US3455186A - Balanced accumulator tank,single lever marine control - Google Patents

Description

July 15, 1969 .1. R. KOBELT 3,455,186

BALANCED ACCUMULATOR TANK, SINGLE LEVER MARINE CONTROL Filed April 17, 1967 2 Sheets-Sheet 1 JACK R. KOBELT,

Agent J. R. KOBELT 3,455,186

SINGLE LEVER MARINE CONTROL July 15, 1969 BALANCED ACCUMULATOR TANK.

2 Sheets-Sheet 2 Filed April 17, 1967 F ROM SUPPLY LINE 3/, FIG./

JACK R. KOBELT,

Inventor gent 3,455,186 BALANCED ACCUMULATOR TANK, SINGLE LEVER MARINE CONTROL Jack R. Kobelt, 801 Main, Vancouver 4, British Columbia, Canada Filed Apr. 17, 1967, Ser. No. 631,536 Int. Cl. G05g 19/00 US. Cl. 74878 Claims ABSTRACT OF THE DISCLOSURE BACKGROUND OF THE INVENTION The invention relates to an assembly of pneumatically operated units by means of a control unit having a single lever, movement of the single lever effecting engagement of a gear with or without substantial variable delay, and after the gear engagement, operation of a throttle after a delay of smaller magnitude. The invention is particularly, but not exclusively, adapted to marine installations for control of a marine power unit having governor or throttle, and a marine reversing gear which commonly includes a clutch so that separate gear and clutch engagement is not required.

Advantages of this kind of control are well-known. Many such devices are known, some of which are in extensive use. In controls of this kind it is known that it is desirable that there be some delay in responsive engagement of the gear following movement of the single lever, whether the single lever be in reverse, in forward, or whether the lever is moved for instance from full ahead to full astern. As well, it is known that it is desirable that there should be an additional smaller delay in response of the throttle after engagement of the gear.

The present invention provides the delays above by a combination of units, the combination differing particularly from the prior art in that a toggle-like action obtained by a combination of pneumatic and mechanical means, results in almost immediate full gear engagement after a delay as aforesaid. As well the invention differs by provision of an accumulator tank and means automatically to charge it, the tank being of capacity sufiicient for one engagement of the gear, and in other ways which will become apparent as the disclosure proceeds.

SUMMARY OF THE INVENTION According to the invention there is provided a combination including a control means assembly having a single lever, and gear engagement means and throttle control means responsive to the movement of the single lever. Gear control is effected after a delay adjustably determinate by means regulating admission of supply air to a valve supplying a gear control unit, and by the gear control unit having a spring loaded piston so that engagement is not effected until pressure at the gear control unit has built up to a value sufficiently high to overcome the spring resistance, thereafter engagement is rapid following a small increase over the pressure above. The gear control unit has two similar cylinders each spring loaded States Patent 0 in one direction only, and a linkage provides that pistons of the cylinders simultaneously move in opposite directions, the ratio of downward movement of the piston which is being operated by the admitted air to that of upward movement of the other piston being greater than unity, so that once the pressure has built up sufficiently to initiate movement, further movement will require but small increase of pressure because of the ratio aforesaid-the effect obtained being analogous to that of a toggle.

A spring loaded normally closed throttle relay valve assembly is activated by a pilot line supplying air from the line which supplies the gear control piston to which air is being admitted as aforesaid. When pressure in the pilot line has built up sufficiently to operate the normally closed relay valve, air at line pressure responsive to further movement of the single control lever is then available to operate the throttle control. An adjustable normally open relay valve assembly when open, permits air at line pressure to build up in the accumulator tank. When pilot line pressure exceeds an adjustably determinate amount, the normally open relay valve closes permitting the accumulator tank to discharge to the atmosphere. A line runs mm the accumulator tank to an independent inlet port of the valve supplying the gear control, this latter line is however not affected by adjustment of the means regulating the rate of flow of air to the gear control as before described, which regulation effects most of the delay in the gear control unit action. Consequently, when the accumulator tank is charged as aforesaidand this will occur whenever the single control lever has been in a neutral or idle position for several secondsthe gear may be engaged from neutral with only a small delay deliberately inherent in the operation of the gear control unit itself. The size of the accumulator tank is such that only one gear engagement can be effected by means of the accumulator tank line alone.

DESCRIPTION OF THE DRAWINGS FIGURE 1 shows schematically the several units comprising a combination according to the invention and their interconnections, the units not all being at a common scale.

FIGURE 1-A is a vertical section through the gear control unit shown in elevation in FIGURE 1, some parts of FIGURE 1-A not being sectioned.

FIGURE 2 is a vertical section through a normally closed throttle relay valve assembly shown in side elevation in FIGURE 1, parts of FIGURE 2 not being sectioned.

FIGURE 3 is a vertical section of an adjustable normally open relay valve assembly shown in side elevation in FIGURE 1, some parts of FIGURE 3 not being shown in section.

DESCRIPTION OF PREFERRED EMBODIMENTS The descriptions related to the drawings are given by way of example to illustrate structure embodying the invention, which is not limited to the particular examples described and illustrated.

Description related to FIGURE 1 The description below describes generally the units shown in FIGURE 1, and their interconnections. The more important units are later described in detail.

In FIGURE 1, air from a supply source 31.1 enters a supply line 31 and is connected to a four-way valve 32 of a single lever control unit 33 by a branch 34, connected to an inlet port 35 of the said valve. The numeral 36 indicates a flow control cap of a throttle relay valve 37, the supply line 31 being connected to an inlet port 36.1 as shown. A throttle relay valve actuating means 37 is operatively connected at an end of the cap 36 remote from the inlet port 36.1.

The numeral 41 indicates generally a gear control unit. A line 42 extends from an outlet port 42.1 of the fourway valve 32 to an inlet port 42.2 of the gear control unit, and a line 43 similarily runs from an outlet port 43.1 of the four-way valve to a second intake port 43.2 of the said unit. The unit has a lever 44 movable from a neutral or disengaged position shown to broken line positions 44-R and 44-F. The lever 44 is operatively connected by obvious linkage 47 to an operating lever 48 of a marine reversing gear of a marine engine 49. Thus, motion of the gear control lever 44 will cause the lever 48 to assume abroken line position 48-R or 48-F according to the position of the lever 44. It is to be noted that the lever 44 may assume the neutral position 44, a reverse position 44-R or a forward position 44-F, but does not assume any intermediate position. Consequently, the lever 48 can be placed in a neutral position 48, a forward position, or a reverse position, but not intermediately. The marine engine 49 drives a propeller shaft 51 to which a propeller (not shown) is secured.

The numeral 52 indicates a two-way check valve, suitably a shuttle valve, permitting flow only in directions indicated by arrows 52.1, 52.2, 52.3. A line 53 connects one intake of the two-way check valve to the line 42 aforesaid, and a line 54 connects a second inlet port of the check valve to the line 43. An outlet port 55 has connected to it a pilot line 56 extending to an inlet port 57 of the throttle relay valve 37. A throttle regulating valve 58 has an outlet port 59 to which is connected a throttle control line 61 to an intake port 62 of a throttle control unit 63 having a spring loaded retractable piston to which is secured a piston rod 64, so that the piston rod is extensible and retractable of the unit. An outer end of the piston rod 64- is operatively connected to a control lever 65 of a speed regulating means 66 of the marine engine, by obvious linkage means 67. The lever 65 can be a throttle lever. Thus, extension and retraction of the piston rod 64 of the control unit (or throttle control unit) will cause the lever 65 to be moved, thus controlling the speed of the engine.

The three-way valve 36 has an outlet port 68 from which a line 69 runs to an inlet port 71 of the regulating valve 58.

This completes a description of the interconnection of the units up to a line 11, FIGURE 1. The description following relates to units and connections between lines 1-1 and 22 of FIGURE 1.

An adjustable relay valve 81 has a three-way control cap 82 including a needle valve flow control means 82.1. An accumulator tank 83 has a check valve 84 constructed and arranged for flow in only as indicated by an arrow 84.1. A branch 85 of the pilot line 56 extends to an intake port 86 of the three-way control cap 82, and a line 87 is connected from an outlet port 88 of the said cap to an intake 89 of the accumulator tank 83, an outlet port 91 of which is connected by a line 92 to an input of the check valve 84 aforesaid. From an outlet of the check valve 84, a line 93 extends to an intake port 94 of the four-way valve 32.

DESCRIPTION OF UNITS Two-way check valve The two-way check valve 52 is a standard fixture which may be obtained from ordinary trade sources, a shuttle valve is suitable.

Gear control unit, FIGURE l-A The following description is related to FIGURE l-A. The clutch gear unit indicated generally by the numeral 41 has a left cylinder assembly 100 and a right cylinder assembly 110. The assembly 100 includes a piston 101 cooperating with a cylinder 102 the piston having a piston rod 10 A g e d sc 104 ha i g ve s s o o y secured to an end of the piston rod 103 remote from the piston, and a preloaded helical compression spring 106 extends from a lower face of the guide disc to an upper face of the piston 101 as shown. The piston 101, the extending rod 103 extending upwardly thereof, the disc 104, and the spring 106 will move downwards as a unit when the piston moves downwards. The spring preloading is effected by the disc 104 secured against upward movement by nuts 101B as shown, a lower end of the spring being thus urged against the piston. A connecting rod link 107 is rotatably mounted to a boss of a lower wall of the piston 101, an end of the link 107 remote from the piston being rotatably mounted at an outer end of a crank 108 keyed to a shaft 109, to which the lever 44, here shown in broken outline, is also secured. The right assembly 110 duplicates the left assembly 100, having a crank 108.1 and a connecting rod 107.1. The links 108 and 1081 can be integral or keyed to the shaft 109 symmetrically shown, so that each makes an angle of about 70 degrees with a vertical centre line, not shown, of the unit, plus or minus about 5.

The shaft 109 is journalled in front and back walls of a base 111 to an upper wall of which the cylinders 102 and 102.1 are secured in register with openings 112 and 112.1 of the upper wall. The cylinders have hollow upper end closures 113 and 113.1 including the intake ports 42.2 and 42.3 aforesaid.

It is seen that when air under pressure enters for instance the left port 42.2, the piston 101 is urged to move downward rotating the shaft 109 and the lever 44 in a counterclockwise direction as viewed in FIGURE l-A and, at the same time, the right piston 101.1 is urged to move upward.

Springs 106, 106.1 are both compressively and equally preloaded. As the piston 101 is urged to move downwards, and with it the spring 106, rod 103, and disc 104, the piston 101.1 will encounter resistance to upward movement by a lower surface of the closure 113.1. When sufficient pressure, suitably about 35 pounds per square inch, has built up to overcome the spring 106.1, the right piston 101.1 will move upwardsthe rod 103.1 being slidable through the disc 104.1, as is the rod 103 through the disc 104. As shown, the hollow end closures 113, 113.1, provide space to permit upward movement of the piston rods.

For reasons explained below, little additional pressure is required to rotate the crank 108 to a fully engaged position, which it will then assume. In practice, an increase of about 5 pounds per square inch is all that is required. it is also seen that the lever 44 will be in a central or neutral position when there is no pressure in either line, and will remain in that position until the pressure reaches the limit aforesaid. Thereafter, the lever 44 will move to the full forward, or the full reverse position as the case may be and will not come to rest at an intermediate position. Upon release of the pressure, one spring will urge the lever 44 to the neutral position shown in FIGURE 1-A. It is to be understood that pressure in either line 42, 43, is relieved when the lever 97 of the single lever control unit 33 is placed in a neutral position, since this permits the said lines to discharge to the atmosphere.

The assembly 100, having the piston 101 constrained to move in its cylinder, the connecting rod 107 and the crank 108 secured to the crank shaft 109, is an offset slider crank chain. In the assembly 110, the said crank shaft, the crank arm 108.1 and the connecting rod 107.1 and the piston 101.1 similarly are parts of an offset slider crank chain. The two chains are degrees, or thereabouts, out of phase and downward movement of the piston 101 from the position shown in FIGURE 2 will be associated with an upwards movement of the piston 101.1, and seen that, motion having commenced, the velocity ratio of downward movement of the piston 101 to upward movement of the piston 101.1 is greater than unity and inea e a t e motion i creases. hus an effect in the n ture of a toggle action is obtained with suitable spring strength. A small increase in pressure in the cylinder over that required to start it to move will cause counterclockwise rotation of the shaft 109 to the full extent of its range because of the velocity ratio and spring strength aforesaid.

The configuration shown in FIGURE 1A is symmetrical, the cylinders and other links of each chain are of the same size, and the springs are of equal length and strength. An equivalent effect could be obtained by varying one or more of the parameters so that the assemblies 100 and 110 are no longer symmetrical, and it might even be desirable deliberately to obtain an unsymmetrical effect this can readily be done as above indicated. Such mechanism would be equivalent to that illustrated in FIGURE 1-A. I prefer the symmetrical arrangement with parallel spaced cylinders, both for ease of manufacture and because modified kinematic equivalents as above suggested would not ordinarily have marked advantage over the configuration illustrated. Relative lengths of the links of each slider crank train, and spring strength, to effect the togglelike action are matters of kinematic and mechanical design.

Throttle relay valve assembly FIGURE 2 The throttle relay valve assembly includes the flow control cap 36, and the throttle relay valve 37. The flow control cap inlet port 36.1 extends inward of a body 201 to a transverse passage 202 admission of air into which can be regulated by the adjustable needle valve 36.2 aforesaid. The transverse passage 202 extends to an opening 202.1 having a valve seat 203 at an upper end thereof, against which a poppet valve 204 is urged to a closed position as shown by a helical spring means 204.1. In the position shown, air from the supply line 31 (FIGURE 1) cannot pass beyond the valve 204. A cylinder valve 205 is slideable vertically of a side wall 205.1 an inner cylindrical bore of the body as shown, the cylinder valve having a relieved portion of outside diameter less than that of the remaining part of the cylinder valve to define a space 207 between the outer periphery of the relieved portion 206 and the wall 205.1 aforesaid. The cylinder valve has a central bore 208 extending from a lower end thereof to a cross bore 209 which, in the normally closed position shown, is in register with an exhaust port 211. As before stated, the line 69 (FIGURE 1) to the throttle regulating valve 58 is connected to the outlet port 68. Thus, in the normal position shown in FIGURE 2 any air which might be in the line 69 will flow in a direction opposite to that shown in the directional arrows on the line 69 to discharge to the atmosphere through the exhaust port 211 since the lower end of the piston valve 205 is normally clear of the disc valve 204 as shown. A washer 212 is secured to an upper end of the cylinder valve 205 and a top member having an inner surface 213 is secured in spaced relation to a top wall 214 of the body 201. Vertical motion of the cylinder valve 205 is limited by upper and lower walls of the washer 212 reaching the inner surface 213 and the upper end wall 214 of the body respectively, the washer being urged upwards against the surface 213 in the normal position shown in FIGURE 2 by spring means 215.

Referring now to the throttle relay valve actuating means 37, a cylinder 221 has a cooperating piston 222 having a piston rod 223 sliding through an opening of a lower cylinder head 224, the said head being provided with obvious vent means 225. A helical compression spring 226 urges the piston upwards against a cylinder head 227 having a passage 228 communicating with the inlet port 57 aforesaid to which inlet port, as seen in FIGURE 1, the pilot line 56 is connected. Adjustment means 229 are provided so that clearance between the means 229 and an upper end 231 of the cylinder valve 205 may be set to a suitable value, the end 231 extending through an opening of the top member aforesaid.

The helical spring means 226 is constructed and arranged so that when pressure in the pilot line reaches 75 or pounds the piston rod 223 travels downward, outwards of the lower cylinder head 24, urging the cylinder valve 205 downwards to the limitv of its range, namely until the lower surface of the washer 212 is restrained by the top wall 214 as before explained. In such position, an outer end 232 of the cylinder valve 205 moves the disc valve 204 clear of its seat, thus permitting air from the supply line 31 to enter the inlet port 36.1 as indicated by an arrow 36.1A, whence it will pass to the outlet port 68, thence to the supply line 69, FIGURE 1. In this open position the cross bore 209 is no longer in register with exhaust port 211 so that supply pressure will build up in the line 69 at a rate which may be regulated by the needle valve means 36.2.

Normally open adjustable relay valve, FIGURE 3 The normally open adjustable relay valve assembly illustrated in FIGURE 3includes the valve actuating as sembly 81 and the cap assembly 82 of FIGURE 1. The assembly shown in FIGURE 3 is normally open, and has adjustment means to regulate the pressure required to close the relay valve. Otherwise, the assembly resembles generally the FIGURE 2 assembly in its operation. The assembly 82 has a cylinder valve 301 relieved as seen at 302 defining a space between the periphery of the relieved portion and side walls of a body 303 having a central bore 304 and a cross bore 305 to register with a discharge port 306. In the normal open position shown, air enters the supply port 96 from the supply line branch 95 (FIGURE 1) at a rate regulated by a needle valve 82.1. Thence it passes around the outer periphery of a poppet valve 307, which has a smaller outside diameter than that of adjacent body walls, through a clearance between side walls of a central opening in a valve seat 308 through which the relieved cylinder valve portion 302 passes, thence to pass through the outlet port 88 as shown by an arrow 309 to which port, as seen in FIGURE 1, the line 87 leads to the accumulator. Thus, in a normal open position air from the supply line 95 will pass to the accumulator tank 83.

The assembly 81 has a piston 312 secured to an outer end of the cylinder valve 301 extending through an upper wall 313 of the body. A cylinder 314 cooperating with the piston 312 is secured to the body and urged towards the top wall 313 by helical spring means 315. Adjustment means 316 extending through an upper dome 317 secured to an outer end of the cylinder 314 serves to adjust compression of the spring 315. A passage 318 extends from the inlet port 86 through the top wall 313.

As seen in FIGURE 1, the pilot line 85 is connected to the inlet port 86 hence air in the pilot line can pass through the port 86 and the passage 318 to urge the piston 312 outwards against the spring 315, a vent 318.1 lbeing provided for escape of air from the dome 318. When the pressure in the pilot line is sufiicient to urge the piston upwards, the said piston can travel until a top face 319 thereof reaches a lower end wall 321 of the dome 317 the range of upward motion of the piston is limited by the dlstance between the top piston face 319 and wall 321 aforesaid.

When this upward limit is reached, the poppet valve 307 will be urged upwards by a spring means 322 to contact an underside of the seat 308. The distance between the upper side of the disc valve 307 and its seat 308 in the position shown in FIGURE 3 is materially less than the distance aforesaid between the faces 319 and 321, which latter distance limits the vertical motion of the cylinder valve. Thus, in the closed position a lower end of the cylinder valve which, in the closed position, bears against the disc valve 307 is now clear thereof in a position indicated by a broken line 322. Accordingly, air in the accumulator tank will now flow in a direction opposite to that indicated by the arrow 309 into the port 88 thence around the broken line position 322 of the cylinder valve lower end to enter the central bore 304 and be discharged via the cross bore 305 through the discharge port 306 as indicated 'by a directional arrow 327. It is thus seen that pressure builds up in the accumulator tank 83 only in the absence of sufficient pressure in the pilot line 85 to open the adjustable relay valve.

In lieu of the adjustment above, a spring could be designed and Specified for a particular installation. While the adjustment is not critical, I prefer to use such adjustment for ease of manufacture and installation.

Single lever control unit and associated assemblies As seen in FIGURE 1, the single lever control unit 33 is associated with a throttle regulating valve 58 and a four-way valve 32. Each of these three units is, a stock item obtainable from ordinary trade sources, for instance as illustrated in the 1967 catalogue of the Kobelt Manufacturing of Vancouver, Canada, under stock numbers 740, 760, and 770. While it is necessary for the purpose of my invention that these, or similar units be employed any functionally equivalent structure may be used-the particular units do not go to a central concept of my invention. Air from the supply line branch 34 entering the inlet port 35 of the four-way valve assembly 32 is regulated by a needle valve means 32.1, of the same general type as the needle valve means 36.2 and 82.1 above described. The rate at which air is admitted to the valve is regulated by the said needle valve means. The assembly 32 has right plunger 121 and a left plunger 122, one or the other of these plungers being depressed as the lever 97 is moved in a direction indicated by an arrow 123-F, or 123R, as the case may be, away from the neutral position 97 shown in FIGURE 1. When for instance the lever is moved in the direction 123-R the right plunger 121 is depressed, this permits air from the supply branch line 34 to pass through the outlet port 42.1 to the line 42. Similarly, depression of the left plunger 122 causes supply air to pass outwards through the port 43.1 to the line 43. Rate of admission of air from the supply line 34 is regulated, as aforesaid, by the needle valve means 32.1. When there is pressure in the line 93 from the accumulator tank 83, that air will similarly be admitted either to line 42 or line 43 accordingly as the lever is moved to a reverse position 123-R or a forward position 123F. It is to be noted that, while admission of air from the supply line 34 is regulated by the needle valve means 32.1, air from the line 93 entering the port 94 is not so regulated. It is also to be noted that a relatively small movement of the lever 97 from the neutral position shown is sufficient to depress either plunger to its full extent, and that further movement of the lever away from the neutral position will not effect either plunger, since each will remain in its fully depressed position throughout the range of motion of the lever 97 after the initial motion above.

The throttle regulating device is operatively connected to the lever 97 and is adapted so that movement of the lever either in the reverse direction 123R or the forward direction 123-F will cause air to be admitted from the line 69 to the port 71 and pass outwards through the port 59 to the throttle control line 61 at a rate which depends upon the amount by which the said lever has been moved from the neutral position.

Throttle control unit The throttle control unit 63 can also be a stock item obtainable from ordinary trade sources, and is constructed and arranged So that, in cooperation with the throttle regulating valve means aforesaid, the piston rod 64 of the said control is determined by the distance through which the lever 97 is moved (in either direction) from the neutral position. The rod being extended as the lever moves away from the neutral position, and being retracted as the lever is moved back towards the neutral position regardless of whether the initial movement were forward or reverse. While a throttle control unit having such a function is necessary for the purposes of the invention, the particular means used to attain the end above described is not important.

Accumulator tank structurally, the accumulator tank 83 needs no partic ular description, the tank having an inlet port 89, an outlet port 91 and, associated with the outlet, a common check valve 84 permitting air to flow only in the direction indicated by an arrow 84.1. For reasons which will, later, be apparent it is however important that the volume of the accumulator tank be not substantially less than the volume of air contained in lines associated therewith, together with the swept volume of a gear control cylinder. If the volume is greater, no harm is done since the tank is emptied by closing of the normally open relay valve 82.

OPERATION OF THE INVENTION The operation of the invention is now described first as though all of the structure shown in FIGURE 1 between lines 1-1 and 22 were absent, in which description it is to be considered that the lines 93, 85, 95, are plugged or otherwise made inoperative where cut by the line 1-1.

With the power unit 49 running, and air in the supply line 31 being at supply pressure, when the lever 97 of the single lever control unit is in the neutral position shown the gear lever 48 is in an idle position as is the throttle lever 65. Let the lever 97 be moved in a reverse direction 123R, this causes air from the branch supply line 34, regulated by the needle valve means 32.1 to pass outwards of the outlet port 42.1 to the line 42. After a delay, which depends on the setting of the needle valve means 32.1, pressure in the line 42 will build up to an initial level necessary to cause the left piston 101 to travel downwards when a small excess, a few pounds, over the initial level aforesaid is attained. This will move the lever 44 to the reverse broken line position 44-R at which the gear lever 48 is fully engaged in the reverse position 48-R. While pressure is building up in the line 42, air will be passing through the branch 53 to the two-way check valve 52 in the direction of the arrow 52.1, then to the pilot line 56, thus entering the port 57 of the throttle relay valve assembly. As has been explained with reference to FIG- URE 2, upon this pressure increasing sufficiently the normally closed throttle relay valve assembly will cause the poppet valve 204 thereof to open so that air will pass in through the port 36.1, to the outlet port 68, to the line 69, so to be available to actuate the throttle control 63. It will be seen that if the lever 97 has been moved to the full reverse position there would be delay, typically about three seconds, before the gear lever 48 engages reverse. There is a further delay of about two seconds before the normally closed throttle relay valve 37 opens to make air available for operation of the throttle.

When lever 97 is again placed in the neutral position from the full reverse position, it is seen that pressure in the pilot line 56 will drop, since placing the lever in the neutral position, opens the line 42 so that it discharges to atmospheric pressure. Thus, the throttle relay valve will close placing the line 69 in communication with the exhaust port 211 so that pressure in this line too will rapidly fall to atmospheric.

Where the lever 97 is placed in the full forward position 123-F, the sequence of events is as before described supply air now however being admitted via the line 43, the sequence of operations being otherwise similar.

When the lever 97 is placed in the central or idle position as when approaching a dock, it is clear that to engage reverse and to actuate the throttle control involves a delay of about five seconds. In some circumstances this is a disadvantage, which disadvantage is materially reduced by means of the normally open adjustable relay valve, accumulator tank, and associated lines between 11 and 22 FIGURE 1.

Considering all of the units of FIGURE 1 now being interconnected as shown in that figure, the operation is as follows. The adjustable relay valve assembly of FIGURE 3 is normally open, hence air from the supply line 31 will pass through the branch supply 95 and into the accumulator tank 83 as has been explained. Pressure will accordingly build up in the line 93 so that, when the accumulator tank is charged, a supply unregulated by the needle valve means 32.1 becomes available at the intake port 94 of the four-way valve unit 32 to operate gear, and hence the gear lever 48, substantially without delay. It has been explained that pressure is maintained in the accumulator tank 83 when, and only when, pressure in the pilot line branch 85 is insufficient to close the normally open adjustable relay valve which, when closed closes the line 87 permitting air from the accumulator tank 83 to exhaust to atmosphere through the exhaust port 306. In the neutral or idle position of the lever 97, there will be no pressure in the pilot line 85 since that pressure has been reduced to atmospheric by placing the lever 97 in the neutral or idle position. In neutral however the supply line 95 effectively is directly connected to the accumulator tank hence pressure therein will build up rapidly so that, after a few seconds, while there will still be throttle delay, gear control is available almost immediately. Note that the accumulator tank volume is sufficient for one complete operation as aforesaid. Several seconds are required to enable the accumulator tank to regain its pressure so that the operation may be repeated.

It has been pointed out that the accumulator tank volume is desirably not less than the swept volume of a piston of the gear control unit, and associated line--so that there will be about enough air for one operation. It is to be noted that while air from the tank 83 FIGURE 1 is entering the port 94, air is also entering the port 35 through the branch 34which latter is regulated by the needle valve means 32.1. Accordingly, one operation will actually require less than above stated. And it has been pointed out that if tank volume is much greater than the above, no harm results since the tank discharges when the pilot pressure rises sutficiently to close the normally open relay valve 82. Hence accumulator tank volume not materially less than the desirable minimum above is satisfactory.

It is also seen that when the several needle valves have been adjusted nicely for required operation and delay, fixed restricting orifices giving fiow so determined could be substituted for the needle valve adjusting means. While I prefer to use needle valves as herein described, such fixed restricting means, or other variable restricting means; for instance taps or adjustable valves, could give an equivalent result.

I claim:

1. A pneumatically operated control means having (1.1) a first cylinder and a first line supplying compressed air thereto,

(1.2) the cylinder having a piston, and means to restrain motion of the piston until air admitted to the cylinder by the first line has built up a desired activating pressure overcoming the restraining means, thus causing movement of the piston relative to the cylinder,

(1.25) a rotable shaft having first and second cranks,

(1.3) an offset slider crank chain having a connecting rod link rotatably secured to the first piston and to the first crank of the shaft,

(1.4) a second offset slider crank chain having similar elements including, a second cylinder having a second piston connected to the second crank constructed and arranged so that movement of the first piston causes opposite movement of the second piston, and a second line supplying compressed air to the second cylinder,

(1.5) the slider crank chains being adapted so that when the first piston has commenced to move, the ratio of movement thereof to the opposite movement of the second piston exceeds unity, adapted to produce a toggle effect so that the shaft rotates to a full extent of a range of motion thereof with a small increase of the actuating pressure aforesaid,

(1.6) means selectively admitting air to either line aforesaid,

(1.7) and a lever secured to the shaft.

2. Structure as defined in claim 1, the slider crank chains being symmetrical and disposed with the cylinders thereof in parallel spaced relationship.

3. Structure as defined in claim 2, the means restraining the pistons including; a piston rod secured to each piston extending within each cylinder and away from each connecting rod; a guide disc at an outer end of each piston rod; a preloaded compression spring extending between each guide disc; and means to limit extent of motion of the guide discs in a direction opposite to that in which a piston will be urged to move by admission of air to the cylinder thereof.

4. Structure as defined in claim 3, one crank being at about degrees plus or minus about 5 degrees to the other crank.

5. Structure as defined in claim 4 and means, cooperating with a supply line, to regulate admission of air to a cylinder.

6. Structure as defined in claim 5',

(6.1) the layer being operatively linked to a marine reversing gear to engage and disengage the gear,

(6.2) the lines thereof being connected to a valve of a single lever control unit, adapted for selectively admitting air as aforesaid, thus comprising gear operating means,

(6.3) a two-way check valve connected between the two lines, the check valve being adapted only to admit air from either of the lines above to a pilot line, but not simultaneously from both,

(6.4) a normally closed throttle relay valve assembly adapted to open when pressure in the pilot line reaches a predetermined value, the throttle relay valve when open admitting air to a throttle regulating valve also controlled by the single lever aforesaid, a line supplying the throttle regulating valve being open to discharge through a discharge port of the relay valve when the relay valve is in a closed position,

(6.5) movement of the single lever also being adapted to control admission of air from the line aforesaid supplying the throttle regulating valve, to a pneumatically operated throttle control device responsive to the said admission, the throttle control device being operatively connected to the throttle lever; the foregoing being constructed and arranged for delaying response of the gear engagement means according to a rate of admission of air to the valve means selectively admitting air to the first and second lines aforesaid, and according to the actuating pressure, and for delay in throttle response according to the predetermined value of pressure opening the normally closed throttle regulating valve.

7. Structure as defined in claim 6, and needle valve means to regulate admission of aif to the valve of the sinble lever control unit.

8. Structure as defined in claim 7, and

(8.1) a normally open relay valve connected to the pilot line and being adjustable to close when pressure in the pilot line reaches a closing pressure, and means to adjust the closing pressure,

(8.2) an accumulator tank adapted to be effectively connected to the supply line when the adjustable relay valve is open so that pressure in the tank can reach supply pressure, which tank pressure reduces to atmospheric when the adjustable valve closes as aforesaid,

(8.21) an accumulator tank outlet line having a check valve permitting flow in the outlet line only outward from the tank, the said line extending to an additional inlet port of the valve means selectively admitting air to either line of the gear control means, the additional port admitting air independently of the needle valve means so that an unregulated suply can be admitted to either line of the gear operating means when the accumulator tank is at a pressure approaching line pressure.

9. Structure as defined in claim 8, wherein the accumulator tank has a volume about equal to that of a cylinder of the gear control device and associated line.

=10. Structure as defined in claim 1,

(10.1) the lever thereof being operatively linked to a marine reversing gear to engage and disengage the gear,

(10.2) the lines thereof being connected to a valve of a single lever control unit, adapted for selectively admitting air as aforesaid, thus comprising gear operating means,

(10.3) a two-way check valve connected between the two lines, the check valve being adapted only to admit air from either of the lines above to a pilot line, but not simultaneously from both,

(10.4) a normally closed throttle relay valve assembly adapted to open when pressure in the pilot line reaches a predetermined value, the throttle relay valve when open admitting air to a throttle regulating valve also controlled by the single lever aforesaid, a line supplying the throttle regulating valve being open to discharge through a discharge port of the relay valve when the relay valve is in a closed position.

(10.5) movement of the single lever also controlling admission of air from the line aforesaid supplying the throttle regulating valve, to a pneumatically operated throttle control device responsive to the said admission, the throttle control device being operatively connecting to the throttle lever, the foregoing being constructed and arranged for delaying response of the gear engagement means according to a rate of admission of air to the valve means selectively admitting air to the first and second lines aforesaid, and according to the actuating pressure, and for delay in throttle response according to the predetermined value of pressure opening the throttle regulating valve.

References Cited UNITED STATES PATENTS 2,729,984 1/1956 Morse 192.098 2,925,156 2/1960 Grant et al. 192--.098 2,952,347 9/1960 Richardson 74-4378 ARTHUR "r. McKEON, Primary Examiner US. Cl. X.'R. 1-92-96

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