Improved Speed Regulator for Motive Power Engines.
Year: 1899

page_text: Date of Application, 12th June, 1899
Complete Specification Left, 9th Mar., 1900-Accepted, 21st Apr., 1900
PROVISIONAL SPECIFICATION.
Improved Speed Regulator for Motive Power Engines.
WC, CHARLES GOUZIN. of the P. L. M. Railway Station, Draguignan (Var)
France, Stationmaster, and PHILIPPE BLEYS, of Diaguignan, aforesaid, Mechanic,
do hereby declare the nature of this invention to be as follows:-
The object of the present application is an apparatus for regulating, within
previously determined limits, the speed of the engine to which it is applied. This
apparatus is applicable for use on locomotives. As all passenger trains are now
provided with continuous brakes this regulator has been adapted chiefly with a
view to its application to such trains, but as will be shewn later on it may also
be used on stationary engines.
The regulator consists essentially of a cylinder provided with tubes connected
with the ordinary tubes of the brake; in this cylinder are three pistons mounted
on the same rod which control, according to their positions the communications
of the different tubes aforesaid, so that when they are in a given position the
brake is actuated.
The pistons of the regulator proper are controlled by another piston which
placed in a special cylinder is subjected to the action of a pump worked by the
engine to which the regulator is applied, and so arranged that when the maximum
speed is attained this latter piston is moved by the hydraulic pressure sufficiently
to ensure the action of the brake by means of the regulator and other means above
mentioned.
In the accompanying drawings:-
Figure 1 is an axial section of the apparatus.
Figure 2 is a transverse section on the line 2-2 of Figure 1.
Figure 3 is a complete view on a smaller scale, shewing the regulator applied to
the brake of an engine.
Figure 4 is a transverse section on the line 1-1 of Figure 3.
Figure 5 is a part view of the whole apparatus shewing the application of the
regulator to stationary engines.
The apparatus is composed as follows:-
In a cylinder C a piston D covered with plated leather or metal segments is
supported at one end of its course by means of the spring 1. Beneath this
piston an aperture in the bottom of the cylinder communicates through a pipe B
with a centrifugal pump A operated by the engine by means of the shaft
suitable transmitting means; the water drawn up into this pump arrives through
the pipe b.
and
Above the cylinder C is placed the regulator proper formed of a casing H in
which three pistons P, P1, P2 mounted on the same rod t, can work, said rod being
bolted at i to the rod T of the piston D. The casing H having four series of
apertures oo 02 03 is surrounded by a cylinder E, provided with four cham-
hers G, G1, G2, G3, each respectively corresponding to the apertures o, o¹, 02, 0 of
the casing H. On the other hand the chambers G G1, G2, G3 have respectively
tubes F F F F³, with junctions for easily connecting pipes thereto, The
Price 817

page_text: pistons P, P1, P2, P3 are situated with regard to the apertures o o¹, 03, 03 as
shewn in Figure 1.
The working of the regulator when applied to compressed air brakes such as
the Wenger Westinghouse or Lipkowski brakes is as follows:-
The regulator is connected to the different tubes of the brake as shewn in
Figure 3. When the apparatus is stationary it is in the postion shewn in
Figure 1. The compressed air arrives in the tube F2 at the pressure maintained
in the main pipe, passes into the casing H and through the apertures o³, the
chamber G3 and the tube F3, crosses the cock M, fills the general pipe L and goes
through the pipe N to fill the space between the pistons P and P. When the
locomotive starts the pump is operated and according as the speed increases, the
piston D raised by the water pumped in, lifts the pistons of the regulator. When
the maximum speed is attained, the piston Pe closes the communication between
the pipe and the pipe F3 and the main pipe, and the piston P opens the com-
munication with the pipe F and consequently with the main pipe and the escape
pipe F there is no pressure in the pipe and the brakes are pressed on.
the speed decreases the spring I causes the piston 1) and the regulator pistons
to resume their first position, the piston 1 communicates between the pipes F2
and F the main pipe is again filled and the brakes are off"; at the same time
the piston P closes the escape pipe F
When
Our apparatus may likewise be applied without any modification to vacuum
brakes. In this case the pipe F communicates with the steam from the boiler F
with the blast-pipe of the ejector with the controlling valve worked by the
brakesman and with the main pipe.
The apparatus is illustrated in a state of rest in Figure 1.
When the engine is started, the piston 1) is raised by the water driven in by
the pump, and with it also the pistons P, P1, P2. When the maximum speed is
attained, the piston Popens the communication between the pipes F1, F2 and
at the same time the piston Pe closes the communication from the pipe F2 and
consequently from the brakesman's valve with the pipe F and the main pipe.
The steam passing through F and F goes into the ejector, a vacuum is produced in
the main pipe and the brakes are put on. On the speed decreasing, the spring I
draws back the piston D and consequently the regulator pistons, the piston P
then opens the communication between 1 and F which allows the brakesman
to introduce air into the main pipe for taking off the brake. At the same moment
the piston P closes the pipe and intercepts the steam coming to the ejector.
In these two applications as well as in the following one, it should be pointed
out that the tension of the spring I is regulated by means of the screw d for the
maximum speed designed.
Figure 5 shews the application of the regulator to industrial steam engines.
In this case an ordinary cast iron cylinder R is added to our usual apparatus,
this cylinder having a metal piston the diameter of which is fixed according to
the power of the engine to which the apparatus is applied. The rod of this
piston is joined to the operating part of the brake of the engine. On the piston
of the cylinder R rests a spring strong enough to return it rapidly when the space
above the surface on which the steam presses is put into communication with the
escape. In this arrangement, the pipe F communicates with the steam from the
boiler, F with the cylinder R, with the escape, and 13 is connected with F
by means of a pipe y. The apparatus operates in the same manner as above
described. When the maximum speed is attained, the piston C has raised the
regulator pistons so that P opens the communication of F¹ with F and at the
same moment P2 closes F3. The steam passes from F to F¹, comes under the
piston of the cylinder R and the brake is operated. The speed decreasing the
regulator pistons are brought back by the piston D. The pipe is opened and
F closed, the steam from the cylinder R escapes by the pipes F3 and F. the
piston of the cylinder R is returned to its original position by means of its spring
and the brake is "off."

page_text: We do not restrict ourselves to the arrangement described above but reserve
the right of modifying details as may be requisite in various applications. Thus
we may substitute for the pistons made in metal segments pistons covered with
plated leather, and the other modifications necessitated thereby.
1
100
1
T
1000
We, CHARLES GOUZIN, of the P. L. M. Railway Station, Draguignan (Var)
France, Stationmaster, and PHILIPPE BLEYS, of Draguignan, aforesaid, Mechanic,
do hereby declare the nature of this invention and in what manner the same is
to be performed to be particularly described and ascertained in and by the follow-
ing statement:-
The object of the present application is an apparatus for regulating, within
previously determined limits, the speed of the engine to which it is applied. This
apparatus is applicable for use on locomotives. As all passenger trains are now
provided with continuous brakes this regulator has been adapted chiefly with a
view to its application to such trains, but as will be shewn later on it may also
be used on stationary engines.
The regulator consists essentially of a cylinder provided with tubes connected
with the ordinary tubes of the brake; in this cylinder are three pistons mounted
on the same rod which control, according to their positions the communications
of the different tubes aforesaid, so that when they are in a given position the
brake is actuated.
The pistons of the regulator proper are controlled by another piston which
placed in a special cylinder is subjected to the action of a pump worked by the
engine to which the regulator is applied, and so arranged that when the maximum
speed is attained this latter piston is moved by the hydraulic pressure sufficiently
to ensure the action of the brake by means of the regulator and other means above
mentioned.
In the drawings filed with the Provisional Specification:-
Figure 1 is an axial section of the apparatus.
Figure 2 is a transverse section on the line 2-2 of Figure 1.
Fgure 3 is a complete view on a smaller scale, shewing the regulator applied to
the brake of an engine.
Figure 4 is a transverse section on the line 1-1 of Figure 3.
Figure 5 is a part view of the whole apparatus shewing the application of the
regulator to stationary engines.
The apparatus is composed as follows:--
In a cylinder (a piston D covered with plated leather or metal segments is
supported at one end of its course by means of the spring I. Beneath this
piston an aperture in the bottom of the cylinder communicates through a pipe B
with a centrifugal pump A operated by the engine by means of the shaft a and
suitable transmitting means; the water drawn up into this pump arrives through
the pipe B.
Above the cylinder C is placed the regulator proper formed of a casing H in
which three pistons P. P1, P2 mounted on the same rod t, can work, said rod being
Lolted at i to the rod T of the piston 1). The casing H having four series of
apertures 0, 0, 0, 03, is surrounded by a cylinder E, provided with four cham-

page_text: bers G, G¹, G3, G³, each respectively corresponding to the apertures o, o¹, o³, 03 of
the casing H. On the other hand the chambers G G1, G2, G³ have respectively
tubes F, F, F. F3, with junctions for easily connecting pipes thereto. The
pistons P, P1, P2, P3, are situated with regard to the apertures o, o¹, 02, 03 as
shewn in Figure 1.
The working of the regulator when applied to compressed air brakes such as
the Wenger Westinghouse or Lipkowski brakes is as follows:-
The regulator is connected to the different tubes of the brake as shewn in
Figure 3. When the apparatus is stationary it is in the position shewn in
Figure 1. The compressed air arrives in the tube F2 at the pressure maintained
in the main pipe, passes into the casing H and through the apertures o³, the
chamber G³ and the tube F, crosses the cock M, fills the general pipe L and goes
through the pipe N to fill the space between the pistons P and P. When the
locomotive starts the pump is operated and according as the speed increases, the
piston D raised by the water pumped in, lifts the pistons of the regulator. When
the maximum speed is attained, the piston P2 closes the communication between
the pipe and the pipe F3 and the main pipe, and the piston P opens the com-
munication with the pipe F and consequently with the main pipe and the escape
pipe F; there is no pressure in the pipe and the brakes are pressed on. When
the speed decreases the spring I causes the piston 1) and the regulator pistons
to resume their first positions the piston P3 communicates between the pipes F2 and
F3 the main pipe is again filled and the brakes are "off"; at the same time the
piston P closes the escape pipe F¹.
Our apparatus may likewise be applied without any modifications to vacuum
brakes. In this case the pipe F communicates with the steam from the boiler,
with the blast-pipe of the ejector with the controlling, valve worked by the
brakesman and F3 with the main pipe.
The apparatus is illustrated in a state of rest in Figure 1.
When the engine is started, the piston 1) is raised by the water driven in by
the pump, and with it also the pistons P, P, P. When the maximum speed is
attained, the piston Popens the communication between the pipes 11, 12 and
at the same time the piston P2 closes the communication from the pipe F2 and
consequently from the brakesman's valve with the pipe 1 and the main pipe.
The steam passing through F and F goes into the ejector, a vacuum is produced in
the main pipe and the brakes are put on. On the speed decreasing, the spring I
draws back the piston D and consequently the regulator pistons, the piston P2
then opens the communication between E and F2 which allows the brakesman
to introduce air into the main pipe for taking off the brake. At the same moment
the piston P closes the pipe and intercepts the steam coming to the ejector.
In these two applications as well as in the following one, it should be pointed
out that the tension of the spring I is regulated by means of the screw d for the
maximum speed designed.
Figure shews the application of the regulator to industrial steam engines.
In this case an ordinary cast iron cylinder R is added to our usual apparatus,
this cylinder having a metal piston the diameter of which is fixed according to
the power of the engine to which the apparatus is applied. The rod r of this
piston is joined to the operating part of the brake of the engine. On the piston
cf the cylinder R rests a spring strong enough to return it rapidly when the space
above the surface on which the steam presses is put into communication with the
escape. In this arrangement, the pipe communicates with the steam from the
boiler, F with the cylinder R, F2 with the escape, and F3 is connected with
by means of a pipe y. The apparatus operates in the same manner as above
described. When the maximum speed is attained, the piston Chas raised the
regulator pistons so that P opens the communication of F with and at the
same moment P2 closes 1. The steam passes from F to F', comes under the
piston of the cylinder R and the brake is operated. The speed decreasing the
regulator pistons are brought back by the piston 1). The pipe F is opened and
closed, the steam from the cylinder R escapes by the pipes F and F2, the

page_text: piston of the cylinder R is returned to its original position by means of its spring
and the brake is off."
"
We do not restrict ourselves to the arrangement described above but reserve
the right of modifying details as may be requisite in various applications. Thus
we may substitute for the pistons made in metal segments pistons covered with
plated leather, and the other modifications necessitated thereby.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed I declare that what I
claim is:-
1. A maximum speed regulator consisting of a cylinder having four tubes
placed at various heights and provided with three pistons mounted on the same
piston rod which are adapted according to their position to control the communi-
cation of said tubes, said piston rod being actuated by a separate piston which
is subjected to the action of a pump actuated by the engine to which the regulator
is applied, arranged to operate substantially as and for the purposes described.
2. The arrangement for regulating the speed of the locomotive engines pro-
vided with vacuum or air brake apparatus, substantially as described and illus-
trated in Figures 1 and 3 of the drawings.
3. The arrangement for regulating the speed of a stationary steam engine,
substantially as described and illustrated in Figure of the drawings.
4. A maximum speed regulator for motive power engines constructed and
arranged to operate substantially as described and illustrated in the drawings.
Dated this Sth day of March 1900.
W. P. THOMPSON & Co..
Of London, Liverpool, Manchester, and Birmingham.