US2422596A - Dual pneumatic power control - Google Patents

Description

June 1947- R. R. STEVENS nun. PNEUMATIC rowan coNmoL :5 Sheets-Sheet 1 Filed Feb. 28, 1942 REVERSE FORWARD 1,35 ENGINEROOM CONTROL RO5IT\ON S ART- I58 7 ,nss

BRIDGE CONTROL INVENTOR R013 ILSievenS ATTORNEY June 17, 1947 STEVENS 2,422,596

DUAL PNEUMATIC POWER CONTROL Filed Feb. 28, 1942 3 Sheets-Sheet 2 I I III- FORWARD NEUTRAL 'v 200 REVERSE as 56 92 w 5 I05 H2 I'Tl W I l as O 43 w 50 m w 1 6 ii l] I 7 6 SQ p m I8 12;; 1:

ngyguToR 0 R013 R Stevens ,l Qw-v ATTORNEY June 17, 1947. R. R. STEVENS DUAL PNEUMATIC POWER CONTROL 3 Sheets-Sheet 3 Filed Feb. 28, 1942 if. Eon w m \|m m on .n 0MB 9 mm 1| mo. 6 #Q Q v l l ww 0* 6 mm H. mm m m N. .Su NM. .YNQW I \hq 0 mm mm 7 v t o 0059 9v 5 2 v mmmw mm o 4 om m 0m 9. m N Q. mm 1 ww no 5 m m wom S wmnm VWNm MD 0m 0. NOTVQNQ umom i v: n: w: d fh EFF:

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' ATTORNEY Patented June 17, 1941 2.422.596 mm. rsaum'no rowan cos'raor.

Roy R. Stevens, Forest Hills, Pa... assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application February 28, 1942, Serial No. 432,776

24 Claims.

1 This invention relates to means for controlling the positioning and/or operation of devices such as engine throttles, clutches, boat rudders, power reverse gear, or engine starters, and more particularly to manually controlled pneumatic power arrangements for such use.

One object of the invention is the provision of an improved arrangement for controlling one or more devices of the above type.

Another object of the invention is the provision of such an arrangement which is relatively quick or fast and positive in operation.

Another object of the invention is the provision of an improved arrangement of the above type particularly adapted for remote manual control.

In certain types of marine service employing Diesel engines for propelling the craft and clutches for connecting and disconnecting the engines to and from the propeller, it is essential that the engine controlling means be not only relatively fast and positive in operation but also capable of remote control from the engine room adjacent the engine as well as from the bridge or pilot house of the craft so that if for any reason the control means on the bridge fails, the engineer inthe engine room may take over the control of the craft.

Another object of the inventionis therefore the provision of a remote pneumatic control system for such use adapted to be controlled from either the bridge or engine room and embodying vision of such a system embodying means for rendering one station ineffective when desired or'upon failure thereof and for rendering the other station effective to control the operation of the craft.

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

An illustrative embodiment of the invention is shown in the accompanying drawings in which:

Figs. 1--1A, when arranged side by side with Fig. 1 at the left-hand, is a diagrammatic view. partly in section and partly in outline, of an engine clutch, throttle and starter control system for a Diesel engine driven marine craft; Fig. 2 is a sectional view taken longitudinally through the clutch shifting engine or motor and certain control means therefor shown in outline in Fig. 1A; Fig. 3 is a diagrammatic view of a selector valve shown in Fig. '1 but in a different control position; Fig. 4 is a diagrammatic view, partly in 2 section and partly in outline, of a modification of the structure shown in Fig. l; and Fig. 5 is a sectional view of a modified form of a portion of the invention.

General description disk type having a forward position and a reverse position for determining the direction of rotation of shaft 5 and thereby the direction of.

movement of the craft, and an intermediate or neutral position for disconnecting the engine from the shaft. In clutches of this t pe toggles and springs are often used to hold the clutch in one or another of its positions, the toggles having to be overcome for moving the clutch out of its different positions. A lever B secured to a clutch operating shaft 1 is provided for rocking the shaft,

to move the clutch to its different positions, this lever having forward, neutral, and reverse positions indicated by legends on the drawings and corresponding to the position of the clutch.

The reference numeral iii indicates a fuel supply device for the engine i. This device is adjustable' by an arm ii for varying the amount of fuel supplied to and thereby the speed and/or power of the engine. The arm H has an engine idling position in which it is shown and is adapted to be moved to and occupy any selected position between idling and a position designated on the 7 drawing as full speed to obtain maximum engine speed or output of power.

The invention resides in the means for positioning th clutch lever B and the arm ll of the fuel supply device, and the arrangement for selectively controlling said means and the starting of the engine I pneumatically and remotely from any one of a plurality of control stations. For this reason and also due to the fact that the parts shown in the drawing and above described are so well known a further showing and description thereof are not deemed essential herein to a clear and comprehensive understanding of the inven- 3 constructed in accordance with the invention, is secured to and carried by the transmission 4 for selectively positioning the clutch 3. a This engine or motor comprises a clutch con trol power .cylinder I8 containing a double acting piston [8 having at one side a pressure chamber i1 connected to a pipe l8 and having at the opposite side a pressure chamber l8 connected to a pipe 20'.

The piston it comprises a central head portion 2| and two oppositely arranged followers 22 and 28 clamped against the opposite faces of said head portion between a shoulder 24 provided on a piston rod 25 and a nut 28 provided on one end of said rod. Clamped between the follower 28 and head 2| is an inwardly extending portion 21 of a packing cup 28 which has a sealing or skirt portion 29 extending from the outer edge of the portion 21 in the direction of pressure chamber II. The skirt portion 29 of the packing cup is generally cylindrical in shape to engage the interior wall of cylinder I! for preventing the passage of fluid under pressure or compressed air in the direction from chamber I! to chamber l8. it being noted that pressure of fluid in chamber II acting on the interior surface of the skirt portion :29 is adapted to force same into'sealing contact with the wall of the power cylinder. An oppositely disposed packing cup 28a of the same construction as cup 20 is clamped between the piston head 2i and follower 22 with its skirt portion 28a extending in the direction of chamber is and also arranged to engage and'tobe forcedinto sealing contact with the wall of cylinder Ill by fluid pressure supplied chamber II, for preventing the passage of such fluid to chamber ii.

Th end of pressure chamber is is closed by a pressure head 30 to which the pipe 20 is connected and which is provided centrally with a suitable bearing through which the piston rod 28 extends. A suitable packing 3| secured to the pressure head 30 engages the periphery of the piston rod 24 for preventing leakage of fluid under pressure from chamber [8 to the atmosphere along said rod.

The outer end of the piston od 25 is connected by screw threaded engagement with one end of a member 32 the opposite end of which is connected by a pin 33 to the adjacent end of a link 34. The other end of the link $4 is provided with .a screw threaded bore to adiustably receive the threaded end of an eye bolt 85, the eye end of which is connected by a bolt 38 to the clutch operating and positioning lever 6. The clutch lever B is thus connected -to piston I8 for movement thereby and is adapted to cocupy the neutral position shown for disconnecting the engine I from the power shaft when said piston occupies a neutral position substantially intermediate the ends of the power cylinder ll, as shown in the drawing. Movement of the piston it under the action of fluid pressure, as will be later described, in the direction of the left-hand as viewed in Fig. 2 is adapted to move the lever B and thereby the clutch to the forward position for connecting the engine i with the propeller shaft 5 to propel the craft in a forward direction. in the opposite direction will operate the lever 8 and thereby the clutch to reverse position for causing the craft to be moved in reverse. as will be readily seen. 4

With the clutch in forward position it is undesirable for the clutch shifting bearings (not to the bracket 42.

Movement of the piston ll ton i8 since rapid wear of such bearings would occur. The same is generally true of clutch shifting bearings placed under load when the clutch is moved to reverse position, but in certain cases where the reverse position of the clutch is little used, such loading is not considered particularly objectionable. The follower 22 is therefore provided with a stop rib 31 adapted to engage the pressure head 30 in the forward position of the clutch to take the force of fluid pressure on the piston and thus relieve the clutch bearings of such force. For the same purpose a stop rib 38 may also be provided on the follower plate. for engagement with the opposite end of the power cylinder I! when the clutch is in the reverse position. The rib 88 may be omitted however where it is desired that the reverse clutch Lee head in its fully engaged position by the pison I Extending longitudinally of the clutch control cylinder ll and rigidly securedthereto by one or more bolts 4| is a bracket 42. One end oi this bracket terminates substantially at pressure head 30 and carries a pilot cylinder device 43 while the opposite end overhangs the clutch control. cylinder II and is provided with a wall 44 for carrying a clutch control valve 45.

The clutch control valve 45 comprises a casing '48 having a mounting race 48 for engaging the wall 44 and for receiving cap screws 41 extending through the wall 44 to rigidly secure said casing By applying the cap screws 41 to bores 48 located in wall 44 above the bores in which the cap screws are shown in the drawing, the casing of the clutch control valve 45 may be mounted in a more elevated position with respect to the clutch control cylinder Iii, than shown in the drawing. Any desired number of such ad- Justments of the control valve 46 with respect to the cylinder I! may be provided, although only one is shown in the illustration.

An operating lever 50 having on one end a ball 5! disposed in a socket provided in casing 49 ot the clutch control valve'extends through a slot 52 provided in a cover 53 which is secured to the top of casing 48. This slot extends in the direction of the length of the clutch control cylinder i5 and provides for rocking movement of the lever 56 in a like direction, such movement being limited in one direction by engagement of the lever with a wall 54. at one end of the slot and in the opposite direction by engagement with awall BI at the opposite end of the slot.

Within the cover 53 the lever 50 has two oppositely disposed arms 56 and 51, the arm 58 being provided for controlling the operation oi a selflapping valve mechanism 58 which is provided for controlling the pressure of fluid in pressure chamber IQ of the clutch control cylinder i5, while the arm 51 is provided for controlling a like self-lapping valve mechanism 59 arranged to control the pressure of fluid in pressure chamber ll.

Both of the self-lapping valve mechanism 58 and 58 may be identical in structure and each may therefore comprise a fluid pressure supply valve 6| contained in a chamber 62 which is constantly supplied with fluid under pressure from a reservoir 83 by way of a pipe 64 which is connected to a cavity 66 in the casing 49 and which caviiy2 is open through a passage 66 to the cham-- ber The valve 6| is arranged to cooperate with an annular valve seat 81 for controlling communication between chamber 62 and a chamber 48 l9 or IT.

which in the valve mechanism It is connected by pipe 20 to Pressur control cylinder I5. In the valve mechanism 50 this chamber 88 is connected to pressure chamber II by way of pipe l8. Aspring II in chamber 62 acts on the valve ii for urging same into sealing contact with the seat rib 61.

In each chamber 88 is a fluid pressure release valve 59 which is connected to the supply valve 8| by a stem Ill. Above the exhaust valve 69 is a movable abutment preferably in the form of a piston .14 which is slidably mounted in a bore and which has an annular seat rib on its lower face arranged to cooperate with the release valve 68 for controlling communication between the chamber 88 and a bore I2 extending through the piston and opening to a chamber 15 at the opposite face thereof, the chamber I5 beingopen to an exhaust passage or pipe I8 leading to the atmosphere. A control spring 11 disposed in chamber 15 bears at one end on piston 'Il while the opposite end bears against a plunger I8 which is slidably mounted in the casing. An adjustable set screw I9 in the arm bears against the plunger I8 in the valve mechanism 58 while a like screw I9 bears against the plunger 18 in the valve mechanism 59.

With the operating lever 50 in its normal or neutral position shown each of the screws I9 is adjusted to so position the plungers I8 of the valve mechanism 58 and 59 as to provide certain chosen equal fluid pressures in both chambers I7 and IQ of the power cylinder l5, as will now be explained.

When the plunger'Iil of each of the valve mechanisms 58 and 59 is moved or adjusted to the position shown by the set screw 19, it acts inichamber II in the clutch spring 11 to the position in which the supply valve BI is unseated. Thus the valve mechanisms l8 and 60 will operate to maintain the pressure in the respective pressure chamber II or I! against leakage at the degree provided for by the adjusted positions of plungers 18.

If the plunger I8 in either valve mechanism 58 or 59 is moved further in a downward direction, as will be later described, the corresponding change in position of the upper end of the control spring 11 will act through piston I4 to unseat the supply valve 6i and permit a further supply of fluid under pressure to the respective chamber I9 or II in the control cylinder l5 and this supply will continue until the pressure acting on the piston I4 is increased to a degree sufflcient to overcome the opposing increased pressure of control spring I1. The piston 14 will then be moved in an upwardly direction to permit seating of the supply valve 6| and thus again limit the pressure obtained in the pressure chamber l9 or I! and control chamber 68 to a degree depending upon the position of the plunger I8.

In case the plunger I8 is allowed to move in anupwardly direction the pressure of control spring 11 on the piston I4 will be reduced to a degree below the opposing pressure of fluid in chamber 68 whereupon said fluid pressure will move said piston in an upwardly direction and out of seating engagement with the exhaust valve 89. When this occurs. fluid under pressure will be released from chamber 68 and the respective control chamber 19 or il in the power unseat the supply valve 6i. Fluid under pressure pressure obtained in chamber 68 and acting onthe lower face of the piston "in each valve mechanism is increased to a degree sufficient to overcome the pressure of the control spring IT and move said piston in an upwardly direction to permit closure of the supply valve 6! and thus prevent further flow of fluid under pressure to chamber 88 and the connected pressure chamber Thus the pressure obtained in the pressure chambers l9 and ll of the power cylinder with the lever in the neutral position shown is limited in accordance with the pressure of the control springs 11 as determined by the adjustment of screws 19, and it is intended that these adjustments will be such as to provide equal degrees of fluid pressure in said chamber under this condition.

In case there is leakage of fluid under pressure from either pressure chamber I! or l9 in the power cylinder Hi, the consequent reduction in pressure in chamber 68 below the control piston 14 of the respective valve mechanism 58 or results in the control spring 11 moving said piston downwardly for unseating' the supply valve BI to again supply fluid to the respective pressure chamber. When the pressure in the pressure chamber is then restored to its original value, such pressure in chamber 68 acting on piston II will again move said piston against the control cylinder l5 until such pressure acting on the piston I4 is reduced to a degree slightly below the opposing force of the control spring I? whereupon said spring will move said piston downwardly into contact with the exhaust valve 69 and prevent further release of fluid under pressure from the respective control chamber I9 or II. Thus under this condition the pressure of fluid in the power cylinder will also be limited to a degree dependent upon the position of the plunger 'I8.

From the above description it will now be seen that the pressure of fluid in the pressure chambers H and H! at the opposite sides of the clutch neutral position of the lever 50 the plungers i9 will be positioned to maintain the same chosen degree of pressure, such as flfty pounds per square inch, in both chambers i1 and 19 at the opposite sides of the clutch control piston i6 under which condition said piston will remain in any gositign which it may occupy within the cylin- If the lever 50 is rocked from neutral position in a counterclockwise direction it will act to move plunger I8 in the valve mechanism 59 in a downwardly direction for thereby operating said valve mechanism "to efiect an increase in fluid pressure in pressure chamber II of the power cylinder I5. At the same time the adjusting screw- I9 in the lever arm 56 will be moved in an upwardly direction to permit corresponding movement of plunger I8 in the valve mechanism 58 to thereby efiect operation of said valve mechanism to reduce the pressure in chamber I9 at the opposite side of theclutch control piston I6. A differential of pressures will thereby I be created. on the piston I8 acting in the direction oi th left-hand for eflecti-ng'movement of said pisto the direction of the left-hand.

It the lever 88 is rocked in a clockwise direction from its neutral position the consequent operation or the valve mechanisms 88 and 88 will create a diflerential of pressures on the piston I8 which will act to move same and the rod 28 in the direction of the right-hand.

The degree of pressure diflerential obtained and thereby of the piston rod 28 in.

on the piston I8 upon operation of the lever 88 from its neutral position shown, as just described, will be varied in accordance with the degree 01' such movement out of neutral position and the corresponding degree of displacement of the plunger 18 in valve mechanisms 88 and 88 in either an upwardly direction or a downwardly direction, as will be readily seen. A maximum differential on the piston I8 will be obtained by moving the lever 88 into contact with either of the shoulders 84 or 88. v

The pilot cylinder device 48 comprises two oppositely disposed cylinders 82 and 88. the adjacent open ends oi which are rigidly connected together by one or more screws 84. A gasket 88 is interposed between the ends or the cylinders 82 and 88 to prevent leakage of compressed air from the interior of the cylinders. The cylinder 88 has mounting lugs 88 engaging the bracket 42 and through the medium of which the cylinder device is rigidlysecured to said bracket.

81 having at one side a chamber 88 open to a control pipe 88 and having at the opposite side a chamber 88 open to a control pipe II. A piston rod 82 extending through a suitable bore in the closed end ofcylinder 8: and through chamber 88 is connected at one end to the piston 81. A suitable packing 88 is secured to the outer end of the cylinder 82 and bears against the periphery oi piston rod 82 for. preventing leakage or fluid under pressure from chamber 88 to the atmosphere along said rod.

A pair oi spring seats 84 and 88 contained in chamber 88 are s'lidably mounted on a reduced section 88 of the piston rod 82, the seat 84 having at one end an inturned annular flange 81 arranged to engage an annular shoulder 88 on the piston rod 82nd at the opposite end an outturned flange 88 arranged to contact the closed end of cylinder 82. One end ofthe spring seat 88 is arranged to engage the left-hand face of piston 81 while the opposite end is provided with an outturned flange I88 adapted to engage a shoulder IN on the cylinder 88.

A coil spring I82 encircling the reduced section 88 of the piston rod bears at one end against the spring seat 84 and at the opposite end against spring seat 88. This spring is under compression and therefore eflective to urge the spring seats 84 and 88 apart into contact respectively with shoulder 88 on piston rod 82 and shoulder I8'I oi the cylinder 88 under which condition the seat 84 will be in contact with'the cylinder 82 and seat 88 will be in contact with the piston 81 for defining the neutral position oi said piston.

Movement oi! the piston 81 in the direction of the left-hand will be opposed by the control spring I82 and this movement will be relative to the spring seat 84. it being seen that theseat 88 will under this condition move with the piston. Such movement however is adapted to be limited by en agement of the flange I88 on the spring cylinders 82 and 88. Movement 01 the piston 81 and rod 82 in the direction of the right-hand will be relative to the seat 88 and opposed by the spring I82 due to the fact that'said spring will be compressed by seat 84 which moves with the rod 82 in this direction. Such movement is however adapted to be limited by contact of sprin seat 84 with the ring I88. It will thus be seen that movement of piston 81 in either direction will be opposed by spring I82 so that upon supply oi fluid under pressure to either chamber 88 or chamber 88 for eflecting movement or the piston 81 in one directionor the other, as will be later described the position which the piston 81 will assume will be determined by the pressure oi such fluid and the opposing pressure oi said spring. It will also be seen that the spring I82 will neutralize the piston 81 when both chambars 88 and 88 are substantially void of fluid under pressure.

The outer end of piston rod 82 is connected by screw threaded contact with one end oi a link I84. The opposite end of link I84 is in the form of a Jaw within which is disposed an intermediate portion of a lever I88. In this portion or the lever I88 is a slot I88 extending lengthwise oi the lever, and slidably mounted in this slot is a crosshead I81. A pin I88 extends through this crosshead and the oppositely arranged jaws of link I84 thereby connecting the piston 81 to the lever I88 and providing i'or relative movement between the lever and crosshead I81.

The lower end of lever I88 is bifurcated to straddle the link 82 which is secured to the outer end 0! the power piston rod 28. and is connected to said link by a pin I88. The upper end of lever I88 is connected-by a pin II8 to one end or a link III the other end 0! which has an adiustable screw threaded connection with one end of and H2. The opposite end of rod II2 has a screw threaded connection with one end or a link II8 the ppposite end or which is connected by a pin II4 to the outer end or lever 88 of the control valve device 48.

The pilot cylinder device 48 is adapted to control the operation oi the control valve 48 and thereby the power cylinder I8 in accordance with the supply of fluid under pressure to either one or chambers 88 or 88 when the other chamber is vented. The manner in which the pressure of fluid in these chambers is controlled will be hereinaiter brought out.

Let it initially be assumed that both chambers 88 and 88 are at atmospheric pressure under which condition the spring I82 will be holding the piston 81 in its neutral position shown. With the piston 81 in its neutral position and the operating lever 88 or the control valve 48 also in its neutral position, both valve mechanisms 88 and 88 will be eflective to provide the same degree of fluid pressure in chambers I1 and I8 oi the seat 88 with a ring I88 clamped between the 18 about pin I88 carried by the power cylinder pis- This movement oi the piston 81 will act ton rod 28. The pin I08 constitutes a flxed fulcrum for lever- I08 at this time due to the friction between the packing cups 28 and 28a in the power cylinder and the cylinder wall and also due to the fact that the force required to move the clutch, to which the piston rod 28 is connected is in excess of that required for rocking the lever 80 of the control valve 48.

This counterclockwise rocking of the lever I08 acts through the rod II2 to rock the lever 80 of the control valve 48 in a counterclockwise direction and this operates the valve mechanism 88 to effect an increase in pressure in pressure chamber I1 01' the power cylinder I8 and also effects operation of the valve mechanism 88 to cause a corresponding reduction in pressure in pressure chamber l8. A differential of pressures is thus created on the power piston l8 by the increase in pressure on one side and the simultaneous reduction in pressure on the opposite side which acts to move said piston in the direction of the left hand.

As the piston I8 is thus moved toward the left hand, it rocks the lever I08 in a clockwise direction about the crosshead I01 the position of which is fixed 'by the pressure of fluid in chamber 88 acting on the piston 81, and this rooking of lever I08 moves the rod H2 in the direction of the right hand which effects clockwise rocking of the control valve lever 80. As the control lever 80 is thus rocked, the valve mechanism 88 operates to reduce the pressure of fluid in pressure. chamconnected to.a clutch by lever 8 as shown in Fi 1A, it will be apparent from the above description that if fluid under pressure issupplied to chamber 88 in the pilot cylinder 48, the piston I8 will be caused to rock the clutch control lever 8 from Neutral" position in the direction of the engagement of the clutch. On the other hand,

it fluid under pressure. is supplied to chamber 80 in the pilot cylinder 88, the power piston I8 will rock thecontrol lever 8 in the direction oi "Reverse" position to provide any desired degree of engagement of the reverse clutch.

In use it has been found that the power cylinder piston I8 will accurately position a device,- such as a clutch, in accordance with the position of the pilot piston 81, as determined in turn by v the pressure of fluid supplied to act on either one face or the other of said piston, and that such positioning will be obtained substantially with,

her I1 of the power cylinder and the valve mechanism 58 acts to simultaneously increase the pressure of fluid in pressure chamber I8 and these pressures will become equalized and move-.

ment of the piston I8 will as a consequence cease, when the upper end of the lever I08 obtains its normal position shown for neutralizing lever 80 of the control valve 88.

In case the pressure of fluid supplied to chamber 88 is less than required to eflect full movement of piston 81 in the direction of the lefthand, an increase in such pressure will change the position of the crosshead I01 and thereby of lever I05 to again cause operation of the control valve 48 to move the piston I8 further in the direction of the left-hand to a new position depending upon the new position of the piston 81. It will thus be seen that the Piston I8 may be caused to move to and stop in any desired position to the left of the neutral position shown as determined by the position of the piston 81 in the cylinder 88 which in turn is dependent upon the pressure of fluid supplied through pipe 88 to chamber 88 for acting on the piston 81.

In case the chamber 88 is maintained open to the atmosphere and fluid under pressure is supplied to chamber 80, the piston 81 will be caused to move in the direction of the right-hand to a position dependent upon the pressure of such fluid. The control valve 48 will as .a consequence be operated to. cause movement of the power cylinder piston I8 in the same direction and to a corresponding position in the same manner as just described for eflecting movement in the opposite direction.

It will thus be seen that regardless of the direction of movement of the pilot piston 81 the power cylinder piston I6 will move in a corresponding direction and to a corresponding Dosition as determined by the pressure of fluid supplied to act on either one face or the other of said pilot piston.

Where piston I8 of the power cylinder I8 is although following, movement of the pilot piston 81 to a selected position.

When it is desired to move the clutch to neutral position, both chambers 88 and in the pilot cylinder device 48 will be vented to permit spring I02 to neutralize the piston 81 for thereby "rocking the lever I08 about the pin I08 to actuate lever 50 in the control valve device 48 in either one direction or the other, dependent upon the position of piston ii in the cylinder I8 at either one side or the other of its neutral position, to create a diflerential of pressures on said piston for eifecting movement thereof back toward neutral position. As the power piston I8 is thus moved toward neutral position, the control valve lever 80 is returned in the direction of its neutral position and attains such position at substantially the time the piston I8 attains its neutral position whereby the pressure of fluid acting on the opposite sides of the power piston I8 will equalize and stop the piston in its neutral position to thereby position the clutch control lever 8 in Neutral" position.-

It is important to note that the differential for moving piston I8 in one direction or the other is attained by reducing the pressure on one face of the piston and at the same time increasing the pressure on the opposite face. This provides for attaining the required differential on the piston in substantially one half the time attained in structures where the diflerential is provided by a variation in pressure on one face of the piston only, and as a, result the power piston I8 is more quickly responsive to operation of the pilot piston 81. In orderthat the power piston I8 may be thus controlled, it is necessary "that the pressure chambers I1 and I8 both be charged with fluid at some chosen degree of pressure above that of the atmosphere, such as flfty pounds, as above described, when the parts of the apparatus are in their neutral position. as well as when the power piston I8 occupies any position out of neutral as will be apparent.

It will be noted that the pressure of fluid in pressure chambers I1 and I8 constantly acts on the skirt portions 28 and 28a of packing cups 28 and 28a urging same into contact with the wall of the power cylinder and this isdesirable in that it provides a substantially flxed degree of 11 resistance to movement of the piston II in the cylinder, so as to thereby hold the rod 25 and the parts connecting said rod with the clutch 3 against creepage from a selected position due for instance to vibration or the installation.

II desired, the annular stop 31 on' the piston follower 22 may engage the pressure head 30 of the power cylinder at the time the clutch lever 8 attains Forward" position and just prior to the control valve lever 53 attaining its neutral position. As a result oi the lever 53 being thus held slightly to the left of its neutral position aslight diflerential of pressures will be maintained on the piston I6 urging same into contact with' the pressure head 30 to thereby fur. that secure the piston and connected parts against movement out of the forward position due for instance to vibration of the apparatus. Likewise if the follower 23 is provided with stop 33 it may engage the opposite end of the power cylinder just prior to the control lever 50 being returned completely to its neutral position to thereby maintain a diflerential of fluid pressures on the piston I8 for holding same against the right-hand end of the power cylinder to avoid creepage of the piston out of this position due to vibration. In case however no stop 38 is provided on follower 23, the difierential of pressures Just described on piston I3 will act to hold the clutch 3 in its reverse position. Further, the friction of the packing cups 23 and 28a with the cylinder wall and the slight biasing pressures provided on piston IS in its two extreme positions tends to hold not only the piston but also the piston rod 25 and connected parts against vibration so as to minimize the effect of vibration to create wear.

In the pilot cylinder 43 the piston 8! is. of substantially the same construction as power 12 III and H3 will move the neutral position of a piston is to the right or that shown.

The stroke or the piston I3 may also be variedv with respect to the predetermined stroke of Pilot piston 31 by connecting the link III to the lever I35 at a difierent point than shown in the drawing. For instance the pin II 0 may be applied to a bore IIB provided'through the lever I03 at a greater distance from the crosshead II". This increases the distance between the crosshead and the connection with rod II2 which will result in a reduction of stroke or piston I6 for a certain movement of pilot piston 81. In case the connection between rod I I2 and lever Hill is changed as Just described, the control valve 43 may be also moved upwardly relative to the power cylinder I6 as viewed in Fig. 2 to a position in which the cap screws II! will be applied to the bores 48 to thereby maintain the connecting rod H2 in substantial parallel relation to the piston rod 23. Any desired number oi such adjustments may be provided in the device for adapting same to dilierent uses or the like although only one adjustment isshown tor the purpose or illustration.

When the Diesel engine I, clutch 3, transmission 4, and power shaft 3 constitute parts of a marine craft, these parts as well as the clutch control cylinder III and above described associated parts shown in Figs. 1A and 2 will be disposed in the engine room below the deck or bridge floor which for the purpose of illustration is indicated in Fig. 1 by the dash line I 20.

According to the invention means are provided for selectively controlling from any one of a plurality or remote stations, such as on the bridge or in the engine room of the craft, the operation of the pilot cylinder device 43 and thereby the control cylinder I3 for positioning the clutch 3.

This means comprises a clutch control valve I2I piston I 6 in that it is provided with two oppo- 0 located on the bridge for operation by the pilot sitely arranged packing cups but it. should be noted that only one of these packing cups is sub- Ject to pressure of fluid at one time and as a result the resistance to movement of the piston is relatively low. Also, vibration will tend to keep the piston 81 in such a state of unrest as to nullify static friction between the piston and cylinder and this is desirable in that it provides for precision adjustment of the piston in its cylinder in accordance with the pressure of fluid supplied to act on either one side or the other oil-the piston.

The screw threaded connections between the connecting rod 2 and the two links III and H3 secured to the opposite ends of said rod provide for adjustment or the distance between the upper end of the lever I05 and the lever 50 of the control valve device 45, as may at times be necessary for adjusting the neutral position'or of the craft, a like clutch control valve I22 located in the engine room for operation by the engineer and a selector valve I23 also located in the engine room for adjustment by the engineer to render either the control valve I2I or the control valve I22 elfective and the other ineffective.

The selector valve I23 comprises a casing having a chamber I21 which is constantly supplied with fluid under pressure from reservoir 63 through pipe 84 and which contains a rotary valve I24 connected by a shaft I25 to an operating handle I26. The rotary valve is movable to either one 01 two positions, one position, shown in Fig. 1, to provide for control of the clutch 3 from the pilot's control valve I2I and another position shown in Fig. 3 which provides for control of the clutch from the engineer's control valve I22.

.In the position of rotary valve I24 shown in Fig. 1 a port I23 therein connects the rotary valve the extreme forwardand reverse positions of the 69 chamber In pipe for supplying fluid piston III with respect to the device connected for operation by said piston.--

In case the rod is screwed into the links III and: H3 thereby shortening the distance between the upper end or lever I03 and lever 50 of the control valve device 43, it will be seen that with the lever 50 and the pilot cylinder piston 31 in their neutral positions shown. the lower end of lever I03 will occupy a position slightly to the left of that shown, depending upon the degree of shortening oi rod H2, and as a result the neutral position or piston I8 will also be somewhat to the left of that shown. A screwunder pressure from the reservoir 83 to the control valve I2I, 'while a cavity I30 in the valve connects a corresponding pipe I3I leading to the control valve I22 to an atmospheric port I32.

In the engine room control position of the selector valve shown in Fig. 3 the supply or fluid under'pressure to the pipe I29 is cut oil and said pipe is connected through cavity I30 to the atmospheric port I32, while the pipe I3I leading to the engineers control valve I22 is supplied with fluid under pressure from the rotary valve chamber I21 through a port I 34 in the rotary valve.

The pilot's control valve I2I is provided for ing oi the connecting rod II2 out of the links supplying fluid under pressure from the pipe I23 anisms oi the same structure as the valve mechanisms 88 and 88 contained in the clutch control valve 48 shown in Fig.2. The valve device I2I may further comprise a handle I81 for operation by the pilot to selectively control the operation or the two valve mechanisms therein.

The handle I81 may have a neutral position in which it is shown for opening both of the pipes I88 and I88 to the atmosphere. Movementof the handle I81 in the direction of a line I88 through a zone or travel indicated by the legend "For-ward" is adapted to operate one of the valve mechanisms in the device to provide fluid in the pipe I88 at a pressure dependent upon the position of the handle in said zone, the maximum degree of pressure being attained with the handle in the position indicated by line I88. Movement of the handle I81 in the opposite direction through a zone indicated by the legend "Reverse" is adapted to operate the other valve mechanism in the device to provide fluid at a pressure in the pipe I88 dependent upon the position of the handle in the zone, the maximum degree of pressure being attained in said pipe when the handle is in a position indicated by the line I88. I! desired, suitable means (not shown) may be associated with the control valve device I2I for holding the handle I81 in any selected position out' of neutral without manual eflort.

The engineer's control valve device I22 may be identical to the pilot's control valve device I2I but arranged to selectively control the pressure of fluid intwopipes I48 and I. V

In view or the fact that both of the control valve devices I2I and I22 may begenerally similar to the power cylinder control valve device 48, or to a manually operative device of this type which is fully disclosed and claimed in a copending application of Rankin J. Bush and William H. Glass, Serial No. 400,266, flled June 28, 1941, which has eventuated in Patent No. 2,829,742, dated September 21, 1943, and also for the purpose of simplicity in the present application, a

further description thereof will not be provided herein.

The pipes I88 and I40 connected to the two control valves I2I and I22 lead to the opposite ends of a double check valve I48 the side outlet oi which is connected to the pilot cylinder control pipe 88. The pipes I88 and I connected to the two control valve devices I2I and I22 lead to the opposite ends ofa double check valve I48 the side outlet of which is connected to the pilot control cylinder pipe 8|. The double check valves I48 and I48 may be of usual structure containing a double ended valve operative upon supply of fluid under pressure through the pipe connected to one end to open communication between said pipe and the side outlet and to close communication between the side outlet and the other end pipe, while upon the supply of fluid under pressure to the other end pipe the double check valve will open communication therebetween and the side outlet and close the other communication.

With the selector valve I28 in the bridge control position shown in Fig. 1, the fluid pressure supply pipe I8I leading to the engineer's control valve I22 is open to the atmosphere as above mentioned so as to render said control valve in- I eflective to vary the pressure of fluid in either of pipes I40 and'I4I and thereby inefl'ective to control operation or the power cylinder I8 and clutch 8, as will be apparent from the description to follow. In this position of the selector valve I28 fluid under pressure is supplied through pipe I28 to the pilot's control valve I2I which provides for control of the clutch 8 by the pilot.

I! now the pilot desires to cause the craft to move in a forward direction, he rocks the lever I81 in a counterclockwise direction from the neutral position shown to thereby supply fluid under pressure from the pipe I28 to the pipe I88 through which it flows to one end of the double check valve I48 for operating same'to Open communication between the pipe I88 and 88 leading to the pilot cylinder 48. The pilot piston 81 is thereby subjected to the pressure of fluid supplied by the pilot's control valve I2I which moves same to a position dependent upon the degree of such pressure and causes a corresponding positioning 0! the clutch control piston I8 and of the clutch 8 controlled by said piston. Movement, of the lever I81 to the position indicated by line I88 will provide a pressure through the pipes I88 and 88 on pilot piston 81 to effect full stroke thereof in the direction of the left-hand and thereby movement of the piston I8 to the position for causing full engagement of the clutch. Any lesser degree or movement of the handle I81 from neutral position will cause a correspondingly less degree of engagement of the clutch 8 as will be seen.

If the pilot desires to move the craft backwards, he moves the lever I81 in the direction or the line I88 and in so doing causes fluid under pressure to be supplied from pipe I28 to pipe I88 and thence through the double check valve I48 and pipe 8| to the left-hand face of the pilot piston 81 which responds to such pressure to cause operation or the piston I8 to move the clutch 8 in the direction or the reverse position to either the full reverse position or an intermediate position providing for slipping of the clutch, as determined by the extent oi movement of the control valve'handle I81 out of the neutral position.

When the pilot desires to neutralize the clutch 8 for disconnecting the engine I from the drive shaft 8, he moves the handle I81 to the neutral position shown for thereby venting both of the pipes I88 and I88 to the atmosphere. As a result the opposite sides of the pilot piston 81 will be both opened to the atmosphere and said piston and consequently the clutch control piston I8 will be returned to their neutral positions shown in Fig. for neutralizing the clutch 8.

It for any reason the engineer desires to control the operation or the clutch 8 from the engine room, he operates the handle I28 oi the selector valve I28 to turn the rotary valve I24 therein to the engine room' control position shown in Fig. 3 to thereby supply fluid under pressure through the pipe I8I to the control valve I22 and to cut oil the supply of fluid under pressure to pipe I28 leading to the pilots control control valve device I 2 I.

Since the supply oidluid under pressure to pipe II is out of! by theselector valve I22 in the bridge control position shown in Fig. 1, the engineer's control valve device I22 is rendered ineflective when the pilots control valve device I2I is rendered eflectlve for controlling the clutch 3.. It will thus be seen that only one or the control valve devices I2I or I22 may be eflective at one time for controlling the clutch I and which one is efiective is determined by the position oi the selector valve device I22 in the engine room. Thus in case 01' failure or either one or the control valves the othermay take over the control of the clutch. The system thus provides for normal control or the clutch by the pilot when he so desires or is in a position or condition to properly execute such control, otherwise this control may be taken on by the engineer below deck.

It will be seen that regardless of the location of the engine I, the clutch 3, and the clutch cylinder I5. and associated parts 01 the appasure or the springs 11 to cause'such unseating.

Once the valves 0| are unseated, however, fluid vented the clutch 3 may then be operated manually lever 6. g i

I Control of starting 0/ engine 1 On marine crait it is desirable that the operator at the selected cont'rol station, be it the pilot's station or that oi the engineer, be capable or starting the engine I and also controlling the fuel supply device I0 for determining the ratus on the crait,'the control valves HI and I22 may be located wherever necessary or desired to provides. selective, pneumatic remote control 0! control 01 the clutch from the bridge and englneroom, such for example as breakage of pipe 80 or pipe 0|, it is oi course desirable for the engineer to be able to position the clutch 0 by hand by manual. operation oi the clutch control lever 6. This lever maybe provided with an extension 200 for this purpose if desired. To facilitate such manual operation it is also desirable that the control chambers I1 and I0 at opposite sides of the piston I0 be substantially at atmosphere pressure. However, it under this condition the reservoir 03 and pipe 64 are intact the chambers I1 and I9 will be charged with fluid under pressure and it is therefore desirable to release such pressure for unloading the piston I6.

To release the fluid pressure from chambers I1 and I0 under a condition such as Just described a'cock 20I is provided in pipe 04 between the reservoir 03 and the control valve 45. This cock comprises a casing containing a, rotary plug valve 202 having a normalposition in which it is shown and a cut off position substantially ninety degrees from the normal position. A han- .dle 203 is provided for turning the plug valve to its different positions, the handle being shown in the normal position of the plug valve while a line 204 indicates the position which the handle will assume in cut off position of the valve.

The plug valve 202 has a waterway 205 for opening communication through the pipe 04 to the clutch control valve 45. In cut of! position of the plug valve this communication is closed and theportion of pipe 04 connected with the control valve 45 is vented to the atmosphere through a port 206 in said valve, waterway 205 and a vent port 201 in the cock casing. When this occurs the pressure of fluid in chamber 08 of the valve devices 58 and 59 may unseat the supply valve 8i against their seating springs 13 since the supply valve chambers I3 are vented through the cock 20I. or if this does not automatically occur when the cock isturned to cut oil? position, a slight manual movement of lever 50 first in one direction and then the opposite direction will cause a suillcient increase in presspeed or power oi said engine.

To thus control the starting of engine I there is, provided a starterfcontrol valve device I50 above deck-tor operation by the pilot and another similar device I5I in the engineer room for operation by the engineer.

The starter control valves I50 and IN may be similar to the clutch control valves HI and I22 except including only one valve mechanism arranged to supply fluid under pressure from pipes I29 and I3I to pipes I52 and I04, respectively, upon movement 01 a control lever I52 in the direction oi the right-hand from a normal position. With the lever I52 oi the devices I50 and IBI in the normal positions shown, said devices are adapted to vent pipes I58 and IE4, re-

spectively.

Since the pipe I29 is supplied with fluid under pressure by the selector valve device I22 only in the position shown in Fig. 1 and is vented in the other position of the selector valve, it will be seen that the starter control valve I50 on the bridge will be eflective to supply fluid to the pipe I53 for starting engine I only when the selector valve I23 is in the position providing for control or the clutch 0 by operation of the pilot's control valve device I2I. Likewise the starter control valve iii in the engine room will be efiective to supply fluid under pressure to pipe I54 for starting the engine I only when the selector valve device I23 is in the position providing for control of the clutch 3 by the engineer's control valve device I 22.

Fluid under pressure supplied to either of the pipes I53 or ill by either of the starter control valves I50 or IBI is adapted to flow through a double check valve device I55 to a pipe I50 which leads to a, pressure relay valve device I51. This relay valve device may be of any suitable well known structure adapted to be operated by the pressure of fluid supplied through the double check valve device I55 to open communication between a reservoir I50 containing starting fluid tween the starter reservoir I50 and the starter pipe 2.

From the above description it will be apparent that only one oi the starter valves I50 or III will be eflective at one time as'determined by the position the selector valve device I23 which also control the clutch control valves I2I and I22. Thus when the selector valve device is in the position providing for control of the clutch 3 from the bridge by operation of the pilot's control valve device I2 I, the starter valve device I50 on the bridge will be rendered effective to control the starting of engine I, while with the selector valve device in the other position providing for control of the clutch 3 by the engineers control valve device I22 the starter valve I5I will be effective.

Control of fuel supply to engine 1 The arm II of the fuel supply device In of the engine I is connected by a link I69 to one end of a lever I6I the other end of which is connected by a link I62 to a manually operative control lever 163. The lever I63 is pivotally mounted on a pin I64 and is adapted to move relative to a quadrant rack I65. A spring pressed detent or latch I66 associated with the lever I63 is provided to cooperate with the rack I65 for holding the lever I63 in a selected position and to oppose movement from one position to another.

The lever I6I is connected intermediate its ends to one end of a rod I61 which extends into a cylinder I68 wherein the other end of the rod is connected to a piston I69. At the rod side of the piston I69 is a chamber I10 containing a coil spring I1I which encircles the rod and bears against the piston. At the opposite side of the piston is a pressure chamber I12.

When the chamber I12 is at substantially atmospheric pressure, the pressure of spring I1I is adapted to hold the piston I69 in engagement with one or more stops I13 to provide a fixed fulcrum for lever I6I at its connection with. the end of the piston rod I61. Under this condition, the lever I'6I,may therefore be rocked by the hand lever I63 upon movement thereof relative to the rack I65 by the engineer. Thus if the engineer movesthe lever I63 in an upwardly direction from the idling position shown, the rocking of lever I6I in a clockwise direction will move the arm II in a counterclockwise direction from the idling position in which it is shown in the direction of the full speed position indicated, to provide any desired selected speed or power of engine I. Movement of lever I63 in the reverse direction by the engineer will actuate lever I6I to lift the arm I I for reducing the speed or power of the engine I.

The pressure chamber I12 in the cylinder I68 is connected by a pipe I14 to a manually operative control valve I15 provided above deck on the bridge for operation by the pilot. The device I15 may be generally like that disclosedin Patent No. 1,939,907, issued to E. K. Lynn on December 19,

' 1933, and therefore operative to either open the pipe I14 and connected piston chamber I12 to the atmosphere or to supply fluid to said pipe at a pressure depending upon the extent of movement of an operating handle I16 from a position in which the pipe I14 is vented.

The control valve I15 is connected to the pipe I29 which constitutes the source from which fluid pressure may be attained for supply to the pipe I14. Thus the valve device I15 will be effective to vary the pressure of fluid in pipe I14 only when the selector valve device I23 is in the position providing for control of the clutch 3 and starting of the engine from the bridge.

Associated with the lever I63 for controlling the fuel supply device I9 is a cylinder I16a contain- 18 ing a piston I11 having at one side a pressure chamber I13 connected to the pipe I29 and having at the opposite side a chamber I19 containmg a spring I80 acting on the piston I11 for urging same in the direction of-the left-hand. The piston is connected to a rod I8I which extends through the spring I89 and chamber I19 to the exterior-of the cylinder where it is aligned with an arm I92 projecting from the manually operative lever I63.

When the selector valve device I23 is in the position providing for control of the engine I from the engine room and the pipe I29 is as a consequence vented the piston chamber I19 in the cylinder I16a is likewise vented due to being open to the pipe I29 through a pipe I83. Under this condition spring I99 will therefore move the piston I11 into engagement with stops I provided at the leithand end of the cylinder I16 and this movement is adapted to pull the piston rod I8I into the cylinder and suflqciently away from the arm I82 projecting from the lever I63 to permit tlie engineer to move the lever I63 relative to the rack I65 for controlling the engine speed or power as above described.

However; when the selector valve device I23 is moved to the position shown in Fig. 1 to provide for control of the engine from the bridge, fluid at the pressure supplied to pipe I29 flows through the pipe I83 to chamber I18 in the cylinder I'I6a and therein acts on the piston I11 to urge same to the position shown. In this position the end of the piston rod I8I engages the arm I92 projecting from the lever I63 for thereby holding said lever in the engine idling position shown and to prevent operation of said lever by th engineer in the engine room. In case the lever 163 should be in a position out of idling at the time the selector valve device is moved to the position shown in Fig, 1, the piston I11 in the cylinder I164;- is adapted to move the lever I63 relative to the rack to the idling position and then hold same in said position, as above mentioned.

With pipe I29 supplied with fluid under pressure to provide for control of the engine and clutch from the bridge the pilot may operate the control valve device I15 to supply fluid at any desired pressure from pipe I29 to the pipe I14 and thence to piston chamber I12 in the cylinder I69. This pressure acting on piston I69 is adapted to move same against spring I1I to thereby rock the lever I6I in a clockwise direction about its pivotal connection with link I62, and thus rock the arm I I out of the idling position shown in the direction of the full speed position to thereby accelerate or increase the speed or power of the engine I. The piston I69 will be moved to a position in cylinder I68 dependent upon the pressure of fluid supplied to chamber I12 by operation of the control valve I15 and the opposing pressure of the spring HI, and the arm II of the fuel supply device will therefore be moved to a corresponding position. Thus by properly adjusting the control valve device I15 and thereby the pressure of fluid supplied to pipe I19 the arm II of the fuel supply device may be moved to any chosen position from idling to full speed to provide any chosen degree of speed or power of the engine.

From the above description it will now be seen that the starting of the engine I, the control of the engine clutch 3, and the control of the speed or power of the engine is arranged for control remotely either from the bridge of the craft by operation of the manually operative devices I59,

I2 I and I15 respectively, or from the engine room by manual operation of the devices WI and I22 and of the manually operative lever I63, dependent upon the position of the selector. valve device I23 which' is located in the engine room for adjustment by the engineer. valve device I23 is in the position providing for control of these parts from the bridge all control from the engine room is prevented. Likewise when the selector valve device is in the position providing for control from the engine room the control devices on the bridge are rendered ineffective. It will also be seen that failure of the manual control devices on the bridge will not result in loss of control of the craft since such control may completely betaken over by the engineer in the engine room.

In order to insure control of the craft from the engine room in case for instance of destruction of the pilot's control station, the double check valves I45 and I 46 and the pipes 89 and 9| connected to the side outlets thereof would of course be located below the deck floor I20, although for the purpose of simplicity they are shown in the illustration at a level above said floor.

Description-Figure 4 It is desirable that the speed of engine I be substantially at idling when the clutch is in neutral position or at the time the clutch is moved from neutral position to either of its drive positions. This may of course be insured by the pilot returning handle I18 of the valve device I15 to the position providing for idling of the engine or by the engineer moving the lever I63 to the idling position shown, dependent upon the control station. Such manual adjustment on the part of the operator from the control station is usually adequate, but if desired the apparatus shown in Figs. 1--1A may be modified as shown in Fig. 4 to accomplish this end automatically from the bridge.

According to this modification I provide a valve device 2H) for controlling communication between the pipe I14 from the valve device I15 located in the pilot house and a pipe 2 which is connected to the fuel control cylinder I68.

The valve device 2I0 has a chamber 2I2 to which the. pipe I14 is connected and which contains a poppet valve 2I3 controlling communication between the chamber H2 and a chamber 2 which is connected to the pipe 2| I. A spring 2 I5 in chamber 2I2 acts on the valve 2I3 for urging same to its closed position in which it is shown.

The poppet valve 2I3 has a fluted stem extendingthrough a suitable bore into the chamber 2I4 wherein it engages the fluted stem of an oppositely arranged poppet valve 2 I6 which is contalned in achamber 2" open to the atmosphere through a vent port 2I8. The chamber 2I1 is formed at one side of a piston 2I9 which is con-.

nected to the valve 2IB and which has at the opposite side a chamber-.220 connected by a pipe 22I to the side outlet of a doublev check valve device 222. One end outlet of the double check valve device 222 is connected to the pilot cylinder control pipe 9| while the other end outlet is connected to the pilot control cylinder pipe 89.

When the pipes 89 and 9I are both vented for neutralizing the clutch control power piston IS, the piston chamber 220 in the device 210 will likewise be vented through either one or the other of said pipes to thereby provide for seating of the valve 2I3 by the spring 2I5. Under this condition the pressure chamber I12 in the cylinder When the selector 20 I68 will be open to the atmosphere past the valve 2I6 to thereby permit spring "I in said cylinder to move the piston I69 to its uppermost position for thereby causing movement of the fuel supply valve device operating arm II to its idlin position, with the engineer's control lever I63 in its idling position. Thus with the clutch neutralized the speed of the engine I will be reduced to idling.

When fluid under pressure is supplied to either one of the pilot cylinder control pipes-89 or 9| for causing movement of the clutch out of neutral position, as herein before described, such pressure is adapted to be transmitted through the double check valve device 222 and pipe 22I to piston chamber 220 in the device 2H) for acting on the piston 2I9 to cause movement thereof in the direction of the left-hand to seat the valve 2I6 and unseat the valve 2 I3. With the valve 2 I3 thus open the fuel supply control cylinder I68 is connected to the pilot's valve I15 on the bridge whereby the speed and power of the engine may be controlled by the pilot as previously described.

Upon subsequent venting of the pilot cylinder control pipe 89 or -9I for neutralizing the clutch 3 a corresponding venting of fluid from piston chamber 220 in the device ZIO will occur through the double check valve 222 and the respective pilot cylinder control pipe which will permit spring 2I-5 to close the valve 2I3 and open the valve 2I6 to thereby release fluid under pressure from the fuel supply control cylinder I68. As a result, spring "I acting on the piston I69 will operate the lever IBI to return the fuel supply device control arm II to its idling position to thereby cause idling of the engine. It will thus be seen that in controlling the engine from the pilot house the structure shown in Fig. 4 will insure that the throttle control cylinder will be adjusted to provide for operation of the engine at idling speed whenever the clutch is in neutral device I15 on the bridge so that the pilot may then take over thecontrol of the speed and power of the engine.

When the engine is being controlled from the engine room as will be rare when the pilot's control devices on the bridge are capable of control, it is of course essential for the engineer to move the lever I63 to idling position when the clutch is neutralized. The possibility of failure to do this on the part of the engineer is however very remote on account of his proximity to the engine I and therefore his constant awareness of the speed condition of the engine.

Description-Figure 5 Neutralizing of the piston I 6 in the power cylinder I5 of the structure shown in Fig. 2 is attained by destruction of the moving force or pressure differential on said piston, and this is ob- 21 neutral position or the clutch or other member being controlled.

In the structure shown in Fig. the lever B of the clutch 3 or other member to be controlled is connected by the eye bolt 35 and link 34 to a lever 225 intermediate the ends thereof. One end of this lever is connected to one end of a rod 226 projecting from a cylinder 221 while the other end of the lever is connected to a rod 228 projecting from a cylinder 229, the. cylinders 221 and 229 being arranged to operate oppositely.

In the cylinder 22'! the other end of the'rod 226 is connected to a piston 230 which has at one side a chamber 23! open to a pipe232. At the opposite side of piston 230 is a coil spring 233 acting on the piston for urgingsame in the direction of pipe 232 and into contact with stops 233. The cylinder 229 has a corresponding piston 235, spring 236 acting on the piston, stops 231 for engagement by the piston under the action of said spring, and a pressure chamber 238 which is open to a pipe 239. I

With both pipes 232 and 239, and thereby pressure chambers 23l and 238-void of fluid pressure, the springs 233 and 236 will maintain thepistons 239 and 235 in contact with the respective stops 234 and 231 to thereby define the neutral position of the clutch operating lever B.

In order to move the clutch to its forward position or any intermediate position, the pipe 239 and pressure chamber 239 are maintained open to the atmosphere through any suitable valve and at the same time fluid under pressure is supplied to the pipe 232 and thereby pressure chamber 23! for moving the piston 230 against the spring 233.

At this time the connection between the upper end of lever 225 and the piston rod 228 constitutes a fixed fulcrum for said lever so that as the piston 230 in the cylinder 22! is moved against the spring 233 thelever 225 will -be rocked'in a clockwise direction to thereby effect movement of the clutch operating lever 6 from the neutral position shown in the direction of the forward position. The degree of this movement will be determined by the pressure of fluid supplied to act on the piston 239 and the opposing force of control spring 233, and by'the varying this pressure the clutch operating arm 6 can be moved to either full forward position or to any intermediate position to attain a desired degree of engagement.

Now in order to move the clutch to reverse position the pipe 232 and pressure chamber 23! in the cylinder 22? will be maintained atatmospheric pressure and fluid under pressure will be supplied through pipe 239 to pressure chamber 238 in the cylinder 229 and therein act to move the piston 235 in the direction of the right-hand. Under this condition the connection between the lever 225 and piston rod 229 constitutes a fixed fulcrum for said lever so that the lever will be rocked in a clockwise direction to thereby pull the clutch operating lever 6 out of neutral position and in the direction of reverse position. The degree of this movement of lever B and thereby the degree of engagement of the clutch may be adjusted in accordance with the pressure of fluid supplied to act on the piston 235 as will be apparent. r

In order to neutralize the clutch from either the forward or reverse position the pressure chambers 23i and 238 in both of the cylinders 221 and 229 will be opened to the atmosphere to thereby permit the springs 233 and 239 to urge the pistons 230 and 235 into engagement with the re- 22 spective stops 234 and 231, and in so doing return the lever 225 and clutch operating arm 6 to their neutral positions shown and as accurately defined by engagement between said pistons and their respectiv stops.

In this modification it will be noted that one of the pipes 232 and 239 is vented when the other is supplied with fluid under pressure. For con-.

trolling the pressure inthese pipes they may therefore be connected for direct-control to a control valve like the pilot's control valve 12! shown in Fig. 1, or they may be connected up to the clutch control valve 45 shown in Fig. 2 in which case however it will be necessary to adjust the screws 19 controlling the self-lapping valve devices 58 and 59 to provide for complete release of fluid under pressure from both of the pipes when the operating lever 50 occupies its neutral position shown.

Summary just mentioned from any chosen one of a number of remote control stations, and other means are provided for selectively determining the control station which is to be effective and for rendering the other station ineifective.

The power mechanism for operating the device, such as a'clutch, is capable of immediate response to operation of a manual control device to promptly and accurately effect a selected operation determined by the operation of the manual- Itwill be noted that the power control device. cylinder control valve 35 is mounted directly on the power cylinder so as to provide for the shortest possible pipe connection between said device and cylinder in order that said device may cause relatively rapid changes in pressure on the opposite sides of the power piston It as required for prompt response thereof to operation of the con- 'trol valve 45. The relatively small pilot cylinder 93 associated with the cylinder i6 is remotely controlled from the controllers I2i or l2.2, but the amount of air required for controlling this device 3 is relatively small as compared to that required for operating the power piston l6 and this provides for prompt response of the pilot piston 81 to any selected operation of the remotely.located control valves I2| or I22.

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

1. In combination, a device to be operated, a motor controlled by fluid under pressure for controlling operation of said device, a source of fluid under pressure, a manual control device operative when connected with said source of fluid under pressure to control operation of said motor, nother manual control device operative when connected with said source of fluid under pressure to control operation of said motor, and a selector valve device having one position for connecting one of said manual control devices to said source of fluid under pressure and for disconnecting the other manual control device from said source of fluid under pressure and having another position for connecting, said other manual control devic with said source of fluid under press re and disconnecting said one manual control evice from said source of fluid under pressure.

2. In combination, a device to be operated, a motor operative in accordance with the supply and release of fluid under pressure to and from a, pipe to control operation of said device, a source of fluid under pressure, two separate manual control devices each having a normal position for venting fluid under pressure from said pipe and being operative upon movement out of normal position to supply fluid under pressure from said source to said pipe, a selector valve device controlling communication between said source and said manual control devices and having one position for opening communication between said source and one of said manual control devices and for closing communication between said source and the other manual control device and having another position for opening communication between said other manual control device and said source and for closing communication between said source and said one manual control device, and a double check valve device controlling communication between said manual control devices and pipe and operative by fluid ,under pressure supplied by one of said manual control devices to open communication therebetween and said pipe and to close communication between said pipe and the other manual control device.

3. In combination, a deviceto be operated, a double acting fluid motor operative in accordance with the supply and release of fluid under pressureto either one or another of two pipes to control operation of said device, a source of fluid under pressure, a manual control device having a normal position for venting both of said pipes and operative upon a certain movement from normal position to supply fluid under pressure from said source to one of said pipes and upon a certain different movement from normal position to supply fluid under pressure from said source to the other of said pipes and operative when supplying fluid under pressure to either one of said pipes to open the other pipe to the atmosphere, another manual control device hav-.

ing a normal position for venting both of said pipes and operative upon a, certain movement from normal position to supply fluid under pressure to one of said pipes and upon a certain different movement from normal position to supply fluid under pressure to the other of said pipes and operative when supplying fluid under pressure to either one of said pipes to open the other pipe to atmosphere, a selector valve device for connecting said manual control devices with said source of fluid pressure to provide fluid under pressure to said devices for supply to said pipes, said selector valve device having one position for closing communication between said source and one of said manual control devices and for opening communication between said source and the other manual control device, and another position for opening communication between said source and the said other manual control device and for closing communication between said source and the said one manual con trol device, and a double check valve device controlling communication between each of said pipes and the two manual control devices, each of said double check valve devices being operative by fluidunder pressure supplied by one of said manual control devices to open communication therebetween and the connected pipe and to normal position providing for the release 01- fluid under pressure from said pipe and being operative upon movement out of said normal position to supply fluid from said source to said pipe at a pressure which varies in accordance with th extent of movement of said member from normal position, another manual control device comprising an operating member having a normal position providing for release of fluid under pressure from said pipe and being operative upon movement out of normal position to supply fluid under pressure from said source to said pipe at a pressure which varies in accordance with the extent of movement ofthe member from normal position, a double check valve controlling communication between said pipe and the two said manual control devices and being operative by fluid under pressure supplied by either of said manual control devices to open communication therebetween and said pipe and vto close communication between said pipe and the other manual control device, and a selector valve controlling communication between said. source and said manual control devices and having one position for opening communication between said source and one of said manual control devices and for closing communication between said source and the other manual control device, said selector valve being movable from said one position to another position for closing communication between said source of fluid pressure and the said one manual control device and for opening communication between sald source and the said other manual control device.

5. In combination, a propulsion engine; a device for controlling the power output of said engine, said device having an idling position to provide for idling of said engine and a position to provide for maximum engine output and being adjustable to any selected intermediate position to provide different degrees of engine output, a, spring, a movable abutment having a connection with said device controlled by the opposing pressures of said spring and of fluid in a chamber and being operative to move said device to a position dependent upon the pressure of fluid in said chamber, a source of fluid under pressure,

a manually operative valve for supplying various degrees of fluid pressure from said source to said chamber to control the position of said device,

. and a valve device controlling communication between said source and manually operative valve and having one position for opening-said communication to render said device controllable by said manually operative valve and having another position for closing said communication to render said device non-controllable by said manually operative valve.

6. In combination, a propulsion engine, a device for controlling the power output of said engine, said device having an idling position to provide for idling of said engine and a position to provide for maximum engine output and being adjustable to any selected intermediate position to provide various chosen lesser degrees of output,

a spring, a movable abutment having a connection with said device and controlled by the opposing pressure of said spring and of fluid in a chamber, said spring being operative when said chamber is void of fluid under pressure to actuate said abutment to move said device to idling position, said abutment being operative upon supply of fluid under pressure to said chamber to move said device out of idling position to an extent dependent upon the pressure of such fluid, a source of fluid pressure, a, manually operative valve having a normal position for venting said chamber to the atmosphere and eing operative upon movement out of normal position to supply various degrees of fluid pressure from said source to said chamber to control the operation of said abutment to position said device, a lever for manually operating said device, said lever having an idling position and being movable therefrom to any one of a plurality of diflerent positions to actuate said device to provide various degrees of engine output, and means connecting said lever and abutment to said device and conditionable 26 or said selector valve device to the, position for supplying fluid under pressure to said control valve to move said lever to and hold same in its idling position'to provide for control of said device by said abutment. I r

8. In combination, a propulsion engine, a fuel control device for controlling the power output of said engine, said device havingan idling position to provide for idling of said engine, and a position to provide maximum output and being adjustable to any selected intermediate position to provide various different degrees of engine output, a

spring, a movable abutment connected to said device and controlled by the opposing pressures of said spring and the pressure of fluid in a chamber, said spring being operative when said chamher is void of fluid pressure'to actuate said abutment to move said device to said idling position, said abutment being operative upon supply of fluid under pressure to said chamber to actuate said device to a position out of idling for providing an engine output proportional to the presby said lever in its idling position to render said device adjustable in accordance with the position of said abutment, said means being conditionable by said abutment when said chamber is void of fluid under pressure to render said device adjustable in accordance with movement of said lever.

'7. In combination, a propulsion engine, a fuel controldevice for controlling the power output of said engine, said device having an idling position to provide for idling of said engine, and a position to provide maximum output and being adjustable to any selected intermediate position to provide various different degrees of engine output, a spring a, movable abutment connected to said device and controlled by the opposing pressures of said spring and the pressure of fluid in a chamber, said spring being operative when said chamber is void of fluid pressure to actuate said abutment to move said device to said idling position, said abutment beingoperative upon supply of fluid under pressure to said chamber to actuate said device to a position out of idling for providing an engine output proportional to the pressure of fluid in said chamber, a source of fluid pressure, a manual control valve having a. normal position forventingfluid under pressure from said chamber and being movable out of normal position to supply fluid from said source to said chamber at a pressure required to provide a desired engine output, a selector valve device controlling the supply of fluid under pressure from said source to said control valve and having one position for cutting ofi such supply to thereby render said control valve ineffective to supply fluid under pressure to said chamber and having another position providing for such supply to render said control valve effective to control said abutment, a lever connected with said fuel control device and operative manually to also adjust same to provide a chosen engine output, said lever having an idling position providing for idling of said engine and being movable therefrom for adjusting said fuel control device to provide a chosen output of said engine, means connecting said abutment and lever with said fuel supply device, said means being conditionable by said abutment when in its idling position to render said lever effective to adjust the position of said from, said chamber and being-movable out of normal position to supply fluid from said source to said chamber at a pressure required to provide fuel supply device and conditionable by said lever ply device, and means operative upon movement a desired engine output, a selector valve device controlling the supply of fluid under pressure from said source to said control valve and having one position for cutting ofl such supply to thereby render said control valve ineffective to supply fluid under pressure to said chamber and having another position providing for such supply to render said control valve effective to control said abutment, a lever connected with said fuel control device and operative manually to also adjust same to provide a chosen engine output, said lever having an idling'position providing for idling of said engine and being movable therefrom for adjusting said fuel control device to provide a chosen output of said engine, means connecting said abutment and lever with said fuel supply device, said means being conditionable by said abutment when in its idling position to render said lever efl'ective to adjust the position of said fuel supply device and conditionable by said lever in its idling position for rendering said abutment effective to control the position of said fuel supply device, a member subject to pressure of fluid in a control chamber and to an opposing pressure and operative by such fluid pressure to move said lever to and to maintain same in its idling position, and operative by the opposing pressure upon release of fluid pressure from said control chamber to render said lever adjustable manually out of idling position, said control chamber being open to the communication to which fluid under pressure is supplied in the said one position of said selector valve device and vented in the said other position to thereby render 27 supply fluid under pressure from said pipe to one of said means or to vent fluid under pressure from said one means for eflecting variations in pressure thereon to control one of said devices, another manual control means operative to either supply fluid under'pressure from said pipe to the saidother means or to release fluid under pressure therefrom for effecting variations in pressure thereon for controlling the other of said devices, a selector valve having one position for supplying fluid under pressure to said pipe to render both of said manual control means effective to control the operation of said one and other means and in turn of said devices and having another position for cutting oil. the supply of fluid under pressure to said pipe for rendering both of said manual control means ineffective to control operation of said means and devices, and means conditionable, upon movement of said selector valve to the position for cutting off the supply of fluid under pressure to said pipe, to control the operation of both of said devices, said selector valve in the position supplying fluid under pressure to said pipe, rendering the last named means ineflective to control the operation of the said devices.

10. In combination two devices to be operated, one means conditionable in accordance with variations in fluid, pressure for controlling the operation of one of said devices, another means conditionable in accordance with variations in fluid pressure for controlling the operation of the other of said devices, a pipe, two control valves each adjustable manually to either supply fluid under pressure from said pipe to one of said means or I to release fluid under pressure therefrom for controlling the operation thereof and in turn of the respective device, a selector valve having one position for supplying fluid under pressure to said pipe for rendering said control valves eilective to control the said respective means and having another position for cutting oil the supply of fluid under pressure to said pipe to render said control valves ineffective to control the said respective means, another control valve for controlling said one means and operative to either supply fluid under pressure from a second pipe to said one means or to release fluid under pressure therefrom for effecting said variations in fluid pressure thereon, said selector valve in the position cutting off the supply of fluid under pressure to said one pipe operating to supply fluid under pressure to said second pipe and in the position supplying fluid under pressure-to said one pipe cutting off the supply of fluid under pressure to said second pipe, a lever for also controlling the said other device, and means operative upon supply of fluid under pressure to said one pipe to render said lever ineffective and upon release ,of fluid under pressure from said one pipe effective.

l1. I combination, two devices to be operated, one means conditionable in accordance with variations in fluid pressure for controlling the operation of one of said devices, another means conditionable in accordance with variation in fluidpressure for controlling the operation of the other of said devices, a pipe, two control valves each adjustable manually to either supply fluid under pressure from said pipe to one of said means or to release fluid under pressure therefrom for controlling the operation thereof and in turn of the respective device, a selector valve having one position for supplying fluid under pressure to said pipe for rendering said, control valves eflective to control the said respective means and having another position for cutting 01! the supply of fluid under pressure to said pipe to render said control valves ineffective to control the said respective means, another control valve for controlling said one means and 0D- erative to either supply fluid under pressure from a second pipe to said one means or to release fluid under pressure therefrom for effectin said variations in fluid pressure thereon, said selector valve in the position cutting oil the supply of fluid under pressure to said one pipe operating to supply fluid under pressure to said second pipe and in the position supplying fluid under pressure to said one pipe cutting off the supply of fluid under pressure to said second pipe, a lever for also controlling the operation of the said other device, connector means connecting said lever to said other device and conditionable by said other means upon cutting of! the supply of fluid under pressure to said one pipe to render said lever effective to control the operation of said other device, said connector means also controlling the operation of the said other device by the said other means, and means operable upon supply of fluid under pressure to said one pipe to condition said connector means to provide for operation of said other device by said other means.

12. A control system for a clutch for connecting an internal combustion engine to a propeller shaft and having an engaged position and a disengaged position, and for the fuel supply device of said engine, said system comprising in combination a fluid motor operative upon supply of fluid under pressure to a control pipe to effect engagement of said clutch and upon release of fluid pressure from said control pipe disengagement of said clutch, a fluid motor for said fuel supply device operative by fluid under pressure to vary the amount of fuel supplied to said engine in proportion to the pressure of fluid acting thereon, a selector valve manually adjustable to one position for supplying fluid under pressure to a first fluid pressure supply pipe and for cutting off the supply of fluid under pressure to a second fluid pressure supply pipe and to another position for cutting off the supply of fluid under pressure to said first supply pipe and for supplying fluid under pressure to said second supply pipe, two manually operative control valves for said clutch motor each being operative to release fluid under pressure from said control pipe, one of said control valves being operative to supply fluid under pressure from said one supply pipe to said control pipe and the other control valve being operativeto supply fluid under pressure from the other supply pipe to said control pipe, means in the connection between said control valves and control pipe operative to close communication between said control pipe and one control valve upon operation of the other control valve to supply fluid under pressure to said control pipe, a third control valve arranged to supply fluid under pressure from said first supply pipe to said fuel supply motor and to release fluid under pressure therefrom for controlling the adjustment of said fuel device, said selector valve in the position venting the said one supply pipe providing for control of said clutch motor by the said control valve connected with said second supply pipe and in the position venting said second supply pipe providing for control of said clutch motor and fuel supply motor by the said control valves connected to said first supply pipe, a lever operpipe and operative upon supply of fluid under pressure thereto to hold said lever in a position providing for idling of said engine and operative upon cutting off of the supply of fluid under pressure to said first supply pipe to provide for operation of said lever to control said fuel device.

13. A mechanism for adjusting a fuel supply device of an internal compression engine for controlling the poWer output of the engine comprising in combination, an adjusting arm for said device, said arm having an idling position for adjusting said device to provide for idling of said engine and being movablefrom said idling position to effect an increased supply of fuel to said engine dependent upon the extent of such movement, a beam having one connection with said arm, a piston having a pivotal connection with said beam and having at one side a fluidpressure chamber, a spring acting on said piston in opposition to fluid pressure in said chamber, a manually operative lever having a pivotal connection with said beam, said pring being operative when said chamber is void of fluid pressure to position said beam to provide for adjustment of said arm and thereby of said fuel supply device by movement of said lever from an engine idling position, said piston beingoperative by fluid under pressure supplied to said chamber with said lever in idling position to actuate said beam and thereby operate said arm to adjust said fuel supply device for supplying fuel to said engine in an amount proportional to the pressure of fluid supplied to said chamber and consequent movement of said piston against said spring, and means operative to supply fiuid'under pressure to and to vent fluid under pressure from said chamber.

14. A mechanism for adjusting a fuel supply device of an internal compression engine for controlling the power outputiof the engine comprising in combination, an adjusting arm for said device, said arm having an idling position for adjusting said device to provide for idling of said engine and being movable from said idling position to effect an increased supply of fuel to said engine dependent upon the extent of such movement, a beam having one connection with said arm, a piston having a pivotal connection with said beam and having at one side a fluid pressure chamber, a spring acting on said piston in opposition to fluid pressure in said chamber, a manually operative lever having a pivotal connection with said beam, said spring being operative when-said chamber i void of fluid pressure to position said beam to provide for adjustment of said arm and thereby of said fuel supply device bymovement of said lever from an engine idling position, said piston being operative by fluid under pressure'supplied to said chamber with said lever in idling'posltion to actuate said beam and thereby operate said arm to adjust said fuel supply device for supplying fuel to said engine in an amount proportional to the pressure of fluid supplied to said chamber, and consequent movement of said piston against said spring, a

second spring, a second piston subject to the opposing pressures of said 'second spring and of fluid in a control chamber and operative upon supply of fluid under pressure to said control chamber for moving said lever to andfor holding same in said idling position to thereby render-the first named piston effective to actuate said beam to control the operation 01' said fuel supply device and to also prevent operation of said lever out of idling position when said first named piston is effective, the second named spring being operative when said control chamber is void of fluid pressure to actuate said second named 'piston to a position to provide'for operationof said lever to actuate said beam and arm to adjust said fuel supply device, and means operativeto selectively supply fluid under pressure to and vent fluid under pressure from both of said chambers.

15. A mechanism for adjusting a fuel supply device of an internal compression engine for controlling the power output Of the engine compris-' ing in combination, an adjusting arm for said device, said arm having an idling position for adjusting said device to provide for idling of said engine and being movable from said idling position to effect an increased supply of fuel to said engine dependent upon the extent of Such movement, a beam having one connection with said arm, a piston having a pivotal connection with said beam and having at one side a fluid pressure chamber, a spring acting on said piston in opposition to fluid pressure in said chamber,

a manually operative lever having a pivotal connection with'said beam, said spring being operative when said chamber is void of fluid pressure to position said beam to provide for adjustment 4 of said arm and thereby of said fuel supply device by movement of said lever from an engine idling position, said piston being operative by fluid under pressure supplied to said chamber with said lever inidling position to actuate said beam and lever to and for holding same in said idling position to thereby render the first named piston effective to actuate said beam to control the operation of said fuel supply device and to also prevent operation of said lever out of idling positionwhen said first named piston is effective, the second named spring being operative when said control chamber is void of fluid pressure to actuate said second named piston to a position to provide for operation of said lever to actuate said beam and arm to adjust said fuel supply device, a manual control valve operative, when fluid under pressure is supplied to a supply pipe, to control the pressure of fluid in said pressure chamber, said control chamber being open to said fluid pressure supply pipe, and a selector valve having one position for supplying fluid under pressure to said supply pipe and another position for cutting off such supply and for venting said pipe, the supply of fluid under pressure to said supply pipe providing for adjustment of said fuel supply device by the first named piston upon operation of said manual control valve and providing for holding of said lever in idling-position by said second named piston, and the venting of fluid under pressure from said supply pipe rendering said manual control valve and first named piston in effective to control the operation of said fuel supply device and rendering the second named piston ineifective to hold said lever in idling position to thereby provide for operation of said fuel supply device by said lever. 1

16. A system for selectively controlling from control pipe to effect engagement of said clutchand upon release of fluid under pressure from said pipe to effect disengagement of said clutch, a motorfor said fuel device operable by fluidunder pressure to adjust said fuel supply device to supply an amount of fuel to said engine proportional to the pressure of the operating fluid,

' a fluid pressure supply pipe leading to each control station, a manually operative clutch control valve at each control station operable to connect the respective fluid pressure supply pipe to said clutch control pipe for supplying fluid under pressure to actuate said clutch control motor and also operable to release fluid under pressure from said clutch control pipe, a manually operative starter control valve at each of said stations operable to supply fluid under pressure from the respective fluid pressure supply pipe to an engine starting pipe to effect starting of said engine, a fuel control valve at one of said stations operable manually to supply fluid under pressure from the respective fluid pressure supply pipeto said fuel device control motor and to release fluid under pressure therefrom for controlling the operation. of such motor, manually operable means at another of said control stations for manually adjusting said fuel supply device and having an idling position for conditioning said fuel supply device to provide for idling operation of said engine, and a selector valve selectively controlling the supplylof fluid under pressure to the several fluid pressure supply pipes and adjustable to different positions for in each position supplying fluid under pressure to one of said supply pipes and for cutting off the supply of fluid under pressure to and for venting the other supply pipe.

17. A system for selectively controlling from any one of a plurality, of control stations, the starting of an internal combustion engine, the adjustment of fuel supply device for said engine and the engaging and disengaging of a clutch for connecting and disconnecting said engine with and from a propeller shaft, said system comof such motor, manually operable means at another of said control stations for manually ad: justing said fuel supplydevice and having an idling position for conditioning said fuel supply device to provide for idling operation of said engine, a selector valve for selectively controlling the supply of fluid under pressure to the several fluid pressure supply pipes and adjustable to different positions for in each position supplying fluid under pressure to one of said supply pipes and for cutting off the supply offluid under pressure to and for venting the other supply pipe,

and means operable upon supply of fluid under pressure to the supply .pipe leading to said one station to hold said manually operable means in said idling position. T

18. A system for selectively controlling from anyone of a plurality of control stations, the starting of an internal combustion engine,, the adjustment of a fuel supply device for said engine and the engaging and disengaging of a clutch for connecting and disconnecting said engine with and from a propeller shaft, said system comprising in combination, a clutch control fluid motor operative upon supply of fluid pressure 'to aclutch control pipe to effect engagement of said clutch and upon release of fluid under pressure from said pipe to effect disengagement of said clutch, a motor for said fuel-device operable by fluid under pressure to adjust said fuel supply device to supply an amount of fuel to said engine proportional to the pressure of the operating fluid, a fluid pressure supply pipe leading to each control station, a manually operative clutch control valve at each control station operable to connect the respective fluid pressure supply pipe to said clutch control pipe for supplying fluid under pressure to actuate said clutch control motor and also operable to release fluid under pressure from said clutch control pipe, a manually operative starter control valve .at each of said stations operable to supply fluid under pressure from the respective fluid pressure supply pipe to an engine starting pipe to effect starting of said engine, a fuel control valve atone of said stations operable manually to supply fluid under pressure from the respective fluid prising in combination a clutch control fluid mo-m tor operative upon supply of fluid pressure to a clutch control pipe to eflect engagement of said clutch and upon release of fluid under pressure from said pipe toeffect disengagement of said clutch, a motor for said fuel device operable by pressure to actuate said clutch controlmotor and also operable to release fluid under pressure from said clutch control pipe, a manually operative starter control valve at each of said stations operable to supply fluid under pressure from the respective fluid pressure supply pipe to an engine starting pipe to eflect' starting of said engine, a fuel control valve at one of said stations operable manually to supply fluid under pressure from the respective fluid pressure supply pipe to said fuel pressure supply pipe to said fuel device control motor and to release fluid under pressure therefrom for controlling the operation of such motor, manually operable means at another of said control stations for manually adjusting said fuel'supply device and having an idling position for conditioning said fuel supply device to provide for idling operation of said engine, valve means arranged in the communications between said clutch control motor and the manually operative clutch control valves at the plurality of stations and in the communication between said engine starting pipe and the manually operative starter control valves at the plurality of stations operable upon operation of one of the said control valves to supply fluid under pressure .to its respective pipe to close communication therebetween and the other control valve connected to suchpipe, and a selector valve for selectively controlling the supply of fluid under pressure to the several .fluid pressure supply pipes and adjustable to'different positions for in each position supplyingfluid undenpressure to one of said supply pipes and for cutting off the supply of fluid under pressure to and venting the other supp p p Y 19. An arrangement for controlling the operation of a clutch to connect and disconnect an internal combustion engine to and from a propeller shaft, and for controlling the adjustment of a fuel supply device'for said engine, said arrangement comprising in combination, a clutch control fluid motor operable upon supply of fluid under pressure to a clutch control pipe to effect engagement of said clutch and upon venting of fluid under pressure from said pipe to effect disengagement of said clutch, clutch control means for supplying fluid under pressure to and for renting fluid under pressure from said pipe, a fluid motor for controlling said fuel device operable by fluid under pressure to adjust said fuel device to provide fuel to said engine in proportion to the pressure of the operating fluid and to provide for idling of said engine when the motor is void of fluid under pressure, means for varying the pressure of fluid in said fuel device control motor, and a valve device controlling communication between the last named means and said fuel supply motor controlled by pressure of fluid in said pipe and operative upon supply of fluid under pressure to said clutch control pipe to open said communication and upon venting of fluid under pressure from said pipe to close said communication and to vent fluid under pressure from said fuel supply motor to thereby effect idling adjustment of said fuel device.

20. An arrangement for controlling a clutch between an internal combustion engine and a propeller shaft which clutch has a neutral posupply of fluid under pressure to one control pipe for moving said clutch to its forward position and being movable from said forward position to said neutral position upon release of fluid under pressure from said control pipe, said motor being movable upon supply of fluid under pressure to a second control pipe to a, reverse position to effect. movement of said clutch from said neutral position to said reverse position and upon release of fluid under pressure from said second control pipe to effect movement of said clutch from said reverse position to said neutral position, means operable to supply fluid under pressure to and vent fluid under pressure from said flrstcontrol pipe while maintaining said second control pipe open to the atmosphere and operable to supply fluid under pressure to said second control pipe and release fluid under pressure therefrom while maintaining said first control pipe open to the atmosphere, a fluid control motor for said fuel device operable by fluid under pressure to adjust said fuel device to provide fuel to said engine in proportion to the pressure of the operating fluid and operable when void of fluid under pressure, to provide for idling of said engine, means for varying the pressure of fluid in aid fuel device control motor, a valve device controlling communication between the last named means and said fuel device control motor and arranged to be operated by fluid under pressure to open said communication and upon the venting of such fluid pressure to close said communication and to vent fluid under pressure from said fuel device control motor to effect idling of said engine, "and means including a double check valve device connecting the last named valve device to both of said control pipes, said double check valve device being operative upon supply of fluid under pressure to either one orthe other of said control pipes to establish communication therebetween and the last named valve device and to close communication between the last named valve device and the control pipe which is open to atmosphere.

21. A control system for a boat having above deck a control station and below deck an engine room containing an engine for propelling the boat and a clutch for rendering the engine either effective or ineffective, said control system comprising in the engine room a fluid motor for moving the clutch to either its effective position or its ineffective position, an engineer's control valve in the engine room operative by the engineer for controlling said fluid motor, a pilots control valve located at said controlstation above deck; operative by the pilot for controlling said motor, and a selector valve located in said engine room for 5 operation by the engineer to one position to render said pilot's control valve effective and said engineer's control valve ineffective, said selector valve being operable by the engineer to another position to render the pilots control valve ineffective and the engineers control valve effective.

22. An arrangement for controlling the operation of coupling means to either connect or disconnect an internal combustion engine to or from a member to be driven and for also controlling the adjustment of a fuel supply device for said engine comprising in combination, a coupling motor operable by fluid under pressure supplied to a control pipe to render said coupling means effectiveand upon release of fluid under pressure from said pipe to provide for rendering said coupling'means ineffective, a fuel motor adjustable by fluid under pressure to adjust said fuel supply device to vary the fuel supply to said engine in proportion to the pressure of such fluid,

5 manually operative speed control means for varying the pressure of fluid in said fuel motor and rendered effective only upon supply of fluid under pressure to said pipe and ineffective only upon release of fluid under pressure from said pipe, and

coupling control means for supplying fluid under pressure to and releasing fluid under pressure from said pipe.

23. An arrangement for controlling the operation of coupling means to either connect or disconnect an internal combustion engine to or from a member to be driven and for also controlling the adjustment of a fuel supply device for said engine comprising in combination, a coupling motor operable by fluid under pressure supplied to releasing fluid under pressure from said pipe, and

speed control means for varying the pressure of fluid in said fuel motor rendered effective only upon operation of said coupling cont-r01 means to supply fluid under pressure to said pipe and ineffective upon operation of said coupling con-

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