CONTROLLING GEAR AND SPEED INDICATOR FOR TRAMWAY ENGINES AND OTHER LOCOMOTIVES
Year: 1885

page_text: I BENJAMIN CHAPMAN BROWNE of the firm of Messrs R and W Hawthorn of
Forth Banks and St Peters, Newcastle on Tyne in the county of Northumberland,
Engineer do hereby declare the nature of. my invention for "CONTROLLING GEAR
AND SPEED INDICATOR FOR TRAMWAY ENGINES AND OTHER LOCOMOTIVES" and in
what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
This invention relates to controlling gear and speed indicator for tramway engines
and other locomotives, and consists of an apparatus, attachable to any tramway or
other locomotive engine by means of which the speed at which the engine is
travelling is always indicated and if such speed becomes unduly high or exceeds
the maximum fixed rate the steam is shut off and the brakes applied, until the
engine is stopped.
The invention is illustrated in the accompanying drawings in which Figure 1, is
a general side elevation; Figure 2, is an end elevation showing the controlling
cylinder in section on line w, w, figure 1; Figure 3, is a plan; Figure 4, is a
vertical section on line x, x, figure 1; Figure 5 is a horizontal section on line y, y,
figures 1, and 4; Figure 6, a horizontal section on line z, z, figures 1, and 4.
Similar letters represent similar parts in all of these figures.
:
A is a force pump, fixed in such a position as to be actuated by any suitable
working part or parts of the engine. The pump may be of any suitable double
acting type, but preferably of the well known pole and plunger type, in which an
amount of fluid equal to half the total area swept by the piston of the cylinder is
delivered per single stroke.
:
One port of the pump cylinder is connected to hollow chamber C, figures 4, and 6,
between the suction and delivery valves D, and E, and the other port communicates
with the upper part F, of aforesaid chamber C, figures 4, and 5. This chamber F;
has an orifice G, controlled by a valve H. The valve H, is constructed so that it
can be securely locked in any desired position, so that it cannot be interfered with
except by authority, and is out of control of the driver.

page_text: The chamber F, is connected by a passage or port J, to the underside of a piston
contained in a controlling cylinder K, the rod of which L, is carried up through a
guide. The piston is constantly pressed downwards by a spiral spring or its
equivalent M.
In suitable position at or near the upper extremity of the piston rod L, is placed
a projecting collar B. Two levers N, and O, the former connected to the regulating.
or throttle valve of the engine, and the latter to the steam brake valve, are centred
so that when the pressure in cylinder K, lifts the piston beyond the height due to a
certain speed, the said collar B, will engage with their ends and raise them up,
thus shutting of steam from the driving cylinders, and admitting steam to the
brake cylinder of the engine.
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=
The levers N and O, are provided with counter balance weights n, and o, to return
the valves to their normal position, after speed is reduced. The rods connecting the
levers to the regulating and brake valves, are provided with a suitable adjusting
arrangement so that their length can be adjusted and set with accuracy to operate
the valves at once as described, when the maximum, fixed rate of speed is
exceeded.
.
To the upper extremity of the piston rod L, is fixed a speed indicator P, moving
upon a gauge, or dial, divided to graduations of speed per time, or as desired.
A reservoir R, for fluid is placed in suitable position, communicating by pipe r,
fitted or not with a stop cock, for the purpose of supplying the apparatus, and
compensating for leakage if required. Any leakage past the piston in cylinder.K,
can escape back to R, by pipe rl, figure 1.
The action of the apparatus is as follows:-
The force pump A, is supplied with fluid from reservoir R, through suction
valve D. The, fluid is. then forced into, and from chamber F, through orificer G,
and adjustable valve H, to' chamber S, and is again utilized for further
circulation.
The underside of the piston of cylinder K is in direct communication with the
pressure in chamber F, through passage or port J, and thus pressure can be regu-
lated by adjustment of lock up valve H. As the pressure increases or diminishes
according to the speed at which the pump is driven, which is in a certain ratio to
the speed at which the engine is travelling, the piston in cylinder K, also rises
and falls in the same ratio, moving the indicator P, up and down on the gauge thus
indicating the speed or velocity of the engine. But when the speed becomes
unduly high or exceeds the maximum fixed speed to which the lock up valve H, is
adjusted and locked, the pressure causes the piston to rise further, compressing the
spring M, until the collar B, on the piston rod L, engages with the ends of
the regulating lever N, and brake lever O, forcing them up, the former closing the
main, throttle or regulating valve of the engine, thus shutting off steam, the latter
simultaneously opening the. brake valve, and applying the brakes, which valves
will so remain, until the controlling piston again falls and the fixed speed is
attained. Any great excess of pressure in the chauber F, and pipe J, which might
otherwise cause or tend to cause fracture, is able to escape at the relief valve Q.
A suitable air vessel U, is fitted on top of chamber F, to equalize the flow of fluid,
and reduce shocks.
The whole apparatus may be fixed to any suitable part of the engine frame as
shown at T, figures 2, and 4.
-
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is
(1.) Controlling gear for tramway and other locomotives, operated independently
of the driver, consisting of the combination of a lock up and adjustable valve H,
for regulating the pressure, and controlling cylinder K, and gear connected

page_text: therewith for actuating the steam and brake valves of the engine, all arranged
substantially as and for the purpose described.
(2.) The combination of an adjustable valve H, and controlling cylinder K, with
apparatus by which the movements of the piston of said controlling cylinder K,
are utilized to constantly indicate upon a gauge, the speed of the engine, sub-
stantially as and for the purposes described.