Apparatus for Controlling the Gas Supply from Reservoirs to · Burners on Railway Trains.
Year: 1892

page_text: Date of Application; 8th Apr., 1892
Complete Specification Left; 26th Nov.; 1892-Accepted, 31st Dec., 1892
Apparatus for Controlling the Gas Supply from Reservoirs to
· Burners on Railway Trains.
I, EDWIN FRANCIS HOWLDEN of St. James' Villa Doncaster, in the County of
York, Railway Carriage and Wagon Superintendent do hereby declare the nature
of this invention to be as follows:-
Where gas is employed for lighting railway carriages it is stored in receptacles
or reservoirs, from which by suitable pipes it is conveyed to the burners. In some
cases during the daytime the lighting of the carriages is necessary only during
certain comparatively short periods, as for instance, when a train is passing through
a tunnel, but ordinarily, as there are no convenient means available whereby the
communication between the reservoir and the burners can be readily controlled, the
lighting of the carriages has to be continued during the whole or a considerable
part of the journey in order that they may be lighted when passing through tunnels.
Likewise it frequently happens that a train is run with the gas full on for a long
distance notwithstanding that there is plenty of daylight for perhaps three fourths
of the journey because it becomes dark during the latter portion for which it is
necessary to have the full use of the gas lights. Now my invention is designed to
obviate this useless consumption of gas. For this purpose each reservoir is provided
with a pipe arranged to convey gas from the reservoir to the several burners of the
carriages, and with a valve or regulator and means for operating the same by fluid
pressure, so that the supply of gas from the reservoir to the burners may whenever
desired be nearly cut off or regulated as required by operating a suitable valve
on the engine or some other part of the train (for example, the guard's van).
According to one way of carrying out my invention the valves or regulators, adapted
to be operated by fluid pressure, are placed in suitable connection with a pipe to
which fluid pressure can be admitted, or in which a partial vacuum can be created
when it is desired to operate the valves or regulators. Where the train is fitted
with continuous and automatic brakes adapted to be worked with compressed air or
vacuum, the pipe in connection with the gas valves or regulators can be, when
required, placed in communication with the brake train pipe, whereupon there will
obtain in the pipe connected with the gas valves or regulators a like fluid pressure
or partial vacuum to that obtaining for the time being in the train pipe, thus
operating the gas valves or regulators as required. Where continuous or automatic
brakes are not employed, the pipe in connection with the gas valves or regulators
may have arranged in connection with it special means for altering the pressure in
the pipe when required to operate the gas valves or regulators which may be effected
for example by steam or by air compressed by a pump or by a partial vacuum
produced by any suitable means.
Dated this 8th day of & nuil 1900
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant....

page_text: “COMPLETE SPECIFICATION.
Apparatus for Controlling the Gas Supply from Reservoirs to
Burners on Railway Trains.
7,'
I; EDWIN. FRANCIS HOWLDEN, of St. James' Villa, Doncaster, in the County.of
York, Railway Carriage and Wagon Superintendent, 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 following statement:-
Where gas is employed for lighting railway carriages it is stored in receptacles
or reservoirs, from which by suitable pipes it is conveyed to the burners. In some
cases during the daytime the lighting of the carriages is necessary only during
.certain comparatively short periods,-as, for instance, when a train is passing through
a tunnel, but ordinarily, as there are no convenient means available whereby the
communication between the reservoir and the burners can be readily controlled, the
lighting of the carriages has to be continued during the whole, or a considerable
part, of the journey, in order that they may be lighted when passing through
tunnels. Likewise it frequently happens that a train is run with the gas full on for
a long distance, notwithstanding that there is plenty of daylight for perhaps three-
fourths of the journey, because it becomes dark during the latter portion for which
it is necessary to have the full use of the gas-lights. Now my invention is designed
to obviate this useless consumption of gas. For this purpose each reservoir is
provided with a pipe arranged to convey gas from the reservoir to the several
burners of the carriages, and with a valve or regulator (hereinafter called a
regulator) and means for operating the same by fluid pressure, so that the supply of
gas from the reservoir to the burners may, whenever desired, be nearly cut off, or
regulated as required, by operating a suitable valve on the engine or some other
part of the train. According to one way of carrying out my invention, the
regulators, adapted to be operated by fluid pressure, are placed in suitable
connection with a pipe to which fluid pressure can be admitted, or in which a partial
vacuum can be created when it is desired, to operate the regulators. Where the
train is fitted with continuous or automatic brakes adapted to be worked with
compressed air or vacuum, the pipe in connection with the regulators can be, when
required, placed in communication with the brake train pipe, whereupon there will
obtain in the pipe connected with the regulators a like Huid pressure or partial
vacuum to that obtaining for the time being in the train pipe, thus operating the
regulators as required. Where continuous or automatic brakes are not employed,
the pipe in connection with the regulators may have arranged in connection with it
special means for altering the pressure in the pipe when required to operate the
regulators, which may be effected, for example, by steam or by air compressed by a
pump or by a partial vacuum produced by any suitable means.
Referring to the accompanying illustrative drawings,
Fig. 1 shows an arrangement of apparatus according to my invention fitted on
a train provided with an air-pressure brake.
Fig. 2 shows the arrangement of the parts beneath the vehicle body.
Fig. 3 is a vertical central section to a larger scale of one of the regulators used
in this arrangement.
Fig. 4 is a front view, and
Fig. 5 a longitudinal section of a valve for controlling the operation of the
aforesaid regulators.
1 is the brake train pipe, 2 are gas reservoirs, of which there may be one or
more on each vehicle, 2ª is a pipe arranged to convey gas from the reservoir to the
several burners of the carriage shewn. 2° is a reducing valve through which the
gas passes. A is a regulator with a diaphragm arranged in a chamber in such

page_text: wise that the regulator can be operated by 'fluid pressure, as hereinafter explained'
and B is a valve by which the admission of fluid pressure through a pipe 3 to the
regulators is controlled.
The regulator A comprises an outer case formed in two flanged parts 4 and 5,
between the flanges 4 of which parts a flexible diaphragm 6 of suitable material
such as india rubber is secured. A valve spindle 7 passes through the centre of
this diaphragm and is secured thereto by a pair of clamping rings or washers 8
and 9. The spindle 7 carries a valve 10 at its upper extremity, which controls the
main passage 11 for the gas to the burners. The face of the valve 10 is situated
below the said passage 11 so that upward movement of the valve closes the passage.
A by-pass 12 controlled by an adjustable screw plug or valve 13 serves to allow
sufficient gas to find its way to the lamps to prevent their complete extinction when
the passage 11 is closed. 14 and 15 are respectively the inlet and outlet for the
gas passing through the regulator, and 16 is a nozzle to receive a branch pipe
leading to the pipe 3 before mentioned.
17, 17 are apertures by which the said nozzle communicates with the interior of
the regulator. 18 is a screw cap or cover to permit inspection of the valve and
valve seat, when necessary.
.3
The valve B (see Figs. 4 and 5) which is provided with a taper plug 19 and an
operating handle 20, is of the ordinary type and its construction will be obvious
from the drawings. It is provided with three apertures (21, 22 and 23) in its
shell; of these 21 leads to the pipe 3; 22 leads to the brake train pipe;"
and 23 communicates with the atmosphere. As indicated by dotted lines in.
Fig. 4 the plug 19 is provided with passages which correspond to the above
mentioned apertures, 21, 22 and 23 so that according to desire the pipe 3 can
either be put into communication with the brake train pipe, or be opened to the
atmosphere.
The operation of the apparatus is as follows:-
The passage 11 of each regulator A is normally open, the valve 10 resting (by
reason of its own weight and that of the parts connected with it) in its lowest
position as shown in Fig. 3. The gas thus finds free passage from the inlet 14 to
the outlet 15, and the gas is fuli on at the burners. At this time the operating
handle 20 of the valve B (see Fig. 1) is turned into such a position that the pipe 3
and the space below the diaphragm 6 are in communication with the atmosphere.
When it is desired to nearly cut off the gas from the burners, the handle 20 of
the cock B is turned into the position indicated in Fig. 4 so that the pipe 3 is in
communication with the brake pipe 1. This causes an increase of pressure in the
regulators A and causes the diaphragms 6 to rise, so closing the valves 10.
'
By again opening the pipe 3 to the atmosphere, the diaphragms 6 and valves 10
are allowed to descend, thereby again opening the passage 11 and allowing the full
supply of gas to pass to the burners. A spring or weight may if desired be
provided to assist the downward movement of each of the diaphragms and valves.
Fig. 6 shows an arrangement of apparatus according to my invention fitted on a
train provided with a vacuum brake.
Fig. 7 is a plan of the arrangement of the parts beneath the vehicle body.
Fig. 8 is a vertical central section to a larger scale of one of the regulators used
in this arrangement.
Fig. 9 is a front view, and
Fig. 10 a longitudinal section of a valve for controlling the operation of the just
mentioned regulators..
In these figures the same reference letters and numerals are used as in Figs. 1.
to 5 to designate corresponding parts. It will be seen, however, that the valve 10
in this case has its face above the passage 11 which is closed by a downward move
ment of the valve. A spring 24 tends to raise the valve and diaphragm 6.
The operation of the apparatus is similar to that of the apparatus just described
in connection with an air pressure brake. As long as the pipe 3 is open to the
atmosphere, the valve 10 of each regulator 'A' is in its highest position, and the gas

page_text: can pass freely to the burners. When, however, the pipe 3 is put into communi-
cation with the brake train pipe 1, by turning the handle 20 of the cock B into the
position shown in Fig. 9, a partial vacuum is produced beneath each diaphragm 6
which thereupon descends with the corresponding valve 10. This closes the
passages 11 and thereby cuts off the main supply of gas from the burners, leaving
only the small quantity which flows through the by-pass 12 of each regulator.
Fig. 11 shows a general arrangement of apparatus for use on vehicles fitted for
both air pressure and vacuum brakes.
Fig. 12 shows the arrangement of the parts beneath the vehicle body.
Fig. 13 shows to a larger scale the arrangement of the parts in the guard's van.
Fig. 14 is a vertical central section of one of the regulators A used in this
arrangement.
Fig. 15 is a front view of the valve for controlling the operation of the said
regulators.
The same letters of reference are used as in the preceding figures to denote
corresponding parts.
Two brake train pipes 1, 1ª are shown in this case, the larger one 1ª being the
vacuum brake pipe; the other 1 the air pressure brake pipe.
The valve 10 of the regulator is provided with two faces, an upper and a lower
one, so as to close the passage 11 whether moved upward or downward. The
said valve is normally retained in the open position as indicated in Fig. 14, by
two springs 24 24 one above and the other below the diaphragm 6.
The valve B is provided in this case with four openings (21, 22, 23 and 25) in
its shell; of these 21 leads to the pipe 3; 22 leads to the air-pressure brake
pipe 1; 23 leads to the atmosphere, and 25 leads to the vacuum brake pipe 1ª.
Passages corresponding with these apertures are formed in the plug. 19 of the
cock or valve, so that the pipe 3 can be put to pressure, vacuum, or atmosphere as
described.
It will be seen that either an increase or a decrease of pressure below the
diaphragm 6 and the consequent upward or downward movement of the valve 10,
will cut off the main supply of gas to the burners, so that with this apparatus the
said supply can be regulated whichever brake system is in use.
It will be readily understood that my apparatus can be also applied to trains
not fitted with continuous or automatic air pressure or vacuum brakes, if suitable
means such as a pump or air compressor be provided to take the place of the brake
train pipe 1 or 1 for the purpose of altering the pressure in the pipe 3.
Also that when used in connection with a brake train pipe the shutting off
of the main gas supply to the burner might be effected by the weight of the
regulator valve or by springs, the opening of the said supply being then effected
by opening the communication between the regulator and the train pipe, but I do
not recommend such an arrangement as it is open to objections that do not apply
to those I have illustrated.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that
what I claim is :-
1. Controlling the gas supply from a reservoir to burners (or a burner) on a
railway train by means of apparatus connected with the gas reservoir and with a
brake train pipe and adapted to be operated by fluid pressure by placing it in
communication with the brake train pipe substantially as set forth.
2. Apparatus for controlling the gas supply from a reservoir to burners (or a
burner) on a railway train, comprising a regulator in connection with the gas
reservoir, and with a pipe provided with a valve by which the regulator can be put
in communication with the brake train pipe or with apparatus for altering the fluid
pressure in the regulators and operating it substantially as described for the purpose
indicated.
3. For controlling the gas supply from reservoirs to burners on railway trains,

page_text: apparatus constructed applied and arranged substantially as described with reference.
respectively to and illustrated in Figs. 1 to 5 inclusive, Figs. 6 to 10 inclusive,
and Figs. 11 to 15 inclusive, of the accompanying drawings.
Dated this 25th day of November 1800
W. Lloyd Wise,
E. F. HOWLDEN.
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.