiate starting of said engine, fuel control meanshaving v I,

a fuel cut-off position and operable therein to out off supply of fuel to said engine and bein movable out of cut-off position to supply fuel to said engine, directional control means controlled; by, a rotatable. part of: said engine and comprising means operable upon rotation of said- P in a rection contests-Mimi tartin position of said shaft to effect movement of said fuel control means to said cut-off position and,oper,-

able upon rotatwn of Sam part: motile dlmcmm" rts eneinestartingacontrol device, and means determined: by the starting position of said shaft to permit movement of said fuel control means out of said cut-off position, and means operable by said shaft upon movement to said stop position to also effect operation of said fuel control means to its fuel cut-off position.

6. An apparatus for controlling the starting of an engine and the supply of fuel to said engine comprising in combination, starting means for said engine, operators control means adjustable to effect operation of said starting means, fuel control means for said engine having a fuel cutoff position and adjustable out of said position to vary the amount of fuel supply to said engine, a separate operators control device operable to effect adjustment of said fuel control means out of said fuel cut-off position, limiting means adjustable to limit adjustment of said fuel control means out of said cut-off position to any chosen maximum degree, and means operable by said meansontof fuelicut-nff position by said, peed regulating means 8. An'apparatus: for. regulating. the. supply. of

fuel to. an enginercomprising incombination, fuel.

controlemeans ,forsaid'enginehaving a. fuel cuteofir position and. a. fuel. controlzoneat one.

side of said positionforssupplying fuelltothe engine. in anamount. proportional: toothe. extent ofmovement of. said means out of said cut-offposition, an-operatonsspeed controlrdevice oper-..,

" control; means out. Qfsaid: euA'..-offv position, andv a sepanateenginestarting device operable to adjust saidt limiting means.

QnAn. apparatus, forregulating the supply of.

saith-shaft towsaid aster-nposition to condition zeontroL-means for said engineihaving-la. fuel cut-off rolimeans. out" of; saidzfuelrcut-offs position into.

said; zone by operation of said-- governor, an operaoperable by said enginestartingcontrol device to adjust said limiting means.

10. An apparatus for regulating the supply of fuel to an engine comprising in combination, fuel control means for said engine having a fuel cutoff position and a fuel control zone at one side of said position for supplying fuel to the engine in an amount proportional to the extent of movement of said means out of said cut-off position, an adjustable speed governor operable by said engine, an operators speed control device operable to adjust said speed governor, means operable by said speed governor to adjust said fuel control means out of said fuel control position in said zone to a position depending upon the adjustment of said speed control device, limiting means adjustable to limit to any desired degree movement of said fuel control means out of said fuel cut-off position into said zone by operation of said governor, and also operable to move said fuel control means tos'aid' fuel out-off positiomf and separate operators control means operableto adjust said limiting meansg W 11. An apparatus foricontrolling 'the'reversing and starting'of' a reversible engine and for-also= controlling the supply of fuel to said engine comi prising in combination, reversing meansfor said engine, starting means forisaid engine, an operators control device comprising a; lever'having zone adjacent said cut-off position, opera'tors control meanscomprising a lever having wanen gine idling position. and-means operable by said lever upon movement out ofisaid idling position to adjust said fuel control meansaway fromsaid fuel cut-off position intosaid zone, limiting-means" adjustable to limit to any desired degree move? ment ofssaid fuel control means aWay'fromsaid cut-off position and ialsoadjustable to move said fuel control meanstosaidE cut-01f position, and

means operableiby said .operators control device to adjust said limiting means. :7

12. An apparatus for controlling the reversing and starting-of a reversible engine andivforalso controlling the supply of fuel to said engine com.

prising in combinatioman engine maneuvering.

shaft, operators control means-comprisinga lever i having ahead and astern start positions and a, stop position and means operable upon movement of said lever to its different positions to effect .7

'movement of said shaft to corresponding pos'i-x tions, engine reversing means controlled by said shaft and operable upon movement of said shaft to either its ahead or astern position to condition said engine for operation in respectively either an aheador astern direction, starting means, oper able by said shaft in said ahead andasternipositions to effect starting. of' said engine, fuel control means for. said'engine having a fuel cut-ofl contro position and being adjustable out of said position to supply fuel to said engine, an operator's speed control, device operable to efiect adjustment of said fuel control means out of said cut-off position, limiting means adjustable to limit to any desired degree adjustment of said fuel control means out of said cut-off position by operation of said speed controldevice and also adjustable to move said fuel control means to said cut-off position, and means operable by said shaft to '55 2,444,273

adjust said limiting means.

' 13. Ari-apparatus for controlling thefreversing' andstarting'of a reversible'engine and for 'al controlling the supply offuel to said engine '09. f prising in combination, an engine manuevering" shaft, operatorfs control means" comprising lever having ahead and astern start positions and a stop position and means operable'upon' movement or said lever toits diiferentpositionsj to effect movement of said shaft to correspondi'ng positions," engine reversing means controlled by said shaft-and operable uponmovement dr am shaft to either'its ahead or astern position to condition said engine for operation in respec tively either an ahead or astern direction,start? ing means operableby said shaft in said ahead and astern positions 'to effect starting'iof's I engine, fuel control means for said engine-havingf a fuel cut-off'positionandbeing adjustable out: of said :position to supply fuel to said enginefan operators speed control device operable-to eifec't adjustment of said fuel control means out of said' cut-off position, limiting means adjustable to' nut to any desired degree adjustment of said fuel control means out of said cut-offposition' by operation of said speed controldeviceand alga adjustable to movesaicl fuel'control means'to saidcut-off position; means operable by saidlever 'td adjust said limiting means, fuel cut-elf means operable to move said fuel control means to sa id' cut-off position; directional control means controlled by direction of operation of said en- -mey and mechanism controlledvby said direetii'inal control means and cooperative with said opera-' tors control device to effectoperation of said fuel cut-off -means upon movement ofysaid lever to either said aheador astern position wan-said: engine operating inrespectivelyieither the astern F or ahead -direction,- said directional control-means being operableupon operation of said'e'ngine in the direction corresponding to the position of saidlever to render said-fuel cut-off means inefi'e'c tive, and means operable upon rendering said: fue cut-off means ineffective to,rend er said fuel conic trol means adjustable by said-operators-speed;

l device. 1 r

' vR1; am ne;Esiorrlin l p The following references fare of record in th' file of this patent: I 1, UNITED smm gmmmsiif 5