US2444273A - Engine conditioning control apparatus for starting, stopping, and reversing - Google Patents

Description

June 29, 1948. STEVENS 2,444,273

ENGINE CONDITIONING CONTROL APPARATUS FOR STARTING, STOPPING, AND REVERSING Filed April 28, 1944 INVENTOR g RoyRSteven-s 3 $53 IE v Q21 M g: n g 53; ATTORNEY k IO W\ Patented June 29, 1948 ENGINE connmomno com'nor. Arraanus roa srsnrrnasrorrmo, AND

REVERSING Roy R. Stevens, Forest Hills, Pa., minor to The Westinghouse Air Brake Company, Wilmer-ding, Pa, a corporation of Pennsylvania 1 Application April 2a, 1944, Serial No. 533,146

r This invention relates .to control apparatus and more particularly to a fluid pressure control apparatus for controlling a plurality of difleren-t operations in a desired sequence, such for example, as operations incident to reversing the direction of operation of'a reversible internal combustion engine.

In Patent No. 2,395,202, issued on February 19,

11 Claims. ((21. 60-16) 1946, to Erik G. Erson and myself, and assi ned to the assignee of the present application, there is disclosed a fluid pressure control apparatus which is operable automatically to control the starting, stopping and reversing of an internal combustion engine in response to appropriate operations of a manual controller. In reversing the engine, the apparatus operates automatically to first cut ofl the supply of fuel to the engine, to then reverse .the valve timing or valve gear of the engine to provide for operation thereof in the reverse direction, to next supply starting air to the engine for causing it to start turning in the new direction, following which fuel is supplied to the engine to cause it to run in the new direction.

One object of the invention is .to provide a simplified control apparatus of the above, mentioned t pe.

In the above described apparatus power means are employed for reversing the engine valve timing or gear, and interlock means are associated with said power means to prevent supplying starting air to the engine until after the valve gearhas been reversed. This interlock means also prevents supply of fluid under pressure necessary for cutting in fuel to the engine until after the valve gear has been reversed. This interlock means may however be dispensed with since starting air may if desired be supplied to the engine immediately upon operation of the manual control means to initiate reversal of the engine, and since a directional control device disclosed in the above described structure and constituting a part Of the present invention, prohibits cutting in the fuel to the engine until' after the engine has started to turn in the reverse or new direction. According to the above object, the interlock means in the above de= scribed structure has therefore been dispensed with and, incident to this simplification, the number of control valves and control pipes has-been reduced.

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

In the accompanying drawing, Fig. 1 is a diazrammatic view, partly in section and partly in outline, of a control apparatus embodying the invention; Fig. 2 is a partial Plan view of an operator's control device shown in vertical section in Fig. 1; Figs. 3 and 4 are sectional views taken on the lines 3-3 and 4-4, respectively. in Fig. 1; and Fig. 5 is a sectional view, on an enlarged scale, of a directional control device shown in side elevation in Fig. 1 and taken on a line 5-4 therein.

Description In the drawing, the reference numeral l indicates aportion of one end of a crank shaft of an internal combustion engine, and reference numeral 2 indicates a portion of one end of a cam shaft for said engine. The cam shaft may be driven in proper phase with the crank shaft i by meshing gears 3 and 4 for operating engine valve mechanisms and fuel injection mechanisms in a well known manner to permit the engine to be started by compressed air for operation in either direction of rotation, to, for instance, drive a ship either ahead or astern. To provide for the different directions of operation the cam shaft may have the usual forward cams (not shown) to provide for operation of the engine in the one or ahead direction and reverse cams (not shown) to provide for operation of the engine in the reverse or astern direction and may be shit-table longitudinally relative to the crank shaft I for rendering either the forward cams or the reverse cams effective for controlling the engine valves or timing gear in a well known manner. In the drawing the cam shaft is shown in what may be considered the position to provide for operation of the engine in an astern direction and may be shifted by a lever 5 from this position to an ahead position in which said lever may occupy a position such as indicated by a dot and dash line 5a.

The reference numeral 6 indicates a fuel control member or shaft which may be rockable by a lever I to control the supply of fuel to the engine through the medium of controlling operation of a speed governor on the engine, or independently of said governor. It is sufficient to point out that the lever 7 and shaft 6 may have a fuel cut-off position in which they are shown in Fig. 1, for cutting oil. the supply of fuel to the engine to stop same, and may be adjustable out of said position to a fuel supply position, such as indicated by a dot and dash line 8 to supply fuel to the engine.

A fuel cut-off device It! is provided for mov- 3 ing the fuel control lever 1 from the fuel suppl position to the fuel cut-off position. This device may comprise a cylinder containing a piston having at one side a pressure chamber |2 open to a control pipe l3 and having at the opposite side a non-pressure chamber l4. Projecting from piston through the non-pressure chamber I4 is a piston rod IS in the end of which is an elongated slot in which is disposed a. pin l5 secured to the fuel cut-off lever 1. The nonpressure chamber l4 contains a spring l1 encircling the rod I5 and acting on the piston for urging same in the direction of the right hand away from a stop shoulder l8. Movement in the direction of the right hand is arranged to be limited by contact between the piston H and a stop l9. Upon supply of fluid under pressure to pressure chamber i2 the force created on piston II will cause the piston and thereby the fuel cut-off lever 1 to move to its fuel cut-ofl position shown in the drawing. Upon release of fluid under pressure from chamber I2 .the spring I! will move the piston into contact with stop l9 and this movement transmitted through the piston rod |5 will turn the fuel control lever 1 to the fuel supply position indicated by line 8.

A relief valve device 20 is provided for release ing fluid under pressure from chamber 12 in the fuel cut-01f device ID. The relief valve device 20 comprises a casing having a chamber 2| 'open to control pipe l3 and containing a .valve 22 for opening said chamber to a chamber 23 which is open to atmosphere through a port 24. A spring 25 in chamber 2| acts on the valve 22 for urging it to its closed position shown in the drawing. A piston 25 subject on one side to atmospheric pressure in chamber 23' and on the opposite side to pressure of fluid in a pressure chamber 21 is operatively connected to the valve 22. Supply of fluid under pressure to chamber 21 will actuate the piston 26' to open the valve 22, while release of fluid under pressure from chamber 21 will allow closing of said valve by spring 25. The supply and release of fluid under pressure to and from pressure chamber 21 is arranged to be controlled through a pipe 28 by means which will be'later described.

The reference numeral 3|] indicates the starting air valve device arranged to operate upon supply of fluid under pressure to a control pipe 3| to supply starting air from a supply pipe 32 fluid under pressure to the left-hand face of the power piston 42 with fluid released from the right-hand face, said piston will move to the opv handface to the exterior of the device.

to a pipe 33 which may convey it to the starting.

valves of the engine for supply to the engines cylinders to place the engine in motion in the posite end of the power cylinder 4| for thereby drawing lever 5 to the ahead position indicated by the dot and dash line So.

The power motor 40 further comprisesa control valve mechanism 45 containing an astern valve device 45 and an ahead valve device 41 arranged to be controlled by a lever 48 for controlling the supply and release of fluid under pressure to and from the chambers at the right-hand and left-hand sides, respectively, of the power piston 42. Movement of lever 48 in the direction of the left-hand will actuate the valve device 46 to supply fluid under pressure to the right-hand face of the power piston 42 and at the same time permit operation of the valve device 41 to openthe lefthandface of said piston to atmosphere. Movement of lever 48 in the direction of the right-hand will eifect operation of the valve device 41 to supply fluid to act on the left-hand face of power piston 42 and at the same time permit operation of the valve device 46 to open the right-hand face of said piston to atmosphere. With the lever 48 in the neutral position as shown in the drawing, the pressure of fluid on the opposite faces of the power piston 42 will be balanced, and to attain such balancing both of the valve devices 46 and 41 may, if .desired, be conditioned in this position of said lever to open the opposite faces of the power piston to atmosphere.-

The power motor 40 further comprises a pilot portion 50 associated with the power cylinder 4| and containing a pilot piston 5| having at its left,

pipe 52 and having at the right-hand side another control chamber open to an astern control pipe 53. -The piston 5| is connected to a rod 54 which projects through the chamber at its left- In the outer end of rod 54 is a cross-head 55 which is disposed to slide in a slot provided in an operating lever 56. One end of this lever is operatively connected by a pin 51 to the power piston rod 43, while the opposite end is connected by a pin 58 to one end of a rod 59. The opposite end of rod 59 isconnected by a pin 48a to the end of lever 48 in the control valve mechanism 45.

The operation of the power motor 40 is briefly as follows: With the parts of the motor positioned as shown in the drawingrunder which condition the cam shaft 2 will be in its astern position also as shown, if it is desired to reverse the position of cam shaft 2 to provide for operation of the engine in the reverse or ahead direction, fluid under from pipe 3| starting air valve device 30 will operate to cut off the supply of starting air to the starting air pipe 33. The control of the supply and release of fluid under pressure to and from the control pipe 3| ,will be hereinafter described.

A power motor 40 is provided for shifting the cam shaft 2 to itstwo diiferent positions. This motor is preferably of the follow-up type and comprises a power cylinder 4| containing a power piston 42 which is operatively connected through a rod 43, and a link 44 to the free end of the cam shifting lever 5. Upon supplyof fluid under pressure to the right hand face of the power piston 42 and release of fluid under pressure from the left hand face said piston will move to the position in which it is shown in the drawing for actuating arm 5 to shift the cam shaft 2 to the astern position as shown in the drawing. Upon supply of pressure will be supplied through the ahead pipe 52 to act on the left-hand face of the pilot piston 5|. in the direction of the right-hand and such movement will turn lever 56 in a clockwise direction about its connection with the power piston rod 43; this connection remaining stationary at this time due to the relatively great reluctance to movement of the power piston 42. This rocking of lever 56 acts through the connecting rod 59 to turn lever 48 of the control valve mechanism from draw lever 48 of the control valve mechanism 45 The pilot piston 5| will thereby be moved ante-1e position indicated by the dot and dash line to and,

as will be apparent, this operation will shift the cam shaft 2 from its astem position, that is to say, from the position in which it is shown in the drawing to its ahead position hereinbefore described.

n it is now desired to return the cam shaft- 2 from its ahead position to its astem position,

. the direction of its left-hand position to thereby effect operation of the control valve mechanism 45 to supply fluid to act on the right-hand face of the power piston 42. Power piston 42 will then move to its left-hand position and the control valve mechanism 45 will operate in response to such movement to equalize the opposing pressures on the opposite sides of the power piston 42' at the time it attains its left-hand position. This movement of the power piston 42 will turn lever 5 and cam shaft 2 back to their astem position in which positionthey are shown in the drawing.

The parts of the apparatus as so far described may be identical to corresponding parts fully disclosed and described in the, patent hereinbefore referred to and since reference may be had to said patent, a more detailed showing of these parts in the drawing and a more detailed description thereof are not deemed essential in the present application.

The supply and release of fluid under pressure to and from pipe 28 for controlling operation of the relief valve device 29 is arranged to be controlled by a directional control valve device 69 which may also be identical to a corresponding device employed for the purpose of illustration in the copending application above referred to, but which constitutes a part of the present invention.

The directional control valve device 69 comprises (Fig. 5) a-casing containing a double check valve 6| arranged to control communication between pipe 28 and two passages 62 and 63. In one position of the double check valve (passage 28 will be disconnected from passage 63 and opened to passage 62, while in another or upper position of said double check valve said pipe will be disconnected from passage 62 and opened to passage 63. The passages 62 and 63 lead, respectively, to an astem valve device 64' and an ahead valve device 65.

The valve devices 64 and 65 are identical in structure, each comprising a supply valve 96 contained in a chamber 61 and arranged to control communication between said chamber and a chamber 68. A spring 61a. in chamber 6! acts on valve 66 to seat same. In the ahead valve device 65. chamber 61 is connected by pipe 52a to pipe 52, while in the astem valve device 64,

chamber 61 is connected by pipe 53a topipe 58. In each of the valve devices 94 and 65 the chamber 68 contains a release valve 69 in constant contact with a fluted stem projecting from the supply valve 66 and having a fluted stem I9 slidably mounted in a plunger ll which in turn ismounted toslidein'a bore inthe The casing is provided with an annular recess encircling plunger II and containing a ring seal 12 having sealing and sliding contact with the pe-' ripheral surface of theplunger for preventing leakage of fluid under pressure from chamber 98 past said plunger. The bore in plunger II, in

which bore stem I9 of the release valve is slid- ,ably mounted, opens to a larger bore I8 theouter end of which is closed by a plug 14. The bore i8 is constantly open to the atmosphere through one or more ports 15 provided adjacent the closed end or plug 14. A plunger 19 loosely mounted in bore 18 extends into bore 18 and therein is provided with an enlarged'head 11 which may be of smaller diameter thanbore 18 to allow flow of fluid from one side to the opposite side. Against head 11 bears one end of a spring 18 the opposite end of which is supported by contact with the inner end of plug 14. This spring is under compression and therefore constantly effective to urge the plunger H in a direction away from and thus out of seating engagement with the release valve 99. v

The casing of the directional control device is provided midway between the outer ends of the the end of each arm 83 is secured an adjustable actuating screw 84 which engages the respective plug 14. With the parts of the directional control valve device in the position in which they are shown in'Fig. 5, the two screws 84 are so adjusted as to permit springs 61a to move-the two supply valves 66 into contact with their seats and to permit movement of the two plungers H by springs 18 out of contact with the respective release valve 69.

The lever 82 is also provided with a depending operating arm 85 the end of which is loosely accommodated in a slot 86 provided in and open to the periphery of a'friction disc 81. This disc is carried on one end of a plunger 88 which is slidably mounted in a bore provided in a casing89 which is rigidly supported with respect to the engine so as to support the friction disc in coaxial relation with the end of the engine crank shaft 1. The plunger 88 is. also effective in the capacity of a piston for moving the friction disc into frictional contact with the end of the crank shaft I, and to effect such movement there is provided at its inner end a pressure chamber 99 which is open to the starting control pipe 3i.

The reference numeral 94 indicates an operators fluid pressure control valve device which may be located immediately adjacent the engine or at any desired remote control station. This device comprises a body 95 and a cover 96 mounted on said body, and in said body there are disposed, what may be called, an ahead run valve device 91 and an astem run valve device 98 for controlling through pipes 52 and 53, respectively, operation of the pilot piston ii in the power motor 49 to select the direction of operation of the engine. The body 95 also contains a start valve dethe fuel cut-oil? device i 9 to eiiect stopping of the engine.

The ahead and astern run valve devices 91 and 98 and the stop valve device I99 are arranged in spaced parallel relation with their axes shown diagrammatically in the same plane, while the start valve device 99 is arranged with its axis also in said plane but at right angles to the axes of the other valve devices.

All of the valve devices 91, 98 and 99 and I may be identical in construction, each comprising a fluid pressure supply valve I02 contained in a chamber I03 and arranged to control communication between said chamber and a chamber I00 through an opening encircled by a seat proatmospheric pressure in a chamber I08 which is open to atmosphere by way of a passage I09. The

valve I02; stem I03 and plunger I01 are provided with an axial bore I I0 open at one end to chamber I03, and a release valve III disposed in chamber I 08 is arranged to control communication between the opposite end of said passage and the latter chamber. The release valve III is provided with a plunger II2 extending to the exterior of the body. 4

Chamber I09 in the several valve devices 91, 98, 99 and I00 is connected directly to a fluid pressure supply reservoir I I3 and thus arranged to be constantly supplied with fluid under pressure when the system is in use. Since the area of plunger I0I subject to pressure of fluid in chamber I09 equals substantially that of valve I02 also subject to the pressure of fluid in said chamber, it

will be noted that the pressure of fluid acting in one direction is substantially counterbalanced by its effect in the opposite direction, so that pressure of spring I05 on valve I02 need only be relatively small to provide a suflicient bias for seating said valve.

Chambers I03 in the ahead and astern valvedevices 91 and 98 are connected to pipes 52 and 53, respectively, leading to the pilot portion 50 of the power motor 40. Chamber I03 in the start valve device 99 is connected to pipe 3| leading to the starting air valve device 30 and to plunger actuating chamber 90, while chamber I03 in the stop valve device I00 is connected by a pipe H0 containing a check valve, device II5 to pipe l3 leading to the fuel cut-off device I0.

Disposed over the plungers II2 of the valve devices 91, 98 and I00 and arranged in the same vertical plane but at right angles to the axes of said plungers is a horizontally disposed hollow control shaft us which is suitably journaled at its bpposite ends in the cover 96. A plunger II! is slida'bly mounted in the control shaft IIB with its left-hand end projecting outwardly, beyond the adjacent end of the control shaft above plunger II2 of the start valve device 99. 'A hollow cam shaft I I0 is telescoped over and secured to the control shaft H6 and bears at opposite ends against the cover 96 for holding both shafts against axial movement.

The two shafts H0 and H8 are provided with aligned longitudinally extending slots, and the plunger III is provided with a like slot and through these slots extends the lower end portion II 9 of an operators control lever I20 which is piv otally mounted on a pin I2I carried by a lug I22 projecting upwardly from the cam shaft IIB. In

the lower end portion II9 of the control lever is a slot I23 within which is disposed a transversely extending pin I23 whichis secured to plunger I I1. It will be seen that rocking of the operator's control lever I20 about the pin I2I in a direction lonitudinally of the cam shaft II8 will shift the plunger III lengthwise within the control shaft IIB, while movement of said lever in a direction about the axis of said cam shaft will rotate said cam shaft without effecting endwise movement of plunger Ill.

The control lever I20 extends through a guide slot in cover 96 which provides a definite path for movement of said lever. This slot is shown in plan in Fig. 2 and comprises a central portion I25 to permit movement of lever I20 in a direction circumferentially of the cam shaft II8. One end of the slot 425 opens into a short slot I26 arranged at right angles to the slot I35, while at the opposite end of slot I25 is another short slot I21 extending in the same direction and parallel to slot I26. The slots I26 and I27 provide for movement of the operator's control lever I20 in a clockwise direction about the fulcrum pin I.2I for moving the plunger III outwardly of the control shaft I IS.

The operators control lever I20 may have five different operating positions in the slots I25, I26

and I2! including a Stop" position intermediate the ends of slot I25, in which position said lever is shown in Fig. 2'of the drawing. At the end of slot I25 adjacent the short slot I26 the lever I20 has a Run position, while at the opposite end of slot I25 said lever has another Run position, and at the outer ends of each of the slots I26 and I2! said lever has a Start" position. These positions are indicated in Fig. 2 by appropriate legends, and it will be noted that beyond the short slot I2! is the legend Ahead," while beyond the short slot I26 is the legend Astern. The Start position in slot I25 is for starting the engine in an Astem direction, while the adjacent Run position is for running the englue in said direction after being started. The

Start position in slot I2! is for starting the engine in an Ahead direction, while the adjacent Run position is that in which the operators control lever .will be carried while the engine is running in the Ahead? direction after being started, as will be hereinafter described in greater detail,

The body of the operator's control valve device has an exterior lug I29 disposed between plunger II2 of the start valve device 99 and the plunger I ll slidably mounted in the control shaft I I6. A lever I30 fulcrumed intermediate its ends on a pin I3I carried by lug I29 has one end in contact with stem II2 of the release valve III in the start control valve device 99, while its opposite end is operatively connected to the projecting end of plunger I I1. With the operators control lever I20 in slot I25 the plunger III, lever I30 and parts of the start control valve device 99 will occupy the positions shown in the drawing in which pipe 3| leading to' the starting air valve device 30 will be open to atmosphere throu h chamber I03 in said valve device, bore H0 and past the release valve III. Movement of lever I20 into either one of the short slots I26 or V I2! will however operate plunger III and lever I30 to first seatthe release valve III and then open the supply valve I02 in the start control valve device 99 for thereby supplying fluid under pressure to pipe 3 I.

The cam shaft III is provided with three cams III, I80 and I", the peripheral surfaces of which are arranged to contact plungers I I: of the valve devices 91, 98 and I00, respectively, for controlling the operation of said valve devices. The

cams I35 and I38 may be of identical structure but are reversely arranged on the cam shaft III. The cam I8! is so designed as to effect closure of the release valve III and opening of the supply valve I 02 in the ahead valve device 91 with the operator's handle I20 in the Ahead, "Run and Start positions and to permit closing of said supply valve I02 and opening of said release valve in all other positions of said handle. The cam its is operative to close therelease valve III and open supply valve I02 in the astern valve device 98 in the Astem," "Run and Start" positions of lever in and to permit closure of said supply valve and opening of said release-valve in all other positions on said lever. The cam I3! is so designed as to efiect closure of the release valve III and opening of supply valve I02 of the stop control valve device I only in the Stop position of the operators control lever and to permit closure of sald'supply valve and opening of said release valve in all other positions of said lever.

In operation, let it be assumed that the operators control lever I20 is initially in "Stop position effecting operation of the ahead and astern run valve devices 91! and 98, and of the start valve device 99 to open the respective pipes 52, E3 and ii to atmosphere, and also effecting operation of the stop valve device I00 to supply fluid under pressure to pipe H0.

Fluid thus supplied to pipe IN will flow through the check valve device IIE to pipe I 3, and with valve 22 in the relief valve device 20 closed, this pressure will become effective in chamber I2 of the fuel cut-ofi device I0 to move the piston II and thereby the control lever I to fuel cut-ofl position in which the engine will be stopped.

With control pipes 52 and 53 both open to atmosphere, the parts of the power motor M will be in the condition previously assumed, which for example may be the position in which the parts are shown in the drawing with the lever and cam shaft 2 conditioned to provide for operation of the engine in the reverse or astern direction. With pipe 3| open to the atmosphere the starting air valve device 30 will be conditioned to prevent supply of starting air to the starting air pipe 33, and the plunger 88 will be relieved of pressure to relieve the driving friction between the disc 81 and the end of the crank shaft I. With disc 8'! thus conditioned, the parts of the directional control valve device 60 will assume the position in which they are shown in Fig. 5 due to'the actions of springs tile on the supply valves 66 and springs 118 on the plungers II.

If the operator now desires to restart the engine in the same direction as last operated, that is, in the astern direction, he will move lever I from Stop" position directly to the Astern, "Start" position, 'In this position of lever I20 the astern run valve device 98 will operate to supply fluid under pressure through pipe 53 to the right-hand face of the pilot piston Si in the power motor 40, but since said piston is already in its astern position the parts of the power motor 40 will not change position. to pipe 53 will also flow through branch pipe 53a to supply valve chamber 61 in the astem valve device 64 of the directional control valve device Fluid supplied closed at this time flow of fluid out of said chamber can not occur.

When the operators control valve device is -moved from the "Stop" position to the "Aster-n "Start position cam I31 permits operation of the stop valve device I00 to release fluid under pressure from pipe II, but the check valve III prevents the release of fluid under pressure from piston chamber I2 in the fuel cut-oi! device I0 upon such release 01 fluid from pipe I, so that said. cut-oi! device will maintain the fuel control lever I in its fuel cut-oil position. Movement of the operator's control lever to the Astern "Start position also actuates the starting valve device 99 to supply fluid under pressure to pipe 3i and thence to the starting air valve device 30 to effect operation thereof to supply starting air to pipe 33 through which it will flow to the cylinders of the engine in the proper sequence to the crank shaft I. After the engine'has started to turn by the starting air supplied thereto, the rotation of the crank shaft I will then turn the friction disc 81, in a corresponding direction, which in the present instance is in the astern direction as indicated by the legend Astem applied to said disc in Fig. 5. This rotation of disc 01 will actuate the lever 82 to flrst close the release valve 69 and to then open the supply valve 56 of the astern valve device 64 whereupon fluid under pressure supplied from pipe 53a to chamber 61 in said device will flow from said chamher to chamber 68 and thence through passage 62 to the upper end of the double check valve M. It the check valve Si is not in the position in which it is shown in the drawing at this time, the pressure of fluid supplied to passage 62 will shift it to said position whereupon fluid will flow from passage 62 to pipe 28 and thence to the re- "i from its fuel cut-off position to its fuel supply position. This operation of the fuel control lever I will cause fuel to be supplied to engine, and with the engine turning under the influence of starting air supplied by the starting valve device 30, the engine will then fire and run on fuel.

After the engine is running on fuel the oper-. ator will move his control lever I20 out of the Astern" Start" position back to the Astern Run position to eflect operation of the starting valve device 99 to open pipe 3| to the atmosphere. The consequent release of fluid under pressure from pipe 3| will permit operation of the starting air valve device 30 to cut off the supply of starting air to the engine, and will also relieve plunger 88 of pressure of fluid, in order to relieve pressure of the friction disc 81 against the end of the engine crank shaft I, Upon this release of force between friction disc 81 and the engagement with release valve 69, in the astern valve device 64, of-the directional control valve device 80-, to prevent further flow of fluid under pressure from pipe 53a and to release fluid under pressure from pressurechamber 21in the relief valve device 20. As a result, valve 22 in the release valve device 20 will close, but piston II will remain in its full cut-in or right-hand position since in the Astern "Run position of lever I20 the stop valve device I opens pipe m to atmosphere.

' If the engine is operating in an astern direction and the operator desires .tostop the engine -he will turn lev'r I20 to "Stop" position, thus actuating the stop control valve I00 to supply fluid under pressure to pipe IN. From pipe H4 fluid under pressure flows past the check valve H5 to the fuel cut-oil device I0 for actuating same and thereby the fuel control arm I to cut ofithe supply, of-fuel to the engine, whereupon the engine will cease to operate.

If, however, with the engine operating in the I20 from the Astern Run" position to the I Ahead Bun position and then, if he desires,

' astem direction, the operator desires to reverse its direction of operation, 1. e. cause it to own-- ate in an ahead direction, he will move the lever immediately into'the Ahead Start position.

Movement of the operator's control lever from the Astern Run position to the Aheadv Run position will release fluid under pressure a from pipe 53 and cause operationof the ahead jvalve device 91 to supply fluid underpressure to pipe 52. The fluid pressure thus supplied to pipe 52, with pipe 53 vented, will then cause operation of the fluid motor 40 to move the control arm 5 to. the ahead position indicated in Fig. 1 by the dot and dash line 5a for thereby shifting the cam shaft '2 to the position to provide for operation of the engine in the ahead direction. Fluid under pressure supplied to pipe 52 for causing operation of the power motor 40 as just described will also flow through pipe 52a to supply valve chamber 61 in the ahead valve device 65 of the directional control valvedevice .60, but since the supply valve 66 in said chamber is closed at this time further flow of fluid under pressure will be prevented.

Movement of the operators"'control handle I20 from the "Astern Run position through "Stop position to the Ahead Run position will also cause operation of the stop valve device I00 to supply fluidmnder pressure to pipe II-fl through which it will flow past the check valve II5 to the fuel cut-oil cylinder II) for effecting operation thereof to move the lever 1 to itsfuel cut-01f position to thereby cut off the supply of fuel to the engine while it is being stopped and until it is started in the opposite direction.

It will now be seen that if the operator moves lever I 20 'from the "Astern" Run position only to the "Ahead" Run position he will effect operation only of the stop valve device I00 to cut off the-supply of fuel to the engine to allow it to stop,

. to effect operation of said valve device to supply starting air to the engine to place it in motion in the direction selected by the new or. ahead position of the cam shaft 2. Fluid pressure thus supplied to pipe 3| will also flow to chamber 90 to act on plunger 88 for moving the friction disc 81 into close contact with the end of the crank shaft I. Then as soon as the engine starts turning in the new direction, rotation of' the crank shaft I will cause operation of the disc 81 and thereby of lever 82 to close the release valve 88 and open the supply valve 68 of the ahead valve device of the directional control valve device 60. Fluid under pressure will then flow from pipe 52a to pipe 28 and thence to pressure chamber 21 in the relief valve device 20 for effecting operation of said device to release fluid under pressure from piston chamber I2 in the fuel cut-off device Ill. The piston II in the fuel'cut-off device I0 will be then moved by spring I4 back to its right-hand position to allow movement of the fuel control lever to its fuel supply position for supplying fuel to the engine to permit it to tire and run on fuel.

After the engine starts running on fuel the operator will then move control lever I20 from the Ahead Start position back to the Ahead Run position for releasing fluid under pressure from pipe 3I to effect operation of the starting air valve 30 to cut off the supply of-starting air to the engine and to also relieve plunger 88 of pressure of fluid in chamber 90. The friction disc 81 being thus .relieved of actuating pressure will become disengaged from the end of the crank shaft I and the supply valve 66 will close and the release valve 69 will open under action of springs 61a and I8 respectively, in the ahead valve device I55 of the directional control valve device 60. Further flow of fluid under pressure from pipe 52a to the release valve device 20 will thus be prevented and the fluid will be released from pressurechamber 21 insaiddevice tothereby allow closure of the valve 22. The operator will then allow lever I20 to remain in the Ahead Run" position as long as it isdesired that the engine continue running in the ahead direction.

As before described, in reversing the engine from astern to ahead the operator may move the control lever I20 first to the Ahead Run posi-' tion for effecting operation of the power motor 40 to reverse the cam shaft 2, after which he may move it to the Ahead-Start" position for starting the engine, or if he so desires, he may move the lever I20 directly to the "Ahead Start position without hesitation in Ahead" Run position. In case he moves the lever directly to the Ahead Start position to efiect reversal in direction of operation of the engine, it will be noted that the starting air valve device 30 will operate to supply starting air to the engine at substantially the same time that the power motor 40 operates to change the position of the cam shaft and thus while the engine is still operating in the astern direction. This is satisfactory however since the valve gear on the engine may be reversed while the engine is beingoperated by starting air, and is advantageous in that as soon as the cam shaft has become reversed starting air efiective on the pistons in the engine will oppose movement thereof to promptly bring the engine to a stop and at the instant of stopping be effective to start the engine turning in the reverse direction.

It is however desired to point out, that if the operator moves his control lever directly to the Ahead Start position to effect reversal in the direction of operation of the engine, fuel will not be supplied to the engine until after it starts be reversed and. open said valve.

As before mentioned, upon movement of the operator's control lever to the Ahead "Start position, fluid pressure will be supplied to pipe 52 to effect reversal of the cam shaft and also to pipe. 52a through which it will flow to the ahead valve device 65 in the directional control valve device 80. The simultaneous supply of air to pipe 3| will move the friction disc 81 into close contact with the crank shaft I and with the engine still operating in the astern direction will cause operation of the lever 82 in a counterclockwise direction, as viewed in Fig 3. This will effect opening of the supply valve '66 in the astern valve device 64, which however is immaterial since pipe 53a is at this time open to the atmosphere through the astern valve device 98 in the operators control valve device. Valve 66 in the ahead valve device 85 of the directional control valve device will thus remain closed until the engine stops and. then starts toturn in the new or selected direction, whereupon the direction of action of disc 87 will Fluid under pressure will then flow from pipe 52a to actuate the relief valve device 20 to cause fuel to be supplied to the engine to cause it to run in the ahead direction. After the engine is running on fuel the operator may return lever I20 from the "Ahead" Start position to the Ahead" Run position in which fluid will be released from pipe M to efiect operation of the starting air valve device 30 to cut off the supply of starting air to the engine and to also relieve plunger 88 of pressure of fluid; whereupon the friction disc 81 may become disengaged from the crank shaft l to permit return of the parts of the directional control valve device 50 to the position shown in the drawing. With the parts of the ahead valve device 65 thus returned to their normal position closing valve 68, further flow of fluid from pipe 52a to the relief valve device 29 will be prevented and fluid pressure will be released from piston chamber 21 in said device to thereby allow closure of the valve 22. The fuel cut-off piston ii and fuel cut-ofi lever i will then remain in their fuel supply poation of the engine in the ahead direction.

If the operator now desires to stop the engine from running in the ahead direction he will move the control level iZii back to Stop position for eilecting operation of the stop .Valve device iii to supply fluid under pressure to the fuel cut-off device it to effect movement of the fuel control lever l to its fuel cut-0E position shown in the drawing, whereupon the engine will stop operatins.

If the engine is operating in an ahead direction and the operator desires to reverse the direction of operation of the engine he may move the control lever I20 from Ahead Run position to the Astem Run position and then if desired immediately into Astern" Start position, and in response to this operation the fuel supply to the engine will be cut off, the valve gear of the engine will be reversed, starting air will be supplied to the engine either at the same time as the valve gear is being reversed or after such reversal, depending upon the position of the operators control lever, and finally, after and only after the engine starts turning in the reverse direction, fuel will be supplied to the engine for causing it to operate. After the engine is then running on cutting in the supply of fuel to the engine.

fuel the operator will move the control lever from the "Astern Start" position back to the Astern" "Run" position to cut on the supply of starting air to the engine and to relieve the friction disc 81 from the end of the crank shaft I, so that the release valve device 20 may operate to condition the fuel cut-off device it to respond to subsequent movement of the operator's control device to "Stop position.

Summary It will now be seen that I have provided a rela tively simple fluid pressure control system for controlling starting, stopping and reversing of a reversible internal combustion engine. Reversal of the-engine is effected by fluid under pressure supplied through a control pipe to a power motor, and fluid from this same pipe is employed for The directional control valve device, however, so controls the supply of fluid for cutting in the supply of fuel to the engine as to insure that fuel will not be supplied to the engine until after the engine starts to turn in the properdirection determined by the condition of the valve gear. The supply of fluid pressure to the different valve devices in the operator's control valve device is direct from the source of supply. This direct supply of fluid under pressure to the starting air valve permits, if so desired, the supply of starting air to the engine'simultaneously with reversing of the valve gear. If it is not desired to supply starting air'to the engine until after reversal of the valve gear, the operators control lever can be held in the Run position until after reversal is completed, and then be moved to the "Start" position.

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

1. An apparatus for controlling startin and reversing of a reversible internal combustion engine and for also controlling supply of fuel to said engine comprising in combination, reversing means operable by fluid under pressure in a control pipe to condition said engine for operation in a reverse direction, starting means operable to effect starting of said engine, fuel control meanscontrolled jointly by rotation of a rotatable part of said engine and pressure of fluid in said control pipe and operable to provide, fuel to said engine upon rotation of said part in the direction provided by said reversing means and operable to prevent supply of fuel to said engine with said part stationary or rotating in the opposite direction, and an operators control device movable to a position for effecting a supply of fluid under pressure to said control pipe and for also effecting operation of said starting means.

2. An apparatus for controlling starting and reversing of a reversible internal combustion engine and for also controlling supply of fuel to said engine comprising in combination, reversing means operable by fluid under pressure in a control pipe to condition said engine for operation in a reverse direction, starting means operable to efiect starting of said engine, fuel control means adapted to be operated by fluid under pressure from said control pipe to effect a supply of fuel to said engine, means responsive to direction of rotation of a rotatable part of said engine and operable upon rotation of said part in the direction provided by said reversing means to sup ply fluid under pressure from said pipe to said fuel control means and'operable upon rotation of said part in the opposite direction or with said part stopped to prevent said supply of fluid under pressure from said pipe to said fuel conto said second pipe with fluid under pressure vented from said one pipe to condition said engine for operation in the reverse direction, starting means for starting said engine to turn, control means operablejupon supply of fluid to a sive to rotation of said rotatable part of said engine, said operators control device being movable out of said start positions to stop operation of such starting means and to render said control means non-responsive to rotation of said rotatable pipe, said control means when nonresponsive to rotation of said rotatable part closing communication between said third pipe and said first or second pipes.

5. An apparatus for controlling starting and reversing of an internal combustion engineand for also controlling supply of fuel to said engine comprising in combination, reversing means-operable upon supply of fluid under pressure to one pipe with fluid under pressure vented from a second pipe to condition said engine for operation in one direction and operable upon supply of fluid to said second pipe with fluid under presthird pipe to effect a supply of fuel to said engine,

' direction to actuate said valve means to open said third pipe to said one pipe and operable upon operation of said engine in said reverse direction to actuate said valve means to open said third pipe to said second pipe, and an operators control device having one start position for cffecting a supply of fluid under pressure to said one pipe and for venting fluid under pressure from said second pipe and having another start sure vented from said one pipe to condition said engine for operation in the reverse direction, starting means for starting said engine to turn, an operators control device having one start position for supplying fluid under pressure to said one pipe and for venting said second pipe and having a second start position for supplying fluid under pressure to said second pipe and for venting said one pipe and being movable out of said position for effecting a supply of fluid under part of said engine.

4. An apparatus for controlling starting and reversing of an internal combustion engine and for also controlling supply of fuel to said engine comprising in combination, reversing means operable upon supply of fluid to one pipe with fluid under pressure vented from a second pipe to condition said engine for operation to one direction and operable upon supply of fluid under pressure to said second pipe with fluid under pressure vented from said one pipe to condition said engine for operation in the reverse direction, starting means for starting said engine to turn, control means operable upon supply of fluid to a third pipe to effect a supply of fuel-to said engine, control means adapted to respond to direction of rotation of a rotatable part of said engine and operable upon operation of said engine in said one direction to open said third pipe to said one pipe and operable upon operation of said engine in said reverse direction to open said third pipe to said second pipe, and an operators control device having one start position for efiecting a supply of fluid under pressure to said one pipe and for venting fluid under pressure from said second pipe and having another start position for eifecting a supply of fluid under pressure to said second pipe and for venting fluid under pressure from said first pipe and operable in both of said start positions to eifect operation ofsaid starting means and to render said control means responstart positions, said operators control device comprising means operable in both start positions of said control device to effect starting of said engine and rendered ineffective upon movement of said control device out of said start positions, fuel control means operable upon movement of said operators control device from either start position to the other start position to cut off the supply of fuel to said engine, fuel cut-in means arranged to be operated by fluid under pressure to efiect operation of said fuel control means to supply fuel to said engine, and operating means rendered effective in both of said start positions to respond to direction of rotation of a rotatable part of said engine and operable upon rotation of said part in the direction determined by the one of said pipes supplied with fluid under pressure to supply fluid from the last named pipe to the said fuel cut-in means, said operating means being rendered non-responsive to rotation of said part with the operators control device out of said start positions and when non-responsive closing communication between said pipes and fuel cut-in means and releasing fluid under pressure from said fuel cut-in means.

6. An apparatus for controlling starting and reversing of a reversible internal combustion engine and for also controlling supply of fuel to said engine comprising in combination, starting means operable upon supply of fluid underpressure to a starting pipe to effect starting of said engine, fuel control means operable upon supply of fluid under pressure to a fuel control pipe to supply fuel to said engine, reversing means operable upon supply of fluid under pressure to an ahead pipe to condition said engine for operation in one direction and upon supplyof fluid under pressure to an astern pipe to condition said engine for operation in the reverse direction, an operators control device comprising a lever having a stop position and at one side of said stop position ahead run and start positions and at the opposite side. of said step position astern start and run positions, said operators. control device comprising valve means controlled by said lever and operable in said ahead start position to supply fluid under pressure to said ahead pipe and to said starting pipe and in said astem start position to supply fluid under pressure to said astern pipe and to said starting pipe operable in both run positions to effect a release of fluid under pressure from said starting pipe, and in said stop position to effect a release of fluid under pressure from said ahead and astern pipes and from said starting pipe, and interlock means operable by fluid under pressure supplied to said part to release fluid under pressure from said fuel.

control pipe.

7. An apparatus for controlling reversing of an internal combustion engine and for also controlling the fuel supply to said engine comprising ,in combination, reversing means operable to'condition said engine for operation in a reverse direction, starting means operable to initiate turning of said engine, fuel control means operable by rotation of a rotatable part of said engine to effect a supply of fuel to said engine, and an operator's control device movable to a position to effect operation of said reversing means and starting means, said operators control device in said position rendering, independently of said reversing means, said fuel control means rotatable by said partand when out of said position nonrotatable by said part. I

8. An apparatus for controlling reversing of an internal combustion engine and for also controlling the fuel supplyto said engine comprising in combination, reversing means operable to condition said engine for operation-in a reverse direction, starting means operable to initiate turning of said engine, fuel control means operable by rotation of a rotatable part of said engine to effect a supply of fuel to said engine, an oper ators control device having two different control positions and comprising means operable in one of said positions for effecting operation of said reversing means, and of said starting means and for rendering said fuel control means rotatable by said part of said engine independently of operation of said reversing means, and operable in the other of said positions to render said fuel control means non-rotatable by said part.

9. An apparatus for controlling reversing of and fuel supply to an internal combustion engine comprising in combination, reversing means operable by fluid under pressure to condition said engine for operation in a reverse direction-starting means operable by fluid under pressure to initiate turning of said engine, fuel control means conditionable by fluid under pressure to operate in response to direction of rotation of a part of said engine and operable by rotation of said part in the direction determined by said reversing I means to effect a supply of fuel to said engine and operable by rotation of said part in the opposite direction or with said part stationary to effect cutting off of the supply of fuel to said engine, an operators control device having three different control positions and comprising fluid pressure control means operable in one of said three positions for supplying fluid under pressure to said reversing means and to said starting means and to at the same time supply, independently of said reversing means, fluid under pressure to said fuel control means for rendering same operable by rotation of said part of said engine, said fluid pressure control means in a second one of said three positions cutting off the supply of fluid under pressure to said starting means and fuel control means, and means operable in the third position of said operator's control device for cutting off the supply of fuel to said engine.

10. An apparatus for controlling reversing of an internal combustion engine, starting of said engine, and supply of fuel to said engine comprising in combination, a fluid motor operableupon supply of fluid under pressure to a first pipe to condition said engine for operation in one-di- -'rection and upon supply of fluid under pressure to a second pipe to condition said engine for operation in the reverse direction, a starting air valve device operable by fluid under pressure to supply starting air to said engine to initiate turning thereof, fuel control means for controlling supply of fuel to said engine and operative to cut off the supply of fuel to said engine to provide for stopping thereof, an operator's control valve device having ahead run and start positions for supplying fluid under pressure to said ahead pipe, and astern run and start positions for supplying fluid under pressure to said astern pipe, means operable in each of said start positions to supply fluid under pressure to said starting valve device for effecting operation thereof, said operator's control device also having a stop position, means operable in said stop position to efiect operation of said fuel control means to cut out the supply of fuel to said engine, means operable by fluid under pressure supplied to effect operation of said starting valve device to respond to direction of rotation of a rotatable part of said engine and operable upon rotation of said part in the direction determined by said reversing means to supply fluid under pressure from the respective ahead or astern pipe to a third pipe and operable upon rotation. in the opposite direction or with said rotatable part stationary to prevent supply of fluid,

under pressure to said third pipe, and means operable by fluid under pressure supplied to said third pipe to effect operation of said fuel control means to supply fuel to said engine.

11. An apparatus for controlling reversing of a reversible internal combustion engine, starting of said engine, and supply of fuel to said engine comprising in combination, a reversing motor operable upon supply of fluid under pressure to an ahead pipe to condition said engine for operation in an ahead direction and operable upon supply of fluid under pressure to an astern pipe to condition said engine for operation in the reverse direction, starting valve means arranged to be operated by fluid under. pressure to supply starting air to said engine, fuel control means arranged to be operated by fluid under pressure to cut off the supply of fuel to said engine, an operator's control valve device comprising ahead and astern valve devices, a start valve device and a stop valve device and means including a lever for controlling said valve devices, said lever having ahead run and start positions for effecting operation of said ahead valve device to supply fluid under pressure to saidahead pipe and having astem run and start positions for effecting operation of said astern valve device for supplying fluid under pressure to said astem pipe, said lever in both of said start positions also effecting operation of said start valve device to sup- 1 19 ply fluid under pressure to' said starting valve means ior eflecting operation thereof. said lever also having a stop position for eflectlns operation oi said stop valvedevlce to supply fluid under pressure to said fuel control means and operable upon movement out or said stop position to elect operation or said stop valve device to release fluid under pressure, means arranged to hold fluid under pressure in said fuel control means upon operation or said stop valve device to release fluid under pressure, means operable upon suppit? or fluid under pressure to a third pipe to eil'ect a release of fluid under pressure from said fuel control means to provide for supply of fuel to said engine, means for controlling the supply or fluid under pressure to said third pipe comprising a directional control device adapted to respond to direction of rotation 01' a rotatable part of said engine and operable upon rotation oisaid part in the direction determined by said revers- 2o ing means to open said third pipe to the respective one of said'ahead or astern pipes which is supplied with fluid under pressure and operable upon rotation of said part in the opposite direction or with said part stopped to close communi- 25 REFERENCES CITED The following reierences are oi record in the flle or this patent:

UNITED STATES PATENTS Number Name Date 1,967,538 Romeyn July 24, 1934 2,304,928 Keel et a1. Dec. 15, 1942 2,339,724 Maurer Sept. 21, 1943 2,355,758 Stevens ..-Aug. 15, 1944 FOREIGN PATENTS Number 7 Country I Date 725,223 France Feb. 11, 1932

Images