US2640312A - Control apparatus for starting, stopping, running, and reversing an internal-combustion engine - Google Patents

Description

R. E. MILLER R STA June 2, 1953 AND CONTROL APPARATUS FO RTING. STOPPING, RUNNlNG,

REVERSING AN INTERNALCOMBUSTION ENGINE Filed April 26, 1949 reim E8 m JNVENTOR- Mller Rc1 mondl BY y A 7` TORNE Y Patented June 2, 1953 CONTROL APPARATUS FOR STARTING,

STOPPING, RUNNING, AND REVERS- ING AN INTERNAL-COMBUSTION EN- GINE Raymond E. Miller, Wilkinsburg, Pa., assigner to Westinghouse Air Brake Company, a corporation of Pennsylvania Application April 26, 1949, Serial N0. 89,702

(Cl. Q-16) 14 Claims. l

This invention relates to engine control apparatus and more particularly to fluid pressure control apparatus for controlling the starting, stopping, running, reversing, etc., of such as a reversible Diesel l engine.

One of the objects of the invention is the provision of improved control apparatus for effecting the above operations concerned with operating a reversible Diesel engine.

Another object of the invention is the provision of improved means for effecting cut-off of supply of starting air to the engine automatically upon running of said engine on fuel.

Still another object of the invention is the provision of means for preventing an over supply of fuel in starting an engine having a fuel pressure regulating control shaft operatively connected to the usual fuel control shaft in such a manner that in time of starting the fuel control valve will be wide open with fuel pressure at a minimum value.

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

In the accompanying drawing; Fig. 1 is a schematic view, partly in outline and partly in section of a control apparatus embodying the invention; and Fig. 2 is a cross-sectional view of a valve device, three of which are shown symbolically, comprised in the control apparatus shown in Fig. l.

Description The reversible engine (not shown) may comprise the usual crank shaft l, only a portion of which is shown in the drawing, and a cam shaft 2, a portion of which is shown also in the drawing. The crank shaft i may be operably connected to the pistons (not shown) of the engine and operatively connected to a propeller or propellers (not shown) of a ship, for example. The cam shaft 2 is adapted to be driven in proper phase with the crank shaft l in the usual manner for operating conventional engine valve mechanism (not shown) to permit the engine to -loe started by compressed air for operation in either direction of rotation, to, for instance,

-drive a ship ahead or yasternl The cam shaft 2 may have the usual forward cams (not shown),

manner the cam shaft 2 may beshiftable axially in one direction to a position for renderingv 2 the forward cams eifective to operate the engines valve or timing gear, and in the opposite direction to another position for rendering the reverse cams effective to operate said gear.

The reversible internal combustion engine may further comprise a fuel control shaft 3 operatively connected to fuel control valve means (not shown) for regulating the fuel flow area and thereby affecting regulation of the quantity of fuel supplied to the engine cylinders by way of fuel injection nozzles or the like (not shown). The control shaft 3 is secured for turning movement by a fuel control lever l which may be disposed outside the engine. The lever 4 is adapted to be moved to a Fuel Off position, indicated by dot and dash line so titled in the drawing, in which position the fuel control valve means is so conditioned as to cut off supply of fuel to the engines cylinders. By counterclockwise turning movement of lever B, as viewed in the drawing, from its Fuel Off position to a Full Fuel position, the fuel fiow area may be increased up to a maximum amount corresponding to said Full Fuel position.

Still further, the internal combustion engine may comprise a fuel pressure regulation control shaft lla. operatively connected to fuel pressure regulating means on the engine (not shown). The shaft 'Aa is adapted to be moved to and between opposite Maximum Fuel Pressure and Minimum Fuel Pressure positions to cause a corresponding regulation of the pressure of fuel supplied to the engine, hence to a certain extent, the amount of fuel to be supplied to the engine for a given position of the fuel control shaft 3.

The control apparatus embodying thev invention may comprise a speed governor device 5 operable in the usual manner through a driven connection with the crank shaft l to control position of the fuel control shaft 3, hence the amount of fuel supplied to the engine, and thereby its power o1' speed through positioning of the fuel control lever il in accord with the speed setting of said governor device. An actuator in the form of a speed control cylinder device t is arranged to control the speed setting of the governor device 5.

ln a well known manner, the pressure of fluid in the speed control cylinder device 6 may be varied from a station remote from the engine, such as in the pilot house of a ship by means such as a self-lapping speed control valve device (not shown) comprised in an operators control device B located at such a station. A

the spring 44 and move the fuel control shaft 4 out of its Full Fuel position to an intermediate position in the direction of Fuel Oif position, tending to reduce the amount of fuel to the engine and thereby its speed, which intermediate position said shaft 4 will assume when a balance is attained between the effect of spring 44 acting on lever 38 at one side of pin 43 and the effect of plunger 3l) acting on the other side of said pin on lever 35. Once such balance has thus been established, so long as the tension of spring 44 remains set for minimum initial tension, as above described, the engine will continue to run at idling speed in accord with setting of the fuel control lever 4 in some intermediate position, according to load condition on crank shaft I. By subsequent increase in tension of spring 44 through operation of speed control cylinder device 5, the speed setting of governor device 5 may be increased and said spring will then cause movement of fuel control lever 4 toward the Full Fuel position and thereby increase the speed of the engine until a balance between action of said spring on lever 35 again reaches a balance with the action of plunger 3U on said lever 38. When speed control. cylinder device 6 causes a maximum initial tension of the spring `44, the governor device 5 will effect positioning of the fuel control lever 4 in the direction of Full Fuel position to increase the speed of the engine to a maximum. In any speed setting of the governor device 5, as determined by the tension of the spring 4-4, said device 5 will function to maintain such speed of operation of the engine constant. If, while the engine is operating at a certain speed, a change in load on the engine occurs, such as an increase in load, for example, speed of rotation of crank shaft I and of the governor head 3l will tend to decrease, thereby tending to reduce the force exerted through centrifugal action by plunger 30 on the lever 38 and allowing spring 44 to move lever 4 in the direction of Full Fuel position to supply more fuel to the engine to maintain its speed as determined by the speed setting of the governor device under the increased load. Conversely, for example, the governor device 5 will effect adjustment of the position of the fuel control lever 4 to decrease supply of fuel to the engine for maintaining a speed thereof in accord with the speed setting of said governor device in event that load on the engine should be reduced during its operation.

The speed control cylinder device 6, for sake of illustration, may comprise a casing having a piston y45 slidably disposed therein and subject opposingly to pressure of fluid in a pressure chamber 50 open to the pipe 9 Aat its one side and to force of a compression spring 5l in a chamber 52 open to atmosphere at its opposite side. The piston 49 is operatively connected to one end of the tension spring 44 through a piston rod 53. Spring 5l urges the piston 49 toward a position indicated in the drawing by a dot and dash line titled Idling Speed position in which the initial tension of the spring 44 is at its minimum value calling for idling speed setting of the governor device 5 as before described. By an increase in pressure in chamber 5B up to a maximum value the piston may be caused to assume positions in the direction of chamber 52 toward and to a limit position indicated in the drawing bya dot and dash line titled Full Speed, and therebyeifect increase in the initial tension of the spring 44 up to a maximum value for increasing the speedsetting of the governor device 5, as will be-- appreelated from previous description. By subsequent controlled reduction in pressure of uid in the chamber 50, through release of fluid under pressure via the pipe 9, the tension of the spring 44 may be reduced as piston 49 is returned toward and to its Idling Speed position. It will be appreciated that any position of piston 45 between Idling Speed and Full Speed may be effected in accordance with pressure of fluid in chamber 55.

It will be seen, therefore, that the speed setting of the governor device 5, hence speed of operationof the engine while running on fuel, will be in accord with the pressure of fluid in the speed control pipe 9 connected to the chamber 55 in the speed control cylinder device B; a minimum pressure in said chamber such as atmospheric pressure, for example, will correspond to an idling speed setting of the governor device 5 and a maximum pressure of 80 pounds, for example, may correspond to a full speed setting of said governor device.

The resilient link assemblage l may comprise a rigid spring cage 55 which is pivotally connected at its one end to one arm lof a lever 56 which is attached intermediate its ends to the fuel pressure regulation control shaft 4a. A rod 5l is slidably and guidably mounted within a suitable bore or bores in the cage 55 for pivotal attachment at its one end to a lever 53 which is secured for turning movement withthe fuel control shaft 3. A compression spring 59 disposed within a longitudinal chamber 55 formed in the cage 55 encircles the rod 5l and is interposed between a collar 5l attached to the rod 57 and one end of the cage 55. The spring 59 urges the collar 6| to a position seated against a shoulder B3 formed at the opposite end of cage 55 to form a positive connection through which rod 51 attached to lever 58 may move the lever 56 attached to the fuel pressure regulation control shaft 4a in the direction of its Minimum Fuel Pressure position. The compression of spring 59 is such vas will maintain the collar seated against shoulder 63 during normal control of engine operation by the governor device 5 and therefore will transmit sufficient force between lever '58 and the lever 56 as to allow the fuel control shaft 3 to cause positioning of the fuel pressure'regulation control shaft 4a. However, in whatever position out of Fuel Off position the fuel control shaft 3 may be in, the resilient link will allow the cylinder device 'la to cause movement of the fuel pressure regulation control shaft 4a to its Minimum Fuel Pressure position through actuation of the lever 56. The resilient link assemblage l will allow the governor device 5 to move the fuel control shaft 3 to any position, and when the cylinder device 'la is brought into operation, the collar 5I and rod 5l may remain substantially stationary with the lever 53 and fuel control shaft 3 while the cage 55 moves withthe lever 55 as shaft 4a is caused by cylinder device la to assume its Minimum Fuel Pressure position. When the cylinder device la is released, the spring 59 will cause return of the cage 55, lever 5S, and shaft 4a to its previous position in accord with lever 55 and in which the follower 6| is again seated against the shoulder 63 formed in the cage 55.

The cylinder device la may comprise a casing 'l5 having a piston ll slidably disposed therein and subject to pressure of fluid in a chamber l2 at one side and to the force of a compression spring 73 disposed in an atmospheric chamber i4 at its opposite side. A rod 15 is attached to the pistn H for movement therewith.

The rod 15 extends"throughV the chamber "I4 and outwardly through an opening in the `end wall .of `the .casing 1D forslidable contact with the opposite arrn of the leVer'SB. In operation of the cylinder device 1a, when fluid under lpressure is supplied to the `chamber .112, the piston "il will move vin the direction of `chamber 'I4 against action of the ,spring `13, Vand in carrying the .rod I5 with it, will cause rocking movement of `the lever 56 in a clockwise direction as Viewed .in the drawing, thereby causing the :fuel pressure regulation control .shaft 4a to be .moved to its Minimum Fuel Pressure position, if not otherwise therein by virtue of position of lever 58. Upon subsequent release -of :duid under pressure from the chamber 12, the spring i3 will cause return of the piston 'II to its original position, in which it is shown in the drawing, thereby allowing the lever 56 and fuel pressure regulation control shaft kle to again assume its original position in accord with position of lever 58.

The operators control device may be `similar' to that shown and described in vdetail .in United States Patent No. 2,413,390 issued to Roy R. Stevens, December 3l., k1946, and assigned to the assignee of the present application. For detailed description oi the control device 8, therefore, reierence may be made to the above patent.

Briefly, the operators valve device 8 com-prises valve means (not shown) for controlling selective establishment and disestablishment of connection between the control supply pipe 2d and the ahead and astern control pipes Il, i2 .as well as a start control pipe 19 and for effecting variations in pressure of uid in the speed ycontrol pipe 9'. An operators control lever Il is provided for controlling operation of the valve means.

The lever 'it extends vthrough a guide slot le and has a Stop position intermediate the ends of said-` slot. At: one side ci Stop position, indicated in the drawing by a legend Ahead,.' the lever Il has a Run and Idle positionwhich. is located substantially midway between Stop position and one end of the slot 1.8 where said lever has a Full Speed position. Adjacent to the Run and Idle positiom they slot 'I8 opens to a transverse slot 19' to. allow for movement or lever il to a tart position.. et. the omvosltel side oi Stop position, indicated by the legend. Astoria the leverv il has oppositely' arranged corresponding Run and Idle Speed positions. and. a similar Start` position. in a. .slot 3.0. In Stop positioni'o lever lil, thev valve means (not. shown) controlledby saidlever are positionedto open theahead. astern. speed, and start control pipes II, I2, 9: and` "lli, respectivel'y",v to atmosphere. In Run andA Idle position at the Ahead side of Stopi position, the valve. means controlledbylever il are conditioned to'- connect, the4 aheadE control pipe: Ifll to. the control4 supply' pipe 2S.- while maintainingthe astern control pipe I2, the-speed controlpipey tand the start' control pipe `llvvented' to atmosphere. By mov-- ingV lever "Il into slot 1S", the start control pipe TB; is also connected' to, the control supply-*pipe 26- along with thealriead" control pipe- Mi. In Run and Idle position offlever TI at' the opposite or Asternl side of Start position; the asternv con'-r trol pipe vI2` is'A connected to the control`v supply pipa-125, while the ahead control pipe I\I the speed control pipe 9 andE the` start' control pipe IG are vented tovv atmosphere; Upon movement of the lever-'ll'- intosthe slot-BG; the start control pipe` is connected toi the controlx supply pipe.` 2'6-l along' with the astern control` pipe I2".

When Athe lever 'I'I is in either of the Run and Idle positions, the speed control pipe '9 is open to atmosphere as above mentioned, for rendering the speed control cylinder device B edective to maintain the governor speed setting at idling speed, in which it is shown in the drawing, while upon movement of the operators control lever 1.7 to either of the Full Speed positions, fluid at a maximum degree of pressure is provided in the speed control pipe 9 for rendering the speed control cylinder device e effective to increase the tension of the spring dei and thereby increase the speed setting of the governor device 5 to a maximum degree to call for operation of the engine 'at its maximum speed. Any desired speed setting of the vgovernor device maybe effected through positioning of cylinder device by suitable adjustment of the operators control lever 'I'I between either of the Run and Idle positions and the corresponding Full Speed position.

While the lever l? is being positioned within the range between Run and Idle and Full Speed at the Ahead side of Stop position, the ahead control pipe El will remain connected to the control supply pipe 2S, and conversely, while said lever is positioned within the,` opposite corresponding range at the Astern side, the astern control pipe l2 will remain connected to said control supply pipe.

The reversing cylinder device Il! may comprise a casing containing a reversing piston 35 having a piston rod 8E which extends through the rcasing and has an operative connection with the cam shaft 2. whereby reciprocation of said piston will effect axial movement of said cam shaft. At one side of the piston y there is a pressure chamber 8'! which is connected to the astern control pipe I2, while at the opposite side of said piston4 there is a pressure chamber 8twhich is connected to the ahead control pipe `I l. When iiuid under pressure is supplied to the ahead control pipe il at a time when chamber 37 is open to atmosphere via pipe I2, the piston. it will be moved to the position in which it is shown in 'the drawing for moving the cam shaft 2 to its ahead position to provide for operation o' the engine in its ahead direction. Conversely, when uid under pressure is supplied to the chamber 8l via the astern control pipe l2 while chamber Si! is open. to atmosl phere via the pipe I Lthe piston e5- will be moved to its opposite extreme position to thereby move the cam shaft 2 to its astern position.

The fuel cut-ofi cylinder device: Il, for salie of illustration, may comprise a casing 9G having a piston 9i slidably disposed therein'. The piston I; is subject to pressure of iluidin a chamber 92 at one side and to the opposing force ofv a cornprossion spring 93 disposed in a chamber 9d at its opposite side. The chamber ed is constantly open to. atmosphere byv way ci such as a port ed" inthelcasing. A piston rod ed@ isA attached to the piston` QI.` for movement therewith.. The rod'V 95 extendsthrough the chamber et and end wall ofi the casing .fiel for engagement with the 'fuel con trol lever d. In operation of the; cylinder device' I1, when iluid under pressure is supplied to the chamber 92, the piston 9i will move' in the direction of theV chamber' 94, carrying the attached rodi 95 with. it and into engagement with the fuel control shaft e which therebyl will be caused tor assume its Fuel Off position, in which it is shown in the drawing. Upon subsequent release of'luidf under-pressure from the chamber 92; the springI ilir will eiiect' return or"Y thel piston QI' to its' original position, carrying with it the rod 9F to a position out of engagement with the fuel control lever 4 which is then again free to assume any position up to and including its Full Fuel position.

The directional interlock device 8 may be substantially like that disclosed and described in detail in the United States Patent 2,459,883 issued on January 215, 1949, to Cecil S, Kelly, to which patent reference may be made for a detailed description of said device and in view of which only a brief operational `description 'is included in the present application. Briefly therefore, the directional interlock device I 8 is operable in response -to supply of fluid under 4pressure to a pipe 90a to sense the `direction of rotation of the engine crank shaft I, through actuation of a retractable shoe Sla into engagement with vsaid shaft, and to establish communication between one or the other of the ahead'or astern control pipes I I, I2 and a pipe 92a according to direction of such rotation, and to maintain such connection when fluid under pressure is subsequently vented from the pipe 90a, with resultant retraction of the shoe 9| a away from the'shaft I. If the engine crank shaft I is turning in its ahead direction when the shoe 9| is caused to engage said shaft, the directional interlock device I8 will respond to assume what hereinafter will -be referred to as its ahead position in which the astern control pipe I2 is connected to the pipe 92a and the latter pipe is disconnected from the ahead control pipe II. Conversely, if the shaft I is rotating in its opposite or astern direction at the time that the shoe 9Ia is in engagement with said shaft, the directional interlock device I8 will be caused to assume what will hereinafter be referred to as its astern position in which the pipe 92a will be disconnected from the astern control pipe I2 and will be connected to the ahead control pipe If, at vthe timewthat shoe 9Ia is caused to engage the shaft I said shaft is not rotating, the interlock device I8 will remain in whichever of its two positions it last assumed' during a previous engagement of -said shoe with said shaft when it was rotating.l

The relay valve devices `I9 and2I as well as the starting air valve device 20 may be substantially alike for sake of illustration. Referring to Fig. 2, each ofthe devices I6, 20 and 2| may comprise a casing |60 having a diaphragm |0| disposed therein and subject to pressure of fluid in a diaphragm control chamber |02 at its one side and to atmospheric pressure in a chamber |03 at its opposite side, the chamber |03 being open to atmosphere through a port M3. Also formed in the casing are chambers |04, |05 and |06; chamber |04 being separated from chamber |03 by a partition |61 and from chamber |05 by a partition |08. A partition |09 separates chamber |05 from the chamber |06. A valve I| is disposed in the chamber |04 for controlling communication between the chamber |05 and said chamber |04. The valve ||0 may be secured to auted stem I II slidably mounted in a suitable bore extending through the partition |68, a valveseat being formed at the end of the bore opening into the chamber |64 to accommodate the valve |I0. A valve H2, similar to the valve H0, is disposed in the chamber |06 for controlling communication between the chamber |05 and said chamber extending through the partition 08, a valve seat being formed Ain the end of said bore opening into the chamber |06 to accommodate the valve |I2. Both of the fluted stems II I and II3 project into and meet in the chamber |05. A bias spring II4 is disposed in the chamber |06 and arranged to urge the valve I|2v toward its seat and at lthe same time, through engagement of stems I I I and I3, to urge the valve I I0 away from its seat. The valve I I0 is operably connected to the diaphragm |0| by means of a rod or stem I5 extending through a bore in the partition |07. A control spring ||6 is provided in chamber |03 to oppose deflection of the diaphragm |0| in the direction of the chamber |03.

In operation of the above @device lshown in Fig. 2, with the chamber |03 open to atmosphere, upon supply of fluid under pressure to chamber |02 sufficient to overcome action of the control spring ||6, the diaphragm l0| will ydeect in the direction of the chamber |03, opposing action of the bias spring H4, and will cause seating of the valve ||0 and unseating of the valve |I2. With valVeI I0 closed and the valve I2 open, chamber |05 will be closed to the chamber |04 and open to the chamber |06. Upon subsequent reduction in pressure of fluid below a certain value as determined by compression of spring IIB, the bias spring ||4 and the control spring I I6 will return the diaphragm |0| and the valves |I0 and II2 to the position in which they are shown in the drawing; the valve I I 2 being seated and the valve ||0 open. The chamber I 05, then will be closed to the chamber |06 and open to the chamber |04.

Hereinafter, in describing operation of any of the valve devices I9, 20 or 2| shown in Fig. 1, which are similar to the device shown in detail in Fig. 2, when the valve I I0 is unseated and the valve I2 is seated, a communication, indicated symbolically in Fig. 1 of the drawing by a solid line bearing the reference numeral II8, Will be established to connect vthe chamber |05 to the chamber |04. Similarly, when the valve I0 is seated and the valve I I2 unseated, .a communication, indicated in Fig. 1 of the drawing symbolically by a dash line bearing the reference numeral I0, will be established to connect the chamber |05 to the chamber |06. When one of the communications I I6 or I9 is established, the other of said communications is simultaneously disestablished.

Each of the double check valve devices |9a, |612, and 23a, may be of the usual type having two opposite inlet openings and an outlet opening. Each is operable upon supply of fluid under pressure to either one of its inlet openings to establish connection between that inlet opening and its outlet opening and to close communication between the other inlet opening and said outlet opening'and upon venting of both of its inlet openings to atmosphere to vent its outlet opening.

The starting air cut-off valve device 23 may comprise a casing 305 having a fluid pressure supply chamber 306 connected to the start con` trol pipe 76, a delivery chamber 301 connected to one inlet of the double check valve device 23a by Wayof a pipe 307', and an exhaust chamber 368 open to atmosphere by way of a Iport 309. .A supply valve 3|0 is disposed in the supply chamber 306 for controlling communication between said supply chamber and the delivery chamber 361 by way of an opening in a partition 3| separating one chamber from the other. A seat is formed in the partition 3II encircling Y. the opening therein to accommodate the supply valve 3.10. .A compression. spring 312V is also disposed in the supply chamber Si, arranged to urge the supply valve tit' towardV a seated` position closing the supply chamber from the delivery chamber. The supply valve 319 is connected, by means of a stem extending freely through the opening in partition 3H and the delivery chamber 32's', to an exhaust valve seat element 313 slidably mounted within the casing and dividing the delivery chamber 32T from the exhaust chamber S08. An opening 314 in. the exhaust valve seat element and in the stem is provided to serve as a communication for connecting the delivery chamber 35T to the exhaust chamber 382 when desired. An exhaust valve 315 is disposed in the exhaust chamber 368 and arranged to cooperate with the seat element 313 to close said chamber SEB to the opening 3M. A stem 356, extending outwardly through the casing, is attached .to the exhaust valve 315 to' provide a medium through which valves 3m, 3'15 may be actuated.

According to a feature of the invention, a retractable cam assemblage 3H is` provided for operating' the starting air cut-off'valve device. 23. The cam assemblage 31"? comprises a retractable cam 318 carried by a lever element ,SI2 which is secured for turning movement with. the fuel control shaft 3'. The lever element 319 is provided with` a substantially flat surface on which the cam 318 is slidably andv pivotally mounted by means of a pin 323. A tension spring 321 is arranged to urge the cam 318 inY a counterclockwise direction aboutV thev pin 323, as viewed in the drawing. Astop pin. 322 is attached to the lever element 319 for. contact with the cam 313 to limit the extent of. such counter-clockwise turning movement and denne` an extended position. of said cam, in which position it is shown in the drawing.

In operation of the device 22 by the cam Vassemblage 3|?, with the fuel control shaft 3 in its "Fuel Off position, in which. position it is shown in the drawing, the cam 3't8. will be disposed a distance away from the stem 3&5 so that the supply valvel 31'@ in device 23 willy be closed, with the pipe 3111' disconnected from the start control pipe 75 and any iluid under pressure in the former pipe will be free to exhaust itself by unseating the release valve 3.15.

When the fuel control shaft 3 moves from its Fuel Off postiion to its. Full Fuel position, as itv will. be caused to do during operation of the control apparatus to be described hereinafter, the lever element 319- in moving with the shaft 3 will' bring the projectingend of. the cam. 318 into Contact with the stem 3115 and, due to reluctance of.' the stem 316 to be displaced inwardly of the oasingofV the device 23v by virtue ofthe compression of its spring 312, Will' cause, rst, clockwise pivotal movement of the cam M8 about -pin 32@ as said cam is passed slidably over the tip of the stem 316,. then, when beyond saidr stem, the spring 321 will return the cani to its extended position seated in contact with the stop pin. 32.2, in which position it will remain as the shaft 3 continues to. assume its Full Fuel position.

Thus itwill be seen that the stem 315` of device 2:3 will remain in. its. fully extended position as thefuel control shaft 3 moves from its Fuel Off to its Full Fuel position, while the cam SIS rides over the projecting end of sai-d stem; The reason for such. action will hereinafter become obvious.

Now assume that, with the cam 318 in its extended position, the fuetshaft' Si is caused to move from its Full Fuel position 'to an Idling Fuel position, indicated in the drawing a dot and dash line so titled, intermediate said Fulliuelv position and the Fuel Off position. as will be the case during a certain operation of the control apparatus to be described hereinafter. Just prior to attaining "Idl'ing Fuel position, the shaft 3 and lever element 31S, will. bring a rounded surface portion 325 of the cam Sie into slidable engagement with the projecting end of the' stem' 316; Such engagement will tend to effect rocking of the cam SES in a counter-clockwise direction' about the pin 32d, but such rocking is prevented bythe stop' pin 322 so that sliding movement of the cazn surface portion S25 on stem 325' will effect displacement of the stem Sie inwardly of the casing of device 23 to open thc supply valve 311) as a raised portion 326 of the cam is presented to said stem upon attainment of the iuely control shaft 3 to its idling Fuel position. In' moving' out of Idl'ingFuel position toward either Fuel Off or "Full Fuel positions, the cam.' 318 will leave the stem 316, which again will be moved to its extended position as the supply valve 3H) is closed. by the spring 3ft'.

Since IdlingFuel position of the fuel control shaft 3A is dependent upon the idling load con dition of thev engine, and since this may vary in different installations, a set screw 319e is provided to allowfor adjustment in angular position of the lever element 319 relative to shaft 3 to assure coincidence between Idling Fuel position of said shaft and the position of the cam 318.

The shift interlock valve device 22 may be ofa rotary type comprising a rotary valve 228, having two different operating positions, and arrangedv to be moved to such positions through a lever 21H?. The lever 201 is operably connected to a link 202 which is slidable on the rod SG between two spaced apart collars 223 and 226, secured to said rod, thereby providing a lost motion connection with said rod.

When the reversing piston is in its ahead position, in which` position it is shown in the drawing, engagement between the link 262 on the rod 88 and the collar 204 attached thereto will position the rotary' valve 2230 in valve device 2 in what may be called an ahead position, in. which position it is shown in the drawing, for connecting. the astern control pipe 12 to a pipe 205 which is in turn connected to the other inlet' opening of the doubleV check valve device 23a. When. the reversing piston 85, and thereby rod 86, is caused to assume its opposite or asternposition,l the collarv 203 will engage the link 2&2 just before the piston attains such astern position and' will actuate the lever 21]! to turn the `rotary valve 211i) to its other position, which position` may be called its astern posi-tion, to disconnect the astern control pipe 12 from thev pipe 235 and to connect the pipe 20.5. tothe ahead control pipe H. When one of the control pipes 11,. i2 is thereby connected to the pipe 205, the other of saidcontrol pipes is disconnected from the latter pipe. A cavity 206 is provided in thel rotary valve 200 through which the above defined connection may be effected.

In. the fuel. cut-off. cylinder device Vl, its chamber 92 is connected to the outlet opening of the double check valve device 19h by way of such as a pipe 400. In the relay valve device i3, its control chamber |02 is connected to the outlet opening of the double check valve device |9a by way of a pipe 40|, and its chamber |04 is connected to the control supply pipe 26, its chamber |05 is connected to one inlet opening of the double check valve device |917 by way of a pipe 402, and its chamber |05 is connected to atmosphere by Way of such as a pipe 403.

In the double check valve device |9a, one of its inlet openings is connected to the ahead control pipe l, Iwhile the other of its inlet openings is connected to the astern control pipe |2.

In the starting air valve device 20, its control chamber |02 is connected to a branch of the pipe 90a, its chamber |00 is connected toatmosphere by way of such as a pipe 404, its chamber |05 is connected to a pipe 005 which is adapted to be connected to the engine for conveying supply of starting air thereto, and its chamber |08 is connected to the starting air supply pipe 28.

In the relay valve device 2|, its control chamber |02 is connected to the outlet opening of the double check valve device 23a by way of a pipe 4|0, its chamber |04 is connected tov the start control pipe 16, its chamber |05 is connected to a branch of the pipe 90a, and its chamber |06 isy connected to atmosphere by way of such as a pipe 4| Operation of apparatus In operation of the control apparatus embodying the invention, assume that the reservoir 25 is charged with fluid under pressure, as therefore will be the control supply pipe 26 and the starting air supply pipe 28; that the operators lever 'l1 of the operators control device 8 is in its Stop position with the ahead, astern speed and start control pipes I2, and T6, respectively, vented to atmosphere; that the engine is stopped after previous operation in its ahead direction, so that the engine cam shaft 2, cam shift cylinder device i0, shift interlock device 22 and directional interlock device I8 each will be in its respective ahead position.

With both the ahead and astern control pipes l! and |2 vented toatmosphere, the chambers 01 and 80 in the cam shift cylinder device I0, the control chamber |02 in the relay valve device i0, the pipe 205 and the pipe 92a as a consequence also will be sc vented to atmosphere, the pipe 92a via directional interlock device I8 and astern pipe With chambers 8l and 88 in device i0 vented to atmosphere, the cam shift piston will remain static in its Ahead position.

With its control chamber vented to atmosphere, the relay valve device I9 will be so positioned that its communication ||8 is established, connecting the pipe 402 to the charged control supply pipe 20, so that the chamber 92 in the fuel cut-off cylinder device il will be so charged by way of the double check valve device |0b and the pipe 400. The fuel cut-off cylinder device l1 therefore will be in the p0 sition in which it is shown in the drawing holding the fuel control lever 4 and shaft 3 in the Fuel Oif position against opposition of the spring 40 which urges said fuel control lever toward its Full Fuel position. With the fuel control shaft 3 thus being held in its Fuel Off position, no fuel will be supplied to the engine.

With the fuel control shaft 3 in its Fuel Off position through action of the collapsible link l and lever 56, the fuel pressure regulating control shaft 3 will be in its Minimum Fuel Pressure position, which is incidental at this time.' The cam 3|8 of assemblage 3|1-will ber in the position in which it is shown in the drawing disposed away from stem 3| 6 with the supply valve 3 I0 in the starting air cut-oli valve device 23 closed and pipe 301 vented to atmosphere via the release valve 3|5 which is free to be unseated by any pressure which might otherwise exist in said pipe 307.

With both the pipe 301 and the pipe 205 vented to atmosphere, the control chamber |02 of the relay valve device 2| `will be so vented -by way of the pipe 4|0 and the double check valve device 23a. The relay valve device 2| therefore will be in its position establishing communication ||8 connecting the vented start control pipe I6 to the pipe 90a which thereby also will be vented at this time.

Now assume that the operator desires to start I the engine to operate in the same or ahead direction in which it operated last. Hewill then move the operators control lever from Stop position in the slot 'I8 to the Ahead Start position in the slot 1S, thereby effecting supply of fluid under pressure to the ahead control pipe and start control pipe 16, while tne astern and speed control pipes i2 and 9 are maintained vented to atmosphere.

Since the engine cam shaft 2 and cam shift piston are already in their ahead positions at this time, fluid under pressure supplied via the ahead control pipe ll, to the chamber 88 in device l0 will not affect said piston which will remain static.

Since the directional interlock device |8 is in its ahead position, the pipe 02dl will be connected to the vented astern control pipe |2, so that when fluid under pressure from the ahead control pipe Il, supplied to the control chamber of the relay valve device l0 by way of the double check valve device Ia causes said relay valve device I9 t0 establish its communication H9, fluid under pressure from the chamber 02 in the fuel cut-olf cylinder device I'l Will flow to atmosphere by way of the double check valve device |012, pipe 402, said communication, and the pipe 403. The piston 9| in the fuel cut-off cylinder device will then be moved by spring 03 to a rest position in which the rod 05 is disposed away from the fuel control lever 4, which will be caused to assume its Full Fuel position by action of the spring 44. The fuel control shaft 3 therefore is likewise caused to assume its Full Fuel position for allowing fuel to be supplied to the engine, and in assuming such position, through the link assemblage and lever 56, the fuel pressure regulating control shaft 4a will be caused to assume its Maximum Fuel Pressure position tol-call for a maximum pressure of such fuel. The cam 3 I8, as aforedescribed, will be carried past the stem 3| 6 of the device 23 as the shaft 3 assumes its Full Fuel position, while the device 23 remains positioned disconnecting the start control pipe 'I6 from the pipe 301'.

Substantially at the same time that the above occurs, fluid under pressure supplied to the start control-pipe 'I6 will new by way of the communication H8 in the relay valve device 2| and the pipe 00a, tol the control chamber of the starting air control valve device 20 and to the chamber 12 in the cylinder device 1a.

Fluid under pressure thus supplied to the contro-l chamber of the starting air control valve dem vice 20 will cause said device to establish its communication ||9 connecting the pipe 405 to the pipe 28, whereupon fluid at reservoir pressure will aecogsie fiow'via thesepipes to the engine, causing same to turn over in its ahead direction in accord with the Ahead position of the engine cam. Ishaft 2.

At the same time, fluid under pressure supplied as' aforementioned to the chamber 'I2 in the cyl- Inder device la` Will cause said cylinder device to rock the fuel pressure regulating control shaft 4a from its Maximum Fuel Pressure position to its "Minimum Fuel Pressure position, while the fuel control shaft 3 is allowed to remain in its "Full Fuel position by virtue of the link :assemblage l, as aforedescribed. By so moving the fuel pressure regulating control shaft 4a at this time, that is at a time when both starting air and fuel are being supplied to the engine to start same, the supply pressure of such fuel is kept at a minimum so that the amount of such fuel flowing into the engine will not be so great as though such pressure were a maximum value and. shock to the engine due to ignition of the fuel will be precluded.

When such fuel supplied along with the startingair ignites, the engine takes off at increasing speed above that at which it was being turned over by the starting air, and the speed governor device 5 Will respond to move the fuel control shaft 3 via the lever t from its Full Fuel position to its Idling Fuel position to so limit the amount of fuel to the engine as to maintain its speed in accord with the Idling Speed setting of the governor device at this time.

In thus being moved from its Full Fuel position to its Idling Fuel position, the fuel control shaft 3 will carry with it the retractible cam assemblage 3H and will cause, through actuation of" the stem 315, seating of the release valve SI5 and unseating of the supply valve 3 i3 in the starting'. air cut-off valve device 23, in manner as aforedescribed. Fluid under pressure from the charged start control pipe 'I5 will then flow via the unseated valve 3 It in device 23, the pipe 301', the double check valve 23a and the pipe All] into the control chamber of the relay valve device 2 I. The relay valve device ZI will then respond to disestablish its communication H8 which con- I nects the start control pipe l@ to the pipe 96a and to establish its communication H9 which connects the `pipe Sd to the pipe 4i I, thence to atmosphere. Fluid under pressure will then release via the pipe $011 from the control chamber in the relay valve device 2i) and from the chambei` 72 in the cylinder device la.

In response to release of fluid under pressure from its control chamber, the starting air control valve device 2B will respond to disestablish its communication H9 which connects the pipe 405 tothe supply pipe 2t and to establish its communication H which connects said pipe 405 t0 the pipe liilll and thereby to atmosphere. Supply of starting air to the engine thus is terminated automatically Without necessitating movement of the lever 'Il out of "Start position by the operator of the apparatus.

At the same time, release of fluid under pressure from the chamber 'I2 in the cylinder device 1a: will allow the spring 'I3 to move the piston EI and rod 'l5 to a rest position out of engagement with the lever 56, so that the link assemblage I will contract to bring the position of the fuel pressure regulating control shaft 4a. into accord with the idling Fuel position of the fuel control shaft 3. for varying the pressure of fuel supplied to the engine substantially in direct pro-poru tion to the opening of the fuel control valve as determined by position of the fuel control shaft.

The operator may then move the operators lever Il from its Start position in the slot T9 into the slot 'I8 to its Ahead Run and Idle position, thereby effecting venting of the start control pipe 15 along with the speed and astern control pipes 9 and I2 which Will remain vented at this time While the ahead control pipe II remains charged.

With the start control pipe 'I6 thus vented to atmosphere, uid under pressure will release from the control chamber of the relay valve device 2! by Way of the pipe Mii, the double check valve 23o, the pipe Sill', the unseated supply valve SIB in the valve device 23. and said start control pipe to atmosphere. The relay valve device 2i will then respond to disestablish its communication IS which connects the pipe 90a. to the pipe 4H to atmosphere and to establish the communication I I8 which connects said pipe 90a to the now vented start control pipe 16, so that the pressure status of the pipe Sila is not changed at this time.

With the engine thus running at its idling speed lon fuel supplied thereto, if the operator desires toi adjust the speed of the engine, he may so do' by adjustment of position of the lever T'I in slot "I3 to and between Ahead Run and Idle and Ahead Full Speed according to the speed desired. As Will be appreciated from previous description, such change in speed is effected through variation in pressure of iiuid in the speed control pipe 9 as reflected 'in the speed control cylinder device S for varying the speed setting of the governor device 5 by resultant differences in the tension of the spring MI.

lt should be pointed out at this time, that the automatic cut-oit of starting air as eifected through movement of the fuel control shaft 3 from its Full Fuel position to its Idling Fuel position is not dependent upon the Idling Fuel position remaining fixed, as this position may shift somewhat between Full Fuel and Fuel Off with slight changes in the no load conditions imposed on the engine at time of starting;

the Width of the surface portion 32B on the cam 3I8 is such as will cause displacement of the stem SIB through a relatively wide range of fuel control shaft positions.

When the operator desires to stop the engine While it is running in its ahead direction, he may move the operators lever TI from its position in slot 'I8 at the Ahead side of Stop position to the Stop position, thereby effecting venting of the speed and ahead control pipes 9 and Il to atmosphere along with the astern and start control pipes I 2 and 16 which remain so vented.

In response to venting of the speed control pipe 9 to atmosphere, the piston 49 in the speed control cylinder device 6 will return to its idling Speed position, adjusting the initial tension of the spring 44 to call for an Idling Speed setting of the governor device 5.

In response to venting of the ahead control pipe Il along with the astern control I2, fluid under pressure in the control chamber of the relay valve device I9 will flow to atmosphere by Way of the pipe 40| and the double check valve device I9a. The relay valve device I9 will then respond to disestablish its communication H9 which vents the pipe 402 to atmosphere and to establish its communication H8 which connects said pipe 402 to the supply pipe 26. Fluid under pressure from the pipe 26 will then flow by Way of the device I9, the pipe M12, the double check valve. device IBb, and the pipe 400 to the cham- 17 ber 92 in the fuel cut-ofi cylinder device I1, which device will then respond to move the fuel control shaft 3 to its Fuel Oi position to terminate supply of fuel to the engine for stopping same.

In moving to its Fuel Off position, the fuel control shaft 3 will effect, through the link 1, movement of the fuel pressure regulating control shaft 4a to its` Minimum Fuel Pressure position, and movement of the cam assemblage 317 to the position in which it is shown in the drawing, with the cam 3I8 disposed away from the stem 3I0 of device 23 which will assume its fully extended position.

All parts of the apparatus will thus assume the respective positions in which they are shown in the drawing and which they were described to have assumed previously herein after operation in the ahead direction.

With the engine stopped after operation in its ahead direction, assume that it is desired to start the engine operating in its opposite or astern direction. The operator will then move the operators lever 'I1 out of Stop position in the slot 18 to Astern Start position in the slot 80, thereby causing fluid under pressure to be supplied to the astern and start control pipes I2 and 16, while the ahead and speed control pipes Il and 9 are maintained vented to atmosphere.

Fluid under pressure thus supplied to the astern control pipe I2 will flow by way of passage 200 in the shift interlock device 22, the pipe 205, the double check valve device 23a, and the pipe 4I0 into the control chamber in the relay valve device 2I which will respond to disestablish itsv communication IIS and to establish its communication II9 for disconnecting the pipe 90a from the start control pipe 16 and for venting the former pipe to atmosphere to prevent supply of starting air to the engine before the cam shaft 2 is shifted to its astern position to condition the engine for operation in that direction, as will be appreciated from subsequent description,

Substantially at the same time, fluid under pressure supplied as aforementioned to the astern control pipe I2 will flow by way of the directional interlock device I8, which is in its ahead position, the pipe 92a, the double check valve device I9b, and the pipe 400 to the chamber 92 in the fuel cut-off cylinder device I'I to maintain the fuel supply cut-off to the engine as the pipe 402 is vented to atmosphere by establishment of the communication II9 in the relay valve device I9 in response to supply of fluid under pressure to its control chamber from the charged astern control pipe I2 by way of the double check valve I9a and the pipe 40I, as will be appreciated from previous description.

While the above is occurring, fluid under pressure from the astern control pipe I2 also will flow into the chamber 8l in the cam shift cylinder device I0, the chamber 8B of which is vented at this time by way of the ahead control pipe I I, causing the cam shift piston 85, and thereby the engine cam shaft 2, to assume its Astern position, opposite to that in which it is shown in the drawing, to condition the engine for operation in its astern direction.

Substantially upon attainment of the cam shift piston 85 to its Astern position, the collar 203 on the attached rod 86 will engage the link 202 and cause shifting of the lever hence valve 200, to its Astern position, thereby-disconnecting the pipe 205 fromthe charged astern control pipe I2 and connecting said pipe 205 to the now 18 vented ahead control pipe II by way of the passage 206 in said valve 200.

When the pipe 205 thus is vented to atmosphere at this time, since the pipe 301 also is lso vented via the device 23, uid under pressure from the control chamber in the relay valve device 2I will release to atmosphere by way of the pipe 4I0, double check valve device 23a and the pipe 205, with the result that said relay valve device will respond to disestablish its communication I I9 which vents the pipe 90a to atmosphere and to establish its communication IIB, thereby connecting the pipe a to the charged start control pipe T6, for causing starting air to be supplied to the engine now that the engine cam shaft 2 isproperly set for astern operation.

Fluid under pressure thus supplied to the pipe 90a will rlow to the control chamber in the starting air control valve device 20, into the chamber 'I2 in the cylinder device la, and to the direction interlock device I0 to cause engagement of its shoe 9 Ia, with the shaft I. The directional interlock device will, however, remain in its ahead position until the crank shaft I, which is now stopped, turns in its astern direction, as will be understood from previous description.

In response to fluid under pressure thus supplied to its control chamber, the starting air control valve device 20 will respond to disestablish its communication IIS which connects the pipe 90a to atmosphere and to establish its communication I I9, thereby connecting the pipe 405 to the supply pipe 2B to allow fluid under pressure from the latter pipe to ilow via the former pipe to the engine for causing same to turn over in its astern direction.

At the same time, substantially, that the above is occurring, fluid under pressure supplied via the pipe 90a to the chamber 12 in the cylinder device la; will cause the piston 'II and attached rod 'I5 to engage the lever 56 and hold the fuel pressure regulating control shaft 4a in its Minimum Fuel Pressure position upon subsequent movement of the fuel control shaft 3 to its fFull Fuel position, as will be subsequently described, to prevent excessive supply of fuel to the engine at time of starting. It should be appreciated, that the improved control apparatus forming the subject matter of the present disclosure, including the retractible cam assemblage 3I'I, may be employed without the use of the cylinder device 'la on engines which do not provide means for controlling the fuel pressure in such a manner as will call for a maximum fuel pressure with the throttle or fuel control valve wide open at Full Fuel.

Upon supply of starting air to the engine as aforedescribed, the engine will turn over in its astern direction at some speed less than that at which it idles when running on fuel. Upon initial turning movement of the engine crank shaft I in its astern direction, the directional interlock device I8 Will be caused to assume its astern position in Which the pipe 92a is disconnected from the now charged astern control pipe I2 and becomes connected to the now vented ahead control pipe II. Since at this time the pipe 402 is vented to atmosphere by way of the communication II9 in the relay valve device I9, fluid under pressure will release from the chamber-92 in the fuel cut-off cylinder device Il by Way of the pipe move the piston 9I to the position in which theV attached rod 95 is out of engagement with-the 2-1 Idle position and venting of the astern control pipe I2 upon attainment of said "Stop position, While maintaining the ahead, speed and start control pipes II, 9 and 'IS also so vented in the latter position.

Upon venting of the speed control pipe 9 to atmosphere, iiuid under pressure will release from the chamber 50 in the speed control cylinder device 6 by way of said pipe. The spring 5| will then move the piston 49 to its Idling Speed position in which the attached rod 53 is so disposed as to cause a minimum initial tension on the spring 44, dening an Idling Speed setting oi the governor device 5, which will respond to adjust position of fuel control lever 3 accordingly.

When the astern control pipe I2 is vented to atmosphere as aforementioned along with the ahead control pipe II in Stop position of the operators lever TI, iiuid under pressure will release from the control chamber in the relay valve device I9 by way of the double check valve Idd, to which release said valve device will respond to disestabllsh its communication I iii which connects the pipe Q62 to atmosphere and to establish its communication I i8 to connect said pipe 402 to the fluid pressure supply pipe 26. Fluid under pressure will then iiow from the supp-ly pipe 26. through the communication I I8 in the relay valve device I9, through the pipe 4&2, the double check valve |917 and the pipe 40B, into the chamber 532 in the fuel cut-off cylinder device Il, which thereby will be caused to assume the position in which it is shown in the drawing, holding the fuel control shaft 3 in its Fuel Off position through engagement of the rod S5 with the fuel control lever 4. In being caused to asssume its Fuel Off position, the shaft 3 will cause termination of supply of fuel to the engine for stopping saine.

At the same time, in being caused to assume its Fuel Off position, the fuel control shaft 3 will cause movement of the fuel pressure regulating control shaft 4a to its Minimum Fuel Pressure position through the medium of the link assemblage 'I and the lever 56, while the cam assemlblage 3I'I will assume the position in which it is shown in the drawing, with its cam 3I8 out of engagement with the stem SES of the device 23.

The valve 3II3 in the device 23 will be held in its closed position by the spring 3I2, while any pressure of fluid in the pipe 301 is free to reduce to atmosphere by unseating the valve SI5 in absence of opposition from any force being exerted on the stem 3 I6. The pipe 205, also being vented to atmosphere, by Way of the shift interlock device 22 in its astern position opposite to that in which it is shown in the drawing and the ahead control pipe II, the control chamber in the relay valve device 2| will be so vented by way of the dou- Ible check valve 23a.

The relay valve device 2l will therefore remain in its position establishing its communication I I8 which connects the pipe 90a to the now vented start control pipe 16.

The pipe 90a thus will be vented to the atmosphere at this time by way of the start control pipe 'I6, so that the control chamber in the starting air control valve device 2t will be devoid of fluid under pressure and the pipe 405 therefore vented to atmosphere via communication IIB in said device 20, the chamber 'I2 in the cylinder device 'Ia will be devoid of fluid under pressure, so that said device la will remain in the position in which it is shown in the drawing with its stem 'I5 disposed away from the lever 56, and the shoe Sla, in the directional interlock r position,

22 device I8 will be disposed in a position out of engagement with the engine crank shaft I.

It will be noted that all parts yof the apparatus, in response to movement of the, operators lever Il to Stop position while the engine is running in its astern direction, will assume the positions in which they are shown in the drawing or in which they were aforedescribed to have assumed in Stop position of lever 'I'l subsequent to operation of the engine in its ahead direction with the exception of the cam shift cylinder device II), the engine cam shaft 2, the cam shift interlock device 22, and the directional interlock device I 8, which all remain in their respective astern positions as previously defined.

Now assume that the engine is operating in its ahead direction with the operators lever 'Il in a position in the slot 18 in or intermediate Ahead Full Speed and Ahead Run and Idle positions and that it is desired'to effect a so called snap reversal in the direction of operation yof the engine, that is, from ahead to astern. The parts of the control apparatus will be positioned as previously described under these assumed conditions.

The operator will then move the operators lever I1 from its position in slot 'I8 at the Ahead side of Stop position to its Start position in the slot 8@ at the Astern side of Stop position, thereby effecting venting of the speed control pipe 9 in passing through Ahead Run and Idle position, venting of the ahead control pipe II and supply of fluid under pressure to the astern control pipe I2 in passing through Stop and upon attainment of Astern "Start position, effecting supply of fluid under pressure also to the start control pipe I6..

Upon venting of the speed control pipe 9, the piston 49 in the speed control cylinder device a will assume its Idling Speed position, to which the speed governor device 5 will respond to move the fuel control shaft 3 and pressure regulating control shaft 4a. to a position to call for operation of the engine at idling speed in accord withth speed setting of the governor device.

Venting of the ahead control pipe I I and supply of iiuid under pressure to the astern control pipe I2 in rapid succession will maintain the control chamber in the relay valve device I9 charged with fluid vunder pressure by way of the double check valve 19a, so that the communication IIS in said relay valve device will remain established, maintaining the pipe 492 vented to atmosphere.

Fluid under pressure supplied to the astern control pipe I2, however, will flow by way of the directional interlock device I8 which is in its ahead position at this time, into the pipe 92a, and through the double check valve I 9b and the pipe 40o to the chamber 92 in the fuel cut-off cylinder device I'I, which will respond to move the fuel control shaft 3 to its Fuel Off position through engagement of the stem 95 with the fuel control lever 4, to cause termination of supply of fuel to the engine for terminating its operation in the ahead direction. At this time, the fuel pressure regulating shaft da. will be caused to assume its "Minimum Fuel Pressure position and the cam assemblage 3I'I will be caused to assume the position in which it is shown in the drawing with its cam 3I8 disposed away from the stem SIB, so that the pipe 301 will remain vented to atmosphere.

At the same time, fluid under pressure supplied to the astern control pipe I2, upon shift -eegeeoism the shiti:interlocksdeviceii22 finto ithewpipe'all 3Aand:Ltlreneerthrouglfrzhe*fi-double z.cheek uva'lve'':ia aandhtheepipe 1H I3 t.to'.the.control1.chamber 1intlfle rrelayivalvezdeviee?? Iirtoidisconnect the 1pipe'f9a ffromhthefstart controlwpipeflffuntilfitheeengine -`calmshftl :isf shifted. ,hedpipe" Seafiinfibeing iivented to :atmosphere byswayffof ther communicat-ion'll' im relay valvefdeviceZI Will'rprevent reparation; offtheetatinggair eontrollvalvedevioe mi, theifcylinclendeviceelw andfthedire'etionalf,inaterloekfidevice 4:8 etfohis'litime lirleoxat:.theJeanie time?andhwl'iiie*theiabovefis zoocurring,uid under .-fpressure fvsupplied 1tofthe astern controllliipelZuwillifowfintofthe'-ehamber Substantially upon attainmentuef.ifthefengine :foamsshatzfto.its".fAsternzposition,ftheecllar 203;f1on`-therrod3 86L1Wi1li engagemhe :link' 2132,1'and actingzthroeghhef ever-i2!) Lfwill "cause thef'rotaryrvalvezin theshit iinterlook device 22 i to iassumeitsAsternW position irl-Which thefipipe .285 isdisconne'ctd from.: the nowohargediastern erxontrolr` pipegandebecomes; eonneetedf .to t'the `lnew avente'cl aheadxeontrolnpipeil I. -'Fluidlunderpressureawilleth'err' releaselfromr the' reontrolf eliaziiber "nlishewelay valveidevioe Zlby Way1of.:ther\pipe IA l0 rzthee' doible: ioheeklvaxlve 3a, .1 andi the epipe 205, since lathezipipel''l isralso Jvented iatlfthis Stime," tolallows startingiairffto LbeupDliedHto *the eengihe rsnowithat'fstheengine fireversing mechiaismislproperlyfs'etlor eastern operation of the iengne.

".The'frelayfvalveadeviee 2 Iewill :reeponcl'ftoi sueh :release -of :fluid runder afpressure @from its oondzrolidhamlaerlzvtoidis est ablsh iii-ts rcommunioa'tion I I9 which connecter; the spi-pe.'llalltoj atmosphere and :toestablishiftsecommuhioation iISfiWhich .eonneetsffsaid pipe fiarxtolthe now lehargedetart zeontrolzipipelr'l. fiFluideunder pressure-T from'the f'startfeontrolapip st-willzithen' flowthroughrcomnnunicatioxrfH31v the relaylvalve devi-ceEIl-"and throughihe :pipe'ila to the controlvchambernin thestatng:air'zcontrol' valve device` 12B; tof lthe :Izhamben l2 mathe' eylinderdevioelagrand'ktof lthe directional interlock device I3.

xflnrlresnouse .tofsuppyoifiuicl under pressure `to 1eitsr ooritrolf.;chamberf.=as aabove, the starting :airfaicohtrol' valveJ-rleviceilfiliwvill disest'alaish'fits uommurlieatonf i il It Whiohr-eormeotsf'the Apipe 42% `rta-- atmosphere :and A:Will establishifitef loommunb XRation 'M9 ywhich fmaeotsxsaidpipeiil Salto ithe ,-:stamting irsfsupplyrfpipei. .starltiragr airi-rom ,the'ipipe 2 8 .willftheniov vies.' therpipef-"wto lthe :enginemard if'stheelengiriesis rryetfl turningxever .in tswaheed'. direction ,fisuohr starting faire supplied et: thisetmemwillrgaoti tofdec'elerate' the:V engine morning-over? inaitsaizreadl 'direotiomerdforevvhen the:.engineiiszfstoppedmvilliturir;same-overin "fitr, ,newor astern direction.

Fluiflrundeiz@mesure-'supplied'ltofathe chamber 52. ini theqefflinder .-'deviee amvilleoaus ev Ethelstem f'/Efto bezbroughtnto:engagement with the'vlever .izrtonholdi theifuel:pressurez"aegulatingezoontrol shaft lla in its Minimumrmehlressure .-:po'Si- .tien whenflthe ifuelpfccntrolreheftemsubsequently ramourituf ifuel l supplied :tof the 2ememain Start- 1 as fit-ill r be .f appreciated .ff-rom Aprevious fideseription.

InY rsponseato supply o''uidmnder pressure@ 5 the rupe Sila, the shoe Sla of .thef'ellrectional f-interlock device I8 .will be -eauseclntozassume its rJceterlced position# in engagement Witlizthe.1 engine crank 'sh-atf l Alto sense the @Erection-offrotation offsame. `lllporiiriitatl turning movement 3.19 the lengine 'cranio shaft lf-infitsxnew: or ',astern ,ge vice Iii 'tortlaefriovf-vented ahead#.controlrpipe :z3 Ea will 'heid tl'leu'elpressureregulatirigfeontrol shaft" fa virl its4 Minimum -FueljPressurefposi 'tion to Aprevent excessive supoiy "offuel fto' -the erigirre'wvth the l`fuel 'controlfshaft 3 inl its 'fFull Fu'elt position,y as will; be appreciated; from ypreqiz vielle "description As the fuel control: ,sha-ft. Svv smovedfronvits "Fuel" Gf "position" to `its 'ull iuelL position as above, the cam assemblage 1 3i "I H--Will -move along" With'it; carryingthe cam SIS past .thestem 4;, "3 I E to` a 'position on .the side`v {JL-said -stemi opposte to that intwhich'it ehovvnfin' ,the-"drawing; lthe cam* S i @pivoting ori-pinil inV aclock- Vwiser' direction, as shown, viri'the drawing; relative to :lever elementi? 3,19 iri-y passing-goverUthe-"stem 50 "Srl S' which' remainsints fullyvextended' position irliiie suoh is* ocourriiig, as will-be appreciated "from previous' description; "The" ,pipeil 1 therefore will remainA vented" to atmospherebyway "of 'the're'vice 23 at 'this time.

'When"the fuelbeirlg isuppliewtowthe 'engine '2a-long" With-the starting air' resfthe engine-'Will "start to'run vat increasirigspeed above'jthat which it-rvasbeingH turned-over on starting air'alone. The speedA governor device, ii will respond to ksuoli 50 Aincrease'-iir engine 'speed' to 'eiect movement of 'fthe' 'fuelwcontrol L'slraltf' irolri'l'itsm'iull Fuel positionlto -its idling Eire1,:'positionrto lmaintain the ,engine running at' itsili'ngspeed'in accord iviththeQspeeclsetting ,of."the governor 55 ydeve.

v 1 Dur-ingsuchmovement ofthe'ueleoritrol shaft rfa" from'iits "Fll wel `position* Akiol? tsildlipg Fuelpos'itiorrthe cem' assemhlage'l l in moving wit-lmamehafe bring "the Cami 31 a' 'nim 4|0 to the control chamber in the relay valve l device 2l.

In response to nuid under pressure thus supplied to its control chamber, the relay valve device 2| will disestablish its communication H3 which connects the pipe 80a to the noviT charged start control pipe 'I6 and will establish its cornmunication H9 which connects said pipe 90a` to the atmosphere, thereby allowing fluid under pressure to release from the control chamber in the starting air control valve device 2G to terminate supply of starting air to the engine which is now running on fuel in its astern direction, from the chamber 'l2 in the cylinder device la to allow the fuel pressure regulating control shaft 4a to assume its position in accord with dictates of the fuel control shaft 3, as will be appreciated from the previous description, and from the directional interlock device I8 to allow for retraction of iti. shoe Sla; termination of supply of starting air to the engine being effected through disestablishment and establishment of communications H9 and H8, respectively, in the relay valve device 23, and freedom of the shaft la from the cylinder device 'la being effected through retraction of the stem 'l5 away from the lever 56.

Again, as aforedescribed, upon releasingvthe fuel pressure regulating control shaft 4a, its resultant shift in position may affect the position of the fuel control shaft 3 through the speed governor device 5, but such shift in position of the fuel control shaft will not be Suniciently great as to cause the cam 3l8 of assemblage 3H to leave the stem Slt of the device 23. It will be seen that the stem SIB, therefore, will remain in `its displaced position at this' time, with the valve 3l@ in device 23 remaining open and the pipe 301 consequently remaining connected to the yet charged start control pipe IB. It will be seen, too, that the relay valve device 2l will remain positioned to condition the starting air control valve device 2i! for holding the starting air cut-off from the engine at this time.

With the engine thus running on fuel at its idling speed in its astern direction, the operator will then move the operators handle 'l1 out of Astern Start position in the slot 80 to its Astern Run and Idle position in the slot 18, thereby effecting venting of the start control pipe 'IB to atmosphere along with the speed control pipe 9 and the ahead control pipe H which will remain so vented at this time, while maintaining the astern control pipe I2 charged with fluid under pressure.

In response to venting of the start control pipe I6 to atmosphere, fluid under pressure from the control chamber in the relay valve device 2l will release by way of the pipe M0, double check valve 23a, pipe 307', the unseated valve 310 in the device 23, and said start control pipe 15. The relay valve device 2l will then respond to disestablish its communication H9 which connects the pipe Sila to atmosphere via pipe 4l l and to establish its communication H3 which connects the pipe 90a to the now vented start control pipe 16, so that the pressure status of said pipe 95a will remain uncharged at this time, with the starting air control valve device 20, the cylinder device la, and the directional interlock device la remaining positioned as before, closing off starting air to the engine, allowing freedom of movement of the fuel pressure regulating control shaft 4a and maintenance of retraction of the shoe 9 la in the directional interlock device I8.

In the manner as aforedescribed, the operator may then regulate the speed of operation of the engine in its astern direction through variations in pressure of fluid in the speed control pipe 9 as 'I'he parts of the apparatus will then assume their respective positions as previously described in regard to stopping the engine from operation astern.

It will be appreciated that a snap reversal of the engine to its ahead direction of operation might be effected while same is operating in its astern direction in a manner similar to the preceding description, by moving the operators control lever l'l from its position in slot 18-on the Astern side of Stop position to the"Ahead Start position in slot 19. =For sake of brevity, description of snap reversal in direction of operation of the engine opposite to that described herein is not repeated, it being understood from the former description that such is possible.

Summary It will now be seen that I have provided a relatively simple improved control apparatus for controlling the starting, running, stopping, reversing, etc. of a reversible diesel engine. Y

According to one `of the features of the invention, it will be seen that I have provided improved means for effecting cut-ofiC of supply of starting air to the engine automatically upon running of the engine on fuel. Such improvedmeans is operative to effect such cut-01T when the engine fuel control shaft is moved by the engine speed governor from its FullFuel position to an Idling Fuel position intermediate said Full Fuel position and its Fuel Off. position. Since the Idling Fuel position may vary somewhat under different no-load conditions on various engines. and installations, the improved means is adapted.. for operation over a range of Idling Fuel posi.

tions without requiring adjustment.

According to another of the features of'v the invention, it will be seen that I have .provided a cylinder device Whichris operative in conjunction with a resilient link assemblage 1 to actuate a fuel pressure regulating control shaft to a Minimum Fuel Pressure position to prevent excessive supply of fuel in starting on engines that have such a fuel pressure regulating control shaft normally connected through said linkage to the fuel A l. Apparatus for controlling the starting of an internal combustion engine, comprising in combination, starting means yoperable to turn said engine over at a starting speed, fuel control means i means foperable hva said-final .supply--elementrtoz 2?. movable-in oneA directiontoincrease supplvof fuel to-said-'engine andinan-opppsit'e ctionto de crease supply, of'uel to said"'engine, governor mean:- resppnsive Ato runningr of" saidengine at: speeds irr excess ofsaid" startingA speed to eiectf. movement of said" fuel control 'means inits saidv oppp: site. direction, valve means responsive to sunplyv of iiidjunden pressure to: a chamberitovterminate opferati'onoi said;starting means, and ineansreeV sponsive--to movement of'saidjfuel control means.. in its 'said' opposite/direction to supply fluid-under pressure to said chamber.

2 Apparatus fon-controlling,A the startingof'man. internal combustion engine, comprising; oombinatiorr; starting -`control means operable bviiid underrpressureto one1position. to. eieoi: applica:v tion* offastarting Aeffort to-said engine Iand upon. release'of-*fflnid* underA pressure to eiiect termination 4of; saidciort; astart-*control"pipegan` operators control l device4 to control-' supplyr of ui'd under pressure to start control pipe, ,arren ginef'fuelfcontrol element movable in onerdirecn tionoto Aavfuelf oiii-fpositionand in-` an opposite-difreetiorr tofainaasimumfuelaposition; aspeed gov= ernom responsive L to' speed3 offl operation of :said: 25 engine andieper-ativelyconnected'to' said :fuel controllelement; a3 relayl valve. cli-:viceJ responsive to-` releaseifof fliii'd under =pressureri ron-r a" charinsert-o' establish? am rdfpressure C supply oonnfnun-ication'` from saidstart controllpipe tos-eid starting-corrI trolimeans and;responsiveitosupply'off luiii'und'eil` pressureLtofsaidicliamber -t`o close-"saidcomrminn cation anriseietl releaseff of flu-irl' under pressure from said starting control means, and valve means for supplying fluid under pressure to said cham? I ber mporr movement oifsaidffuelfcontrol-sliait only in-said oneedirectionr to' aa positionintermediatesaidli fuel oii positiorrf andA said" fuel position.

33 Apparatus for icontrollingjtlfl'e starting'ofan 1 interna-l combustion engine; comprising -in;com= binatiom afuel supp lv elerrxeni'ffor'saidA engine movable--inonedirection`l toi increase1 said"` fiiel supplyandi-"inl an' opposite :direction to decreaseY saidfifuelfsupply; a-fuel-pressure regulating y ele: mentiffonvaryingth'e pressureoi 'said fuel'uppll.. and-movable in onedirection to increasepressurei. and in arr opiziositeA direction toi. decreasesaid;` pressure;,mechanicalmeans connectingysaidiuelj supplyfelementto said YfuelpressureregulatingAv elementi for. movingF saidllelenients.. synchro.- A nism; said meoh'anical.meansincludingarneans.forr rendering said;l fuel; pressurerresulatngelement andsaid fuelsupplvelement .movableonefrelative to tireother. o

4.,Inombinationiwith.aninternalicombustionr; engine; anfuel; supply element'. movablein `ones direction .to.increaseffuelssupplyfanden/1an-oppoesitedirectionstomdecrease fsaid. fuel-supplyi' .ai-fuel f pressur-e.Tregnlat1ig-,elementforlvaryngdlieioreseA e@ sureoi said fuel supplvand movableiinionefdirecs tionto increase, saidpressure andinrarnopposi direction to decr-ease,said-,pressuresconnectioncr lil eiiect'.v movementfof said .ffuelrpressure regulating: 65 elementn svriohronism;v said ,connect-ingfincans:I includingfmeanssfonrenderingr-said ffuelpressure-l regulatins;-=.elementzandY saidzfuel supplys'element movable ione relativeitofthe other;l startizrg'rneansfl forfsaid-'engnesand meansxoperable infsynchro- 70 nismf-iwsith saidzstartingsmeans -iorv adjustingsaidir fuel pressure regulating element relative to saidfuel7 .supply-:element Lin., its-saidiopposite direction-.M 5.1.Apparatus;foncontrolling th'efstarting of an internalgcombustionf engine,L comprising "in-nom:

binatiom. starting` means`v operable to turn. said.i engine over at a, starting speed, fuel#n control:- means movable. in.one.-d.irection to eectan .increase in. supply of,4 fuel to saidengine;l and. inl. anpposite. direction to .effect decrease. in supplyi of. fuel .to saidengine.governor means responsive to. running, off said.. engine at speeds.- in. exoessfzot-i, said. starting. speed .f to.. eiiectmovementy of.I said.. fuelontrol-meansin itssaidopposite directions means. responsive. to, movement. of said fuel-loo trolmeans in ,its saidtopposite; direction to l.ten-l minate. operation of.V said., starting insana .engines fuel., pressure. regulating means` movable tof ay minimumffuelepressure lposition, .means connecting,V said fuel' control .Y means: to.. saidA regulatinga-` means for.. adjusting ;the.1atter,in, unisonv Witli.1tln=,rl former. and comprising.; means for rendering; either adjustable: one-,relative .to theiother, motor. meansA operable, .to move, said :pressure =regulatingg meansrelatve to. fsaidiuel control i means tossaidu minimisan...;fu.el l pressure. .positions and;v means.- to eieetf operation. of.. saidstarter-1g.I meanssand `isaidf motonmeanszin .unison 6.'..Apparatus fory controlling the starting otareversibleiinternal `combustion ,engine Jhavingfranf. element Irncwaioleto ari-reverse position for fremder.:-w ing the engine operable nfitsfreversei direction. coxrl'prisingv in combination;l reversing means operable, toshi-ft ,said .elementito its reversefposietion,.. ,fuel-.- cutsoi. means-:to: :terminates supply` off1 fuelatolsaid-engines startingmeans torstartf said?` engine. valli/.ef means responsive toreieasefoiiy iluidunder pressure rfrom'. aichamloer tofeect operas .sponsive to running of said engine on.fuel.'to:

supply; iiuid..under, pressure to said .clfiamlienx 7l .Apparatus fon-controlling the; starting. or; as reversible :internal .combustion enginefhaving fan'. element movable to af reverse., positionifor,A rena` 'deringisaid engineoperablefin its. rever-se =direcf Y tion, comprisingin.combination,A reversingr -`means 1- operable to. shift said element to itsreverse,posi tiem fuel cut-01T means. to ,terminatepsupplv of fueltosaidengine; starting: means to start saidf.

engine; a'n valve deviceresigionsive to releaseY of ingtarting, andtmeans responsive-it@ .runningiofij saicLengine ori-fuel tosupplyiluidzunderpressures to saidchairmenl and to1 terminate;operationfzofi said .fuel limit means...

8. Apparatusfoncontrolling .tliezstarting-.ofgaminternal "combustion;engine. adaptedto "beturnecleI over on starting air at a certain speed and to run at speeds above said certain speed on fuel supplied thereto, comprising a fuel control shaft adapted for turning movement in one direction toward and to a fuel off position for decreasing to termination as a limit supply of fuel to said engine, for turning movement in an opposite direction toward and to a maximum fuel position for increasing up to a maximum amount supply of fuel to said engine, and in either said one direction or said opposite direction to an intermediate position to effect supply of fuel to said engine in an amount sufcient to maintain same operating at an idling speed, speed governor means biasing said fuel control shaft toward said maximum fuel position when said engine is being turned over at or below said certain speed and operable in response to subsequent running of said engine on fuel above said certain speed to effect movement of said fuel control shaft to said intermediate position, starting air control means operable to effect supply of starting air to said engine, starting air cut-off means operable to terminate operation of said starting air control means, a depressable stem for operating said starting air cut-off means, and a retractable cam assemblage comprising a lever element secured for turning movement with said fuel control shaft, and a cam element carried by said lever element adapted and arranged to effect depression of said stem substantially upon said shaft attaining its said intermediate position during turning movement of said fuel control shaft only in said one direction.

9. Apparatus for controlling the starting of an 35 internal combustion engine adapted to be turned over on starting air at a certain speed and to run at speeds above said certain speed on fuel supplied thereto, comprising a fuel control shaft adapted for turning movement in one direction toward and to one extreme position for decreasing to termination as a limit supply of fuel to said engine, for turning movement in an opposite direction toward and to an opposite extreme position for increasing up to a maximum 45 ing turned over at or below said certain speed 55 and operable in response to subsequent running of said engine on fuel above said certain speed to effect movement of said fuel control shaft to said intermediate position, starting air control means operable to effect supply of starting air to said engine, operators control means positionable to effect termination of operation of said fuel cut-off means and to effect operation of said starting air control means, starting air cut-off means operable in response to depression of a stem to eiect termination of operation of said starting air control means, and a retractable cam assemblage comprising a lever element secured for turning movement with said fuel control shaft, a cam element pivotally mounted on said lever element, a stop element secured to said lever element and disposed in the path of pivotal movement of said cam element, spring means carried by said lever element and arranged to urge said cam element toward a non-retractable ,position 75 in engagement with said stop element, said cam element, lever element, stop element and spring means being so arranged as to allow said cam element to be pivotally moved away from said stop element against action of said spring means by engagement with said stem during movement of said fuel control shaft in its said opposite direction from its said one extreme position to its said opposite extreme position and to cause depression of said stem by said cam element in its non-retracted position during subsequent movement of said fuel control shaft from its said opposite extreme position to its said intermediate position.

l0. Apparatus for controlling the starting of an internal combustion engine adapted to be turned over for starting at a certain speed and to run on fuel supplied thereto at speeds above said certain speed, comprising a fuel control shaft adapted for turning movement to one eX- treme position to effect presentation of a maximum now area through which fuel may flow to said engine and to an opposite extreme position to effect disestablishment of any flow area through Which fuel may flow to said engine, speed governor means for effecting movement of said fuel control shaft to said one cxtreme position when said engine is turning over at or below said certain speed, starting means for said engine, a fuel pressure regulating control shaft adapted for turning movement to one extreme position to effect establishment of a maximum pressure of fuel for supply to the engine and to an opposite extreme position to effect establishment of a minimum pressure of fuel for supply to the engine, a resilient linkage connecting said fuel pressure regulating control shaft to said fuel control shaft in such a manner that movement of said fuel control shaft to its one extreme position urges said fuel pressure regulating control shaft to its one extreme position, motor means operable to overcome action of said fuel control shaft on said fuel pressure regulating control shaft through said resilient linkage to effect movement of the last mentioned shaft to its opposite extreme position, and control means operable to effect operation of said starting means and said motor means.

11. Apparatus for controlling the starting of a reversible internal combustion engine comprising an ahead control pipe, an astern control pipe, an engine reversing motor operable by fluid under pressure from said ahead control pipe to an ahead position and by fluid under pressure from said astern control pipe to an astern position, an operators control device having anl ahead position for effecting supply of fluid under pressure to said ahead control pipe While venting said astern control pipe and an astern position for effecting supply of fluid under pressure to said astern control pipe While venting said ahead control pipe, engine starting means responsive to supply of fluid under pressure thereto to effect application of turning effort to said engine and to release of fluid under pressure therefrom to effect termination of said application, relay valve means responsive to venting of a control chamber to effect supply of uid under pressure to said starting means and responsive to supply of fluid under pressure to said control chamber to effect release of fluid under pressure from said starting means, a double check valve device having one inlet, another inlet, and also having an outlet which outlet is connected to said control chamber, a

33 effect supply of fluid under pressure to said starting means and to supply of fluid under pressure to said control chamber to effect release of fluid under pressure from said starting means, a double check valve device having one inlet, a second inlet, and an outlet connected to said control chamber, a shift interlock device operable upon attainment of said reversing motor to its ahead position to effect establishment of a rst communication for connecting said one inlet to said astern control pipe and disestablishment of a second communication for connecting said one inlet to said ahead control pipe and upon attainment of said reversing motor to its astern position to effect establishment of said second communication and disestablishment of said first communication, a fuel control shaft adapted for turning movement to one extreme position to allow for a maximum supply of fuel to said engine, to another extreme position to cause termination of supply of fuel to vsaid engine, and to an intermediate position to allow for supply of fuel in amount sufficient to operate said engine at its idling speed, speed governor means responsive to operation of said engine at or below a certain starting speed to urge said fuel control shaft toward its said one extreme position and to operation of said `engine on fuel at speeds above said certain starting speed to effect movement of said fuel control shaft to its said intermediate position, fuel cut-off`means responsive to venting of both said ahead control pipe and said astern control pipe to effect-movement of said fuel control shaft to its said other extreme position against action of said speed governor means and responsive to supply of iluid under pressure to either said ahead control pipe or said astern control pipe to release said fuel control shaft, starting air cut-off means nonresponsive to movement of said fuel control shaft from its said other extreme position to its fsaid one extreme position and responsive to movement of said fuel control shaft from its said onek extreme position to its said intermediate position to effect supply of fluid under pressure tok said second inlet, and means sensitive to direction of operation of said engine to prevent release of said fuel cut-off means until said direction is in accord with position of said engine reversing means.

RAYMOND E. MILLER.

No references cited.

Images