Improvements in or applicable to Automatic Vacuum Brake Apparatus.
Year: 1891

page_text: Date of Application, 16th Dec., 1891
Complete Specification Left, 5th Aug., 1892-Accepted, 17th Sept., 1892
PROVISIONAL SPECIFICATION.
Improvements in or applicable to Automatic Vacuum Brake
Apparatus.
I, JAMES GRESHAM of the firm of Gresham & Craven Limited, of Craven Iron
Works, Salford, Manchester in the County of Lancaster, Engineer and Director
of the said Company, do hereby declare the nature of the said invention, to be as
follows
Firstly. My invention relates to improvements in the combination, arrangement
and construction of ball valve apparatus made upon those improvements described
in the Specification of Letters Patent granted to me numbered 11,057 of 1884 and
the object of this part of my present invention is an arrangement of the said ball
valve apparatus in such manner that when taken in pieces, the ball caunot be lost
or damaged and so that the valve apparatus cannot be improperly put together
again, through inadvertency or imperfect knowledge on the part of the workmen.
The ball according to the Specification of my aforesaid Letters Patent was
inserted through a hole in the casing, closed by a screw plug, and dropped into a
hole in the stem or stirrup (connected with the small diaphragm) for pulling the
ball from off its seating, and when the stirrup was withdrawn the ball (except care
was taken) was liable to fall and get damaged or lost and might be replaced without
the ball.
By my present invention the ball is carried in the hole or cavity in the stirrup
or stem and cannot fall from it, and at the same time (when the stem or stirrup is
in its normal position) the ball is allowed to rise from, and fall back to its seating
freely to allow air to pass and then close against its returu, and the hole in the
casing for inserting the ball and the screw plug for closing the same are dispensed
with, and the inner end of the stem or stirrup is so formed and arranged that it can
only be replaced in the hole for it in the casing which guides its movements, when
in its correct position.
The hole for the ball in the stem or stirrup is large enough to give perfect
freedom of action when lifting from and falling back upon its seating, but the hole
at the lower side of the stirrup is reduced so that while allowing the ball to act
freely it is not large enough to permit the ball to pass through the hole in the
stirrup or stem and as there is a pin across the hole in the latter which is inserted
after the ball is placed in position, the ball is thus connected with the stirrup and
cannot fall away from it when withdrawn from the casing.
That part of the stirrup having the hole in it for the ball valve is of such depth
and is so much on one side of the axis of the stein or stirrup that its end can only
be inserted in the guiding hole in the casing when it is the proper side up, in which
position the lever, for actuating the stem or stirrup when the ball is to be moved
on one side from its seating, is also in its correct position.
Secondly. My invention relates to improvements in the combination, arrangement
and construction of what is termed the supplementary valve apparatus for admitting
atmospheric air into the train pipe and brake cylinder quickly and in case of
emergency which is described in the first part of the Complete Specification of
Letters Patent granted to me and numbered 6320 of A.D. 1888.
Referring more particularly to that modification illustrated by Fig. 2 it will be
seen that the supplementary valve, in a casing (c) is combined directly with a
casing (b) for the ordinary ball valve and connected mechanism of automatic
vacuum brakes.
It will also be seen that the atmosphere on the exterior of the casing (c) can pass
directly through a series of holes (c) in the casing (c) to the supplementary
valve (c³), and that within the supplementary valve (²) there is a ball valve (c²).

page_text: In carrying out my present improvements I find it better and more convenient to
keep the ordinary ball valve mechanism and the supplementary valve mechanism
separate, that is to say, to keep the ordinary ball valve mechanism attached to
the brake cylinder in the ordinary manner and to insert the supplementary valve
mechanism, between the flanges forming the junction between the train pipe, and
what is termed the syphon pipe, which is generally coupled by an elastic tube with
the ordinary ball valve mechanism on the brake cylinder. By this arrangement
the supplementary valve apparatus can be readily applied to or removed from
trains fitted up with ordinary automatic vacuum brakes by simply unscrewing the
bolts uniting the flanges and interposing between them the supplementary valve
apparatus with an additional set of bolts.
The holes in the casing (c) hereinbefore referred to for admitting air to the
exterior of the supplementary valve, being constantly open are liable, or some of
them are liable to get closed by dust, mud or dirt, and such dirt or dust may get to
the supplementary valve and between it and its seating, when it is opened so that
it is prevented thereby from closing so fully as to prevent leakage.
The main object of this part of my present invention is to dispense with the holes
in the casing which are constantly open and to cause the air which is to pass to the
supplementary valve to enter through an additional valve, which opens only when
air is to pass to the supplementary valve into the train pipe and into the brake
cylinder under the piston.
This additional valve is on one side of the casing for the supplementary valve with
its inlet opening downwards and it is or may be a flap valve hinged to one side, and
provided with a lever or other arrangement by which it may be held closed when the
supplementary valve is required from any cause (such as leakage) not to operate
and thus it is put out of action without affecting the ordinary ball valve mechanism
connected with the brake cylinder of that vehicle or the supplementary valves and
ordinary ball valve mechanism of other vehicles of the same train.
Within the supplementary valve a winged cone ended lifting valve is or may be
substituted for the ball valve (c) before referred to, this lifting valve being
arranged to operate in a manner same as the said ball valve (e) which is within the
supplementary valve.
Dated this Fifteenth day of December 1891.
PETER J. LIVSEY,
Agent.
COMPLETE SPECIFICATION.
Improvements in or applicable to Automatic Vacuum Brake
Apparatus.
I, JAMES GRESHAM, of the firm of Gresham & Craven Limited, of Craven Iron
Works, Salford, Manchester, in the County of Lancaster, Engineer and Director
of the said Company, 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 :--
Firstly. My invention relates to improvements in the combination, arrangement
and construction of ball valve apparatus made upon those improvements described
in the Specification of Letters Patent granted to me numbered 11,057 of 1884, and
the object of this part of my present invention is an arrangement of the said ball
valve apparatus in such manner that when taken in pieces, the ball cannot be lost
or damaged, and so that the valve apparatus cannot be improperly put together
again, through inadvertency or imperfect knowledge on the part of the workmen.
The ball according to the Specification of my aforesaid Letters Patent was
inserted through a hole in the casing, closed by a screw plug, and dropped into a
hole in the stein or stirrup (connected with the small diaphragm) for pulling the
ball from off its seating, and when the stirrup was withdrawn, the ball (except care

page_text: was taken) was liable to fall and get damaged or lost, and might be replaced without
the ball.
By my present invention the ball is carried in the hole or cavity in the stirrup
or stem and cannot fall from it, and at the same time (when the stem or stirrup is
in its normal position) the ball is allowed to rise from, and fall back to its seating
freely, to allow air to pass, and then close against its return, and the hole in the
casing for inserting the ball, and the screw plug for closing the same, are dispensed
with, and the inner end of the stem or stirrup is so formed and arranged that it can
only be replaced in the hole for it in the casing which guides its movements, when
in its correct position.
The hole for the ball in the stem or stirrup is large enough to give a perfect
freedom of action when lifting from, and falling back upon its seating, but the hole
at the lower side of the stirrup is reduced so that while allowing the ball to act
freely, it is not large enough to permit the ball to pass through the hole in the
stirrup or stem and as there is a pin across the hole in the latter which is inserted
after the ball is placed in position, the ball is thus connected with the stirrup and
cannot fall away from it when withdrawn from the casing.
That part of the stirrup having the hole in it for the ball valve is of such depth
and is so much on one side of the axis of the stem or stirrup that its end can only
be inserted in the guiding hole in the casing when it is the proper side up, in which
position, the lever for actuating the stem or stirrup when the ball is to be moved
on one side from its seating is also in its correct position.
Secondly. My invention relates to improvements in the combination, arrangement
and construction of what is termed the supplementary valve apparatus for admitting
atmospheric air into the train pipe and brake cylinder quickly and in case of
emergency, which is described in the first part of the Complete Specification of
Letters Patent granted to me and numbered 6320 of A.D. 1888.
Referring more particularly to that modification illustrated by Fig. 2 it will be
seen that the supplementary valve in a casing (e) is combined directly with a
casing (b) for the ordinary ball valve and connected mechanism of automatic
vacuum brakes.
It will also be seen that the atmosphere on the exterior of the casing (c) can pass
directly through a series of holes (c) in the casing (c) to the supplementary
valve () and that within the supplementary valve (c) there is a ball valve (c).
In carrying out my present improvements I find it better and convenient to keep
the ordinary ball valve mechanism, and the supplementary valve mechanism separate,
that is to say, to keep the ordinary ball valve mechanism attached to the brake
cylinder in the ordinary manner, and to insert the supplementary valve mechanism.
between the flanges forming the junction between the train pipe and what is termed
the syphon pipe, which is generally coupled by an elastic tube with the ordinary
ball valve mechanism, on the brake cylinder. By this arrangement the supple-
mentary valve apparatus, can be readily applied to or removed from trains fitted
up with ordinary automatic vacuum brakes, by simply unscrewing the bolts uniting
the flanges and interposing between them, the supplementary valve apparatus with
an additional set of bolts.
The holes in the casing (c) herein before referred to, for admitting air to the
exterior of the supplementary valve, being constantly open, are liable, or some of
them are liable to get closed by dust, mud or dirt, and such dirt or dust may get
to the supplementary valve, and between it and its seating, when it is opened, so
that it is prevented thereby from closing so fully as to prevent leakage.
The main object of this part of my present invention is to dispense with the holes
in the casing which are constantly open and to cause the air which is to pass to the
supplementary valve to enter through an additional valve, which opens only when
air is to pass to the supplementary valve into the train pipe and into the brake
cylinder under the piston.
This additional valve is on one side of the casing for the supplementary valve
with its inlet opening downwards and it is or may be a flap valve hinged to one

page_text: side, and provided with a lever or other arrangement by which it may be held
closed when the supplementary valve is required from any cause (such as leakage)
not to operate and thus it is put out of action without affecting the ordinary ball
valve mechanism connected with the brake cylinder of that vehicle or the supple-
mentary valves and ordinary ball valve mechanism of other vehicles of the same
train.
Within the supplementary valve, a winged cone ended lifting valve is or may
be substituted for the ball valve (7) before referred to, this lifting valve being
arranged to operate in a manner same as the said ball valve (7) which is within
the supplementary valve.
Fig. 1. is a vertical section in the line B-B Fig. 2.
Fig. 1 is an enlarged detached section of the diaphragm spindle and connected
parts.
Fig. 2. is a horizontal section in the line A-A Fig. 1, except that the ball,
stem, and lever actuating them are outside plan views.
Fig. 3. is a vertical section on the line C-C looking from the diaphragm in
Fig. 1, except that the ball and pin for keeping it in position is not shown in
section.
Fig. 4. is a vertical section of the supplementary valve mechanism, for admitting
air into the train pipe quickly in the case of emergency.
The section is taken in about a line D-D Fig. 5. but the central lifting valve
and lever handle for closing the flap valve are outside views of those parts.
Fig. 5. is an outside elevation of the parts shown in Fig. 4, looking from the left
of Fig. 4. towards the handle for holding the flap valve closed.
Fig. 6. is a top plan view except that a horizontal section is shown of a part of
the casing in about a line E-E Fig. 4.
Fig. 7. is a horizontal section of the guide webs of the main lifting valve in about
the line F-F Fig. 4.
Fig. 8. is a vertical section of an ordinary brake cylinder and vacuum chamber
detached, showing also the piston, piston rod, ball valve mechanism, the flexible
tube connecting it with the supplementary quick acting emergency valve mechanism
also shown in this figure.
Fig. 9. is a vertical section showing the ordinary mode of connecting the train
pipe, by means of a flexible tube with the ball valve mechanism attached to the
vacuum brake cylinder when the supplementary emergency valve mechanism is
not used.
a, Figs. 1, 2 and 3 is the casing of the valve mechanism. It has a flange a¹, by.
which it is united to the vacuum brake cylinder, as shown in Fig. 8. The passage a,
in the casing a, communicates with the underside, and the passage a³, with the
upperside of the piston and the vacuum chamber of the brake cylinder as will be
understood by reference to Fig. 8.
The branch a, of the casing a, is prepared on its exterior to receive one end of
the flexible tube b', which connects it with the main train pipe b, passing from end
to end of the vehicles of a train (see Fig. 8).
It will be seen that the passage from the junction a, branches on each side of
the metal forming the walls or sides of the passage a³, and enters the cavity or
passage a², above the ball valve leading to the underside of the piston shown
in Fig. 8.
When air is withdrawn from the train pipe b, the air in the brake cylinder can
pass from the vacuum chamber at the upperside of the piston, through the passage ³,
through the ball valve c, which lifts from its seating to allow it to pass into the
cavity a, in the casting a, above it to the branch a, and flexible tube b³, to the
train pipe b.
Air from the underside of the piston can also pass at the same time from it along
the passage a², to the train pipe 6, thus the brake cylinder on both sides of the
piston is exhausted more or less and the piston can descend to its lowest position
by which movement the brakes are withdrawn from the wheels.

page_text: But when air is admitted into the train pipe b, it passes back in the reverse
direction and it can get under the piston, but it cannot enter the vacuum chamber
at the upper side of the piston as the ball valve c, closes against the passage of air
in that direction, and there is then a vacuum more or less perfect in the chamber
above the piston, so that the pressure of the atmosphere acting upon its lowest
side lifts the piston and applies the brakes.
The ball, is free in a hole in the stem c', which actuates it and when placed
within this hole it is prevented from getting out by a pin e², across the hole in the
stem above the ball.
The seating for the ball is formed in the casting (a) so as to project upwards,
the metal on each side of the seating is sunk or removed to allow a slot or channel
on the underside of the stem and the under projecting lips on each side of the slot to
come on each side of the upward projecting seating and under the ball c.
The slot in the lower side of the stem c', is not wide enough to allow the ball,
to pass through, but it gives sufficient space to allow the ball to move freely and to
come close to its seating.
This arrangement of the ball c, and its actuating stem is most clearly shown by
Fig. 3, and by the enlarged detached section Fig. 1^.
It will be seen that the inner end 3, of the stem is guided in a hole in the casing,
and that there is a projection upwards above the longitudinal axis of the stem, so
that the inner end of the stem can only be inserted in the hole in the casing,
when in its correct position, with the slot on the underside of it over the
seating for the ball c.
There is a disc part ct, formed on the stem between which and another disc c³,
screwed upon the stem, the central part of the flexible diaphragm d, is held, the
exterior margin of the diaphragm being secured between facings formed upon the
casing a, and the part e, which is secured by bolts passing through holes in flanges
to the casting a.
The outer end of the stem c¹, is jointed, to a lever c, that extends across the
dished outer end of the part e, so that whether the lever c, is pulled one way or
the other, it acts against the edge of the dished part e, as a fulcrum to draw the
stem c', outwards, and this brings the inner side of the hole in the stem against
the ball c, and pushes it from off its seating, and this admits air from the train
pipe, to the vacuum chamber of the brake cylinder above the piston, and thus
takes off the brakes.
The atmosphere can get freely through the annular space between the part e, and
the stem, so as to force the diaphragm d, inwards when there is a more or less
perfect vacuum in the cavity or passage and this brings the stem into the position
in which it is shown in Figs. 1 and 2, with the hole in the stem annular to the ball
o, Fig. 1, is a bent flat spring secured by the joint pin of the lever c³, to
the stem c¹, to put a little friction upon it so as not to move inwards too easily.
f, is a screw plug for closing a hole which gives access to the passages a³, this
hole also acting as a means of supporting the cores for the passage a³, when making
the casting.
valve c.
In Fig. 8. g. is the vacuum cylinder; g', the trunnion upon which it is carried;
g, the cylinder in which the piston works; 4, the piston; ', the rolling elastic
packing; 2, the piston rod, to the outer end of which the brake levers are connected.
, Figs. 8 and 9, is the train pipe; j, is a hollow cap flange with a branch j', upon
it, prepared for connection with one end of the elastic tube .
Fig. 9. shows the ordinary mode of connection with the train pipe when supple-
mentary emergency valve mechanism is not used, and when used, the bolts.securing
the hollow cap, to the junction flange 12, on the branch from the train pipe, have
simply to be removed and then the supplementary valve mechanism is inserted
between the two as shewn in Figs. 4 and 8.
In my previous invention described in the Specification of my said Letters
Patent No. 6320 of 1888, the supplementary valve mechanism was combined directly
with the ball valve mechanism on the brake cylinder, this necessitated a larger

page_text: pipe between the train pipe and the brake cylinder, but by my present arrangement
the ordinary small pipe is sufficient.
Referring to Figs. 4, and 6:-, is the train pipe or a T junction in the train
pipe.
The vertical branch has a flanged branch j2, screwed into it, faced to form a
junction with the hollow ĉap junction; a ring of india rubber,, leather or other
suitable material ³, being interposed between the faces of the flanges coming
together to form a junction with the lower flanged face of a casting k, the upper
flanged face of which forms a junction with the hollow cap junction j.
There is a packing ring between the casting k, and the flanged branch 2, and
the margin of the flexible diaphragm comes between the upper flanged face of the
casting, and the cap junction j, so that when bolted together, not only is the joint
made air tight but the margin of the diaphragm is held secure.
The hole in the central part of the diaphragm is passed upon the upper end of a
valve, which has a shoulder upon its exterior against which the central part of
the flexible diaphragm /, is held by a metal washer acted upon by a screw nut 1,
screwing upon the upper end of the valve l.
'
The lower face of the valve l, is formed by a washer of india rubber or other
suitable material 13, the outer edge of the washer passes into an internal groove
in the lower face of the valve 7, while the inner edge of the washer is secured
by a shoulder on a bush or collar, screwing into the hole in the centre of the
valve l...
The inner part of the casting k, under the lower part of the valve l, is formed,
aud faced as a seating for the valve l.
The 'collar or, bush. , has projections, descending from its lower side which
enter into the bore of the casting and act as guides to the valve 1, as shown in
Fig. 7.
In the hole through the axis of the valve 1, another valve m, is arranged, having
radiating wings from its stem to guide and keep it central in the hole in the axis of
the valve l..
There is a flange round the lower part of the stem of the central valve m,
which when lifted closes against a seating on the lower face of the collar or
bush ...
The lower end of the valve rests when in its normal open position upon a pin 2,
on the upper face of a bar k³, passing across the bore of the casting.
When there is a sufficient rush of air to lift the central valve m, it closes, but
when the main valve l, also lifts, the upper end of the stem, of the central valve m,
comes against a projection, in the centre of the cap junction, and this will cause
the central valve m, to open again...
In a branch from the casting k, a metal flap valve n, is hinged on a set screw n',
which screws into the side of the casting, the head when screwed up close, making
a tight joint therewith, while the prolongation of the set screw reduced in diameter
forms.the axis upon which the flap. valve a, hinges, the end of the prolongation
entering a hole at the opposite side of the casting.
The flap valve n, is. faced by a washer of india rubber or other suitable
material n, which is secured to the flap by an eye bolt n³, having a disc or shoulder
formed upon it on one side of the valve and a screw nut on the other side.
The eye of the bolt n³, is arranged so. that the hook end of a lever n', can enter
it and draw the flap valve n, down close against its seating, formed in the casting,
when the lever handle n', is moved from the dotted to the full line position shown
in Fig. 4.
The fulcrum of the lever handle nt, is carried on a pin no, passing through a hole
in the axis of the lever, and holes in projections ³, from the underside of the
casting k. On the pin n', and between the end of the boss on one side of the axis
of the lever handle, and one of the projections 3, that carries the pin, a split or
elastic washer n, is placed to give friction to prevent the lever handle n', from
moving too freely. 535
1.

page_text: When the lever handle n', is in the position shown in dotted line in Fig. 4, its
hook end is clear of the eye bolt n³, and the flap valve n, is free to open and close,
but when the lever handle n', is in the position shown in full line in Fig. 4, its
hook end has entered the eye bolt and has drawn the flap valve down close against
its seating and no air can enter.
This arrangement of the valve n, prevents the admission of dust and dirt to the
valves, and m, at all times except in case of emergency when there is a sudden
in-rush of air admitted into the train pipe (6) when the flap valve n, will open
freely and the entering air will help to lift the valve 1, (by acting upon the
diaphragm ) and air will rush past the valve l, into the train pipe b, and part
will pass the central valve m, which when the valve opens, will be pushed off its
seat by the projection, and the air will pass to the underside of the brake piston h,
thus lifting it and applying the brakes.
When the sudden rush of air to the train pipe b, ceases, the valve 1, will descend
to its seating, and the central valve m, will remain open as shewn in Fig. 4, so
that for the ordinary working of the brakes air can be exhausted from both sides
of the piston h, in the brake cylinder or can be admitted to its underside, as the
air for such ordinary operations of the brake only enters comparatively speaking
at a slow velocity which is not sufficient to open the valve l, the valve m, remaining
open.
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 I
claim is.
1. The combination of a ball valve with its horizontal seating arranged and
combined with the stem for actuating the same substantially as and for the
purpose hereinbefore described and illustrated by Figs. 1 to 3 inclusive of the
drawings.
2. The combination and arrangement of a ball valve, and mechanism for
actuating the same, as and for the purpose herein before described and illustrated
by the drawings.
3. The combination with supplementary valves (l, and m) for admitting air on
emergency into the train pipe of automatic vacuum brakes, of an automatic valve,
which admits air to the emergency valves when required, but closes at other times
to exclude dust and dirt, substantially as hereinbefore described and illustrated by
Figs. 4 to 6 inclusive of the drawings.
4. The combination with the automatic valve (n) for admitting air when required
to the emergency valves of a hand lever or other equivalent device for holding the
automatic valve (n) closed when required substantially as hereinbefore described
and illustrated by Figs. 4, 5 and 6 of the drawings.
5. The combination and arrangement of the emergency valves (l, and m,) and
automatic valve (n) lever (n) with the train pipe (6) and cap (j) as hereinbefore
described and illustrated by Figs. 4 to 7 inclusive of the drawings.
6. The combination of emergency valve mechanism on the train pipe and ball valve
mechanism on the brake cylinder as hereinbefore described and illustrated by Fig. 8
of the drawings.
Dated this Fourth day of August 1892.
PETER J. LIVSEY,
Agent.