An Automatic Governor for the Compression Pumps of Railway Air Brakes.
Year: 1896

page_text: Date of Application, 31st Mar., 1896-Accepted, 25th July, 1896
COMPLETE SPECIFICATION.
An Automatic Governor for the Compression Pumps of Railway
Air Brakes.
1, GEORGE SANFORD LEE of Hawthorne, in the County of Passaic in the
State of New Jersey, United States of America, Civil Engineer, 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:-
My invention has relation to automatic governors for air brakes and has for its
object the provision of novel means for automatically connecting and disconnecting
the moving parts of a pump from the mechanism by which it is operated the
automatic connection and disconnection of the pump and its operating mechanism
being effected by the variation of the air pressure due to the alternate
accumulation of pressure by the pump and the reduction of pressure proceeding
from the operation of the brake.
My invention consists in the novel construction, combinations and arrangements
of parts hereinafter described.
Referring to the accompanying drawing, wherein
Figure 1 is a horizontal sectional view of my improved governor, and
Figure 2 a vertical sectional view on the line of Figure 1.
Figure 3 is a horizontal central sectional view of a modified construction of
governor.
In Figures 1 and 2 A designates a cylinder having a head A', with stuffing
box A, through which pass a piston rod A*, carrying a piston A. A lever F, is
pivotally connected to the end of the piston rod A, and is also connected to the
clutch or other connecting devices which are interposed between the moving parts
of the pump and its actuating mechanism.
Upon the end of cylinder A is screwed a valve chamber B, which is in the form
of a "T" coupling and contains a cylindrical piston valve composed of the two
parts B, B3, a screw threaded pin on the part B', screwing into a screw-threaded
hole in the part B2, a packing B, being interposed between these parts B', B.
One end of the chamber B, is closed by an adjustable screw plug B³, and a
spring B', is interposed between the plug B, and the piston valve, so that by
the adjustment of the plug the resistance of the spring may be increased or
diminished.
A port C, leads from the valve chamber to the cylinder, and the part B³, of the
valve is formed with a circumferential groove b, from which passages b', b, lead to
the hollow interior of the part B2, and a passage & leads from the interior of the
valve chamber to the open air.
The part B, of the slide valve is formed with a cage C which limits the
movement of the piston valve. The open end of the valve chamber B, screws onto
a coupling D, which also receives a pipe E, leading from the reservoir in which the
compressed air is stored, and a pipe F1, leading to a valve chamber G, on the side
of cylinder A. The valve chamber G, contains a cylindrical piston valve G', made
up of alternate rings 9, 9, 9, of packing material and metallic discs g', g², g³, g', all
fixed on a common stem y. The upper end of the valve chamber G, is closed by
an adjustable screw plug G, and a spring G, is interposed between the screw plug
and the upper end of the valve G, so that by the adjustment of the plug the

page_text: pressure of the spring can he regulated. The discs g, g, of the valve G¹, are
formed with circumferential grooves, g, and a passage H, in the walls of the
chamber G, leads from the space in the chamber below the valve G¹ to a point
where it communicates with the groove, when the valve G, is in the position
shown in the drawing. A port, leads from the interior of cylinder A, to the
interior of the chamber G, and a port 2, leads from the chamber G, to the open
air, the position of these ports being such that when the valve G', is raised by the
increase of pressure in the pipe F', leading from the reservoir, the ports i, i¹, and
the groove will coincide and will form an unobstructed passage from the interior
of the cylinder A to the open air.
OPERATION.
The parts being in the position shown in the drawing, let it be supposed that the
air in the reservoir is below the pressure required for effective working and the
pump is at work. When the air pressure reaches a certain point the valve G¹
rises and opens the communication through i, i, g, from the upper part of
cylinder A, to the open air. This position is maintained until the air pressure
reaches the maximum, whereupon the valve B', 13, is forced back against the
resistance of the spring B', closing the port b, and opening the passage C, to the
interior of cage part B, and allowing the air to enter the cylinder A, below
the piston and elevate the same. The position of parts last described is maintained
whilst the pressure is at the maximum and the pump, having been stopped by the
elevation of the piston, remains inactive, so long as the piston remains in its
clevated position.
The gradual decrease of air pressure, due to the operation of the brake, first
results in the movement of the valve B1, B2, which closes communication between
the reservoir and the lower end of cylinder A, and opens communication through
port 2, to the open air. The further decrease of pressure to the minimum allows
the descent of valve G', to the position shown in the drawing, whereupon, the air
passes up from pipe E, through pipe F1 and passage H, thence through groove g
and a port and entering above the piston A pushes it down and starts the pump.
The operation of connecting and disconnecting the pump operating mechanism is
thus accomplished in a perfectly automatic manner solely by the variation in
pressure produced by the operation of the brake.
In the structure shown in Figure 3 A, A', designate hollow cylindrical members
secured together by a screw coupling and constituting a cylinder larger at one end
than the other, the larger section A, having its end closed by a head A2, provided
with a stuffing box A³, through which passes a piston rod carrying two
pistons A, A, the former fitting and working in the larger part A, of the
cylinder, while the latter fits and works in the smaller part A.
The piston rod is formed in two sections A7, A8, attached together by a screw
coupling, and the piston A, is formed integral with the section A', while the
piston A, is integral with the section A. Suitable packing a, a, is applied to
the respective pistons which move simultaneously as an integral structure.
A lever F, is pivotally connected to the end of the piston rod, A', and is also
connected to and by its movement serves to connect and disconnect the clutch
which is interposed between the axle of the car and the pump.
Upon the end of the cylinder is screwed a valve chamber B, having two valve
seats b, b, and valves 62, 63, formed on a stem 6, the valves seating oppositely to
one another so that as one is closed the other is opened. The stem, extends
beyond the valve 63, and is socketted to receive the end of a follower 65, which is
carried by a compression spring 6, contained in a casing ', the other end of
spring 6, bearing on a flanged screw plug 6, which screws through the head b
of the casing, and by means of which the tension of the spring 60, is regulated.
A pipe C, leads from the valve chamber to a compressed air reservoir and
a branch pipe C', leads from the pipe C, to a chamber C, containing pressure
regulating valves arranged on the side of the section A, of the cylinder. This

page_text: a flanged screw plug C, that screws through the head C, of the chamber and
serves as a means for adjusting the tension of the spring. A by-pass pipe D, is
connected with the chamber C³, above and below the valve C, and a valve D¹, is
arranged in said by-pass pipe, being pressed against its seat d, by a compression
spring d, and the stem d, of the valve projects into the chamber above the
valve C, a bevelled surface d³, on the end of the stem contracting with a
bevelled surface c, on the valve C³, and serving to close and hold firmly in
position the valve D', when the valve C is moved by the pressure of air in
pipe C'.
OPERATION.
When, by the rotation of the car axle and consequent operation of the pump, the
pressure in the air reservoir has reached a maximum of, say fifty-one pounds, the
valve 6, the function of which is to admit air under predetermined pressure to
the cylinder A', will be opened against the pressure of spring 6, which has been
regulated by means of the screw plug 6, to exert a closing pressure of fifty pounds
on the valve 6, while the valve , which controls the exhaust from the
chamber A", will be closed, and the air will enter under the piston A°, and will
force up the piston rod A. A³, and operate the lever F, to throw out of engagement
the clutch that connects the driving axle and pump, thereby stopping the pinp.
Prior, however, to this operation, and after a pressure of thirty-six pounds has been
gained the air will have entered the chamber C, through pipe C¹, and forcing up
the valves C3, C4, C5, will have closed the valve D', in the by-pass pipe I), and
opened a port f, leading from cylinder A, to the space in chamber C2, between the
valves C and C, from which space there is a free passage to the open air through
a port F
When the pump is stopped at fifty pounds pressure by the movement of piston
rod A', A, and pivoted lever F, the pump will remain inactive until the air
pressure has been reduced sufficiently to allow the spring C, which has been
regulated to exert a pressure of thirty-five pounds, to push down the stem C, and
open the valve D', of the by-pass pipe D, and allows air to enter the cylinder A,
above the piston A°, through the port, whereby the piston is depressed to its
seat on the end of the cylinder section A', and the pump is set in motion by the
downward pull of the piston rod A', on the lever F.
The foregoing operations are repeated automatically from time to time as the
pressure in the air reservoir reaches the desired maximum or minimum and thus
the proper and safe pressure requisite for efficient operation is constantly
preserved.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what 1
claim is :-
First. In a governor for air brakes, the combination with a chamber containing
pistons of different areas, of means for admitting air at different pressure
alternately and automatically in contact with said pistons to operate the same
substantially as described.
Secondly. In a governor for air brakes, the combination of a chamber, pistons
of different areas both attached to the clutch mechanism of a pump driving shaft
and arranged in said chamber, with means for "automatically" admitting air
under pressure to move said pistons in one direction and for admitting air under
different pressure to move said pistons in the opposite direction, substantially as
described,

page_text: Thirdly. In a governor for air brakes, the combination of a chamber, having
sections of different area, pistons of different area fitting said chamber, a spring
valve adapted to admit air under determined pressure to the piston of lesser area,
and a spring valve adapted to admit air at a lower determined pressure to the
piston of greater area, substantially as described.
Fourthly. In an automatic governor for air brakes, the combination of a
chamber in sections of different areas, pistons working in said chambers, means
for automatically admitting air under pressure to the piston of smaller area and
automatically releasing the air from the chamber of greater area and means for
cutting off the supply of air at high pressure, releasing the air from the chamber
of lesser area and simultaneously admitting air to lower pressure to the piston of
greater area, substantially as described.
Fifthly. In an automatic governor for air brakes, a chamber in sections of
different area, pistons fitting thereto and mounted on a common rod, a valve
admitting air at a predetermined maximum pressure to one of said pistons, a valve
connected to the supply pipe operable by a decrease of pressure to a predetermined
maximum and a third valve operable by the said valve on the supply pipe to
admit air under the minimum pressure to the other of said pistons, substantially as
described.
Sixthly. In an automatic governor for air brakes, the combination with a
chamber containing a piston, of means for automatically admitting air under low
pressure to one side of said piston and means for automatically admitting air
under high pressure to the other side of said piston, whereby variations of pressure
effect automatically the reciprocation of the piston in both directions, substantially
as described.
Seventhly. In an automatic governor for air brakes, the combination with a
cylinder and piston, of a valve controlling the inlet and exhaust on one side of
suid piston and automatically operable by air under low pressure to open the
inlet and close the exhaust, and by air under high pressure to close the inlet and
open the exhaust with a second valve controlling the inlet and exhaust on the
outer side of said piston and operating to open and close the inlet and exhaust
on that side under reverse conditions of air pressure, substantially as described.
Eighthly. In an apparatus of the class described, the combination of a cylinder,
a piston therein connected to a pump regulating device, and a valve adapted to
admit air to one side of the piston at the predetermined lowest working pressure of
the brake system and to open an exhaust when said predetermined minimum is
exceeded, with a second valve adapted to admit air to the other side at the desired
maximum of pressure and to open the exhaust on that ride when the pressure
diminishes to below the maximum, substantially as described.
Ninthly. In an automatic governor for air brakes, the combination with a
cylinder and piston of an adjustable automatic valve controlling the inlet and
exhaust on one side of said piston, substantially as described.
Tenthly. In an automatic governor for air brakes, the combination with a
cylinder and piston, of two automatic valves both communicating with a common
source of compressed air and with said cylinder, one of said valves being adapted
to operate under a predetermined low pressure, and the other to operate under
a predetermined high pressure, substantially as described.
Eleventhly. In an automatic governor for air brakes, the combination with a
cylinder and pistun, of an automatic valve adapted to open and close the inlet and
exhaust of said cylinder, a sping to move said valve in one direction and a screw
to regulate the pressure of the sping, substantially as described.
Dated this 30th day of March 1896.
GEORGE SANFORD LEE,
By Henry Skerrett,
24 Temple Row, Birmingham, Agent for Applicant.