IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS
Year: 1882

page_text: LETTERS PATENT to Frederick William Eames, of Leeds, in the county of
"
York, Engineer, for an invention of IMPROVEMENTS IN PNEUMATIC BRAKE
APPARATUS FOR RAILWAYS."
PROVISIONAL SPECIFICATION left by the said Frederick William Eames
at the Office of the Commissioners of Patents on the 11th May 1882.
FREDERICK WILLIAM EAMES of Leeds in the County of York, Engineer,
"IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS"
This invention relates mainly to an improved construction of double acting
pneumactic lever for railway brakes which lever permits of being exhausted or of
receiving compressed air on opposite sides of its flexible diaphragm.
Hitherto pneumatic levers of this class have required the use of stuffing boxes to
render air tight the opening made for the sliding spindle, or such openings have
been closed by an arrangement of flexible sleeve or concertina bellows. In the
case of the stuffing box it was difficult to keep it air tight, and the flexible sleeve
quickly deteriorated by use.
In constructing my improved pneumatic lever, I use, as described in the
specification of my patent of February 15th 1879 No. 616 two flanged dish shaped
iron shells which clamp between them a flexible diaphragm having the form of a
truncated cone.
The lower shell I cast with a radial recess extending from the centre of the
shell to the flange, for the purpose of receiving a segment shaped rocking arm,
which is carried by a spindle having its bearings in the walls of the recess
immediately below the flange.
The diaphragm carries at its centre a plate which is connected by a link to the
rocking arm which occupies the radial recess when in its normal position. When
by the action of the exhaust or a plenum of air, the diaphragm is raised the arm
will rise with it and rock the spindle to which it is attached, and this rocking
motion of the spindle I transmit to the brake apparatus for the purpose of
applying the brake blocks to the running wheels or of lifting them therefrom.
To prevent the passage of air into or out of the pneumatic lever by way of the
spindle I fit the spindle in its bearings in the following manner.

page_text: I first drill a hole through the walls of the recess immediately below the flange,
of a diameter equal to the diameter of that end of the spindle which is to carry
the arm for transmitting motion to the brakes, and I then enlarge the hole in one
of the walls sufficiently to admit the squared portion of the spindle which is to
receive the segment-shaped rocking arm before mentioned. This enlarged hole
I close by an air tight cap piece which is shaped on its inner face to form a socket
bearing for the short end of the spindle.
To the other wall of the recess I fit a metal sleeve concentric with the drilled
hole, and in the box thus formed I insert a thick leather washer well lubricated,
which surrounds the spindle and closes the recess, air-tight on that side. Over
this I place a metal washer which more than fills the box and rests against a
shoulder on the spindle.
The outside lever or arm attached to the spindle is tightened up against this
metal washer by means of a nut which holds it in place.
As a modification of this mode of closing the recess air tight, I may use an
india rubber sleeve, connecting its outer end tightly to the spindle, and its inner
end to a ring projection on the casting.
This sleeve will allow for the rocking action of the spindle witbout its being
liable to deteriorate from this slight torsional action.
I will now describe the various ways in which I propose to employ my improved
pneumatic lever.
Supposing the train to be fitted with one line of vacuum pipes and with
auxiliary reservoirs I connect these reservoirs with the upper shell of the
pneumatic lever by a short pipe which connects also with the train pipe through a
check valve. Behind this check valve a branch pipe leads from the main train
pipe to the lower shell of the pneumatic lever. This lever in its normal state will
have a vacuum on both sides of its diaphragm, and the brakes will be kept out of
action by their own weight.
On the admission of air to the train pipe whether by design or accident the
check valve will be closed and air will pass by the branch pipe to the underside of
the diaphragm. This will cause the segment-shaped rock lever to rise, rock its
spindle and thereby set the brake apparatus in action.
So soon however as the train pipe is exhausted of air by the action of the
ejector as is well understood, a vacuum will be restored to the underside of the
diaphragm and the brakes will be put out of action.
In order to reinforce the vacuum on the one side of the pneumatic lever
diaphragm I employ a second or auxiliary line of vacuum pipes which I connect
with the pneumatic lever through the supplementary valve box described in the
specification of a patent granted to me and dated March 11th 1881 No. 1058.
This valve box I now invert in order to adapt the double valve which it contains
to altered circumstances.
The auxiliary line of pipes I connect with the now uppermost of the three
compartments into which the valve box is divided, the lowermost compartment I
connect with the auxiliary reservoir, and the middle compartment with the upper
half of the pneumatic lever.
Supposing now the brakes are applied by admitting air to the underside of the
diaphragm of the pneumatic lever, the double valve will at this time be in such a
position as to maintain the connection between the exhausted half of the
pneumatic lever and the auxiliary vacuum reservoir; that is to say the lower
valve will be open and the upper valve which cuts off the connection between the
pneumatic lever and the auxiliary line of pipes will be closed. If now the driver
sees it necessary to enforce the action of the brakes, he will set the ejector in
action, which exhausting the auxiliary pipes will suck up the valve and open a
communication between the auxiliary pipes and the exhausted side of the
pneumatic lever. By this means increased efficiency will be given to the vacuum
brake without the necessity for reexhausting the auxiliary reservoir.
In coupling up carriages fitted with this double arrangement of train pipes I

page_text: prefer to use an automatically closing catch coupling for the auxiliary pipe, and
stop cocks for the ordinary train pipe, there being no valves in the coupling pieces,
but to provide for the efficient action of the apparatus when cocks are used for
closing the ordinary train pipe, in the event of the coupler up of the train having
omitted to open any one of such cocks, I provide the following contrivance.
In the branch which connects the train pipe with the underside of the
pneumatic lever, I introduce a valve box containing a double equilibrium disc
valve, similar in action to the balanced valves described in the specification of a
patent obtained on my behalf by H. E. Newton and dated October 18th 1877
No. 3861. The upper part of this equilibrium valve works in a cylindrical recess
forming the bottom of a chamber which is connected with the train pipe. Below
this recess and concentric therewith is a contracted tubular extension of the valve
box, which communicates by a branch pipe with the underside of the diaphragm of
the pneumatic lever. Through this tubular extension passes the stem of the double
valve, carrying at its lower end a smaller disc valve which fits the tubular
extension. This valve is intended to close the tube against access of air while the
brakes are out of action, and to supply air through the tube to the pneumatic lever
when the brakes are to be applied.
Through the walls of the recess in which the upper valve works, a ring of
diagonal holes is formed trending upwards to open a communication between the
chamber and the recess when the valve is in its raised position. Overlying this
ring of diagonal holes is a floating piston which is intended to keep the greater
number of the holes closed under ordinary circumstances, but when a rapid action
is required to open all these holes to the exhaust train pipe.
Supposing the apparatus to be in proper order and the engine driver to admit air
gradually into the train pipe for applying the brakes the air will find its way slowly
under the upper disc valve, and pass on to the underside of the pneumatic lever
without the valves being affected. If however the air is introduced suddenly the
valve will drop and allow its smaller disc to admit air to the pneumatic lever
through the tubular passage in which the valve works.
The same action will simultaneously occur throughout the whole train, and thus
the action of the brakes will be expedited.
In order to restore the vacuum below the diaphragins of the pneumatic lever and
thereby release the brakes the train pipe will through the action of the ejector,
first exhaust the space above the upper disc valve thereby causing that valve to
rise and with it the lower valve, which now closes the passage for admitting air to
the pneumatic lever. The further exhaustion of the space above the upper valve
will then cause the floating piston to rise and thereby open the ring of radial holes
which it overlies. A passage will thus be made for the exhaustion of the air from
below the diaphragm and the apparatus will be restored to its normal state.
Should however the stop cocks of the train pipe be left closed through negligence,
the pneumatic lever would remain unexhausted and consequently inoperative, but
on an emergency the auxiliary pipe being brought into requisition it will exhaust
the upper half of the pneumatic lever and the lower valve remaining open air will
Le supplied to the lower half of the pneumatic lever which will then lift the
diaphragm and apply the brakes.
At the same time therefore that this arrangement quickens the action of the
brakes it will, should necessity require it, provide for the admission of air to the
underside of the pneumatic lever.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Frederick William Eames in the Great Seal Patent Office on the
11th November 1882.
FREDERICK WILLIAM EAMES, of Leeds in the County of York Engineer
"IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS
"
This Invention relates mainly to an improved construction of double acting
pneumatic lever for railway brakes, which lever permits of being exhausted or of
receiving compressed air on opposite sides of its flexible diaphragm.
Hitherto pneumatic levers of this class have required the use of stuffing boxes to
render air-tight the opening made for the sliding spindle, or such openings have
been closed by an arrangement of flexible sleeve or concertina bellows. In the
case of the stuffing box, it was difficult to keep it air-tight and the flexible sleeve
quickly deteriorated by use.
In constructing my improved pneumatic lever, I use, as described in the
Specification of my Patent of February fifteenth One thousand eight hundred and
seventy-nine No. 616, two flanged dish shaped iron shells which clamp between
them a flexible diaphragm having the form of a truncated cone, and to this
pneumatic lever I apply the contrivance illustrated in Sheet I of the accompanying
drawings where Fig: I shews in plan view the improved pneumatic lever connected
with an air reservoir of the pneumatic brake system Fig: 2 is a longitudinal
vertical section taken in the line 1, 2 of Fig: 1 and Fig: 3 is an end elevation of
the apparatus. In these figures a is the upper and a the lower shell of the
pneumatic lever A, between the flanges of which is clamped the flexible conical
diaphragm b.
The lower shell I cast with a radial recess extending from the centre of the shell
to its flange for the purpose of receiving a segment shaped rocking arm c. which is
carried by a spindle c'. having its bearings in the walls of the recess and immediately
below the flange.
The diaphragm b. carries at its centre a plate b¹. which is connected by a link b².
to the rocking arm c. which occupies the radial recess when in its normal position
as shewn at Fig: 2.-When by the action of the exhaust or a plenum of air, the
diaphragm b. is raised, the arm c will rise with it and rock the spindle c¹. to which
it is attached. This rocking motion of the spindle I transmit to the brake
apparatus as heretofore for the purpose of applying the brake blocks to the running
wheels or of lifting them therefrom.
To prevent the passage of air into or out of the pneumatic lever by way of the
spindle c', I fit the spindle in its bearings in the manner shewn in the sectional
view Fig: 4.
Through the walls of the recess immediately below the flange a hole is drilled of
a diameter equal to the diameter of that end of the spindle which is to carry the
arm for transmitting motion to the brakes, and I then enlarge the hole in one of
the walls sufficiently to admit of the passage through it of an enlarged portion of
the spindle which is squared to receive the segment shaped rocking arm c.- -This
enlarged hole is closed by an air tight cap piece d. which is shaped on its inner
face to form a socket bearing for the short end of the spindle.
To the other wall of the recess a metal sleeve e. is fitted concentric with the
drilled hole, and in the box thus formed a thick leather washer f. well lubricated is
inserted surrounding the spindle and closing the recess air tight on that side.
Against this leather washer a metal washer f. is placed which more than fills the
box and rests against a shoulder on the spindle.

page_text: The outside lever or arm g. attached to the spindle and serving to transmit its
motions to the brakes, is tightened up against the metal washer f. by means of a
nut, which holds it in place.
By this arrangement the vacuum within the pneumatic lever is preserved, the
passage of air to the interior of the pneumatic lever by way of the spindle bearings
being effectually closed.
As a modification of this mode of closing the recess air tight, I may use an india
rubber sleeve, connecting its outer end tightly to the spindle, and its inner end to a
ring projection on the casting.
This sleeve will allow for the rocking action of the spindle without its being
liable to deteriorate from the slight torsional action.
I will now describe the various ways in which I propose to employ my improved
pneumatic lever.
Supposing the train to be fitted with one line of vacuum pipes and with auxiliary
reservoirs as shewn in Sheet I of the drawings, I connect the reservoirs B with the
upper shell of the pneumatic lever A by a short pipe h, which pipe connects also
with the train pipe D through a check valve E. Behind this check valve, a branch
pipe h¹. leads from the main train pipe to the lower shell of the pneumatic lever.―
This lever in its normal state will have a vacuum on both sides of its diaphragm,
and the brakes will be kept out of action by their own weight.
On the admission of air to the train pipe D whether by design or accident, the
check valve E will be closed, and air will pass by the branch pipe h¹ to the under-
side of the diaphragmn. This will cause the segment shaped rock lever to rise, rock
the rock spindle c¹. and thereby set the brake apparatus in action.
So soon however as the train pipe D is exhausted of air by the action of the
ejector, as is well understood, a vacuum will be restored to the underside of the
diaphragm, and the brakes will drop out of action.
In order to re enforce the vacuum on the one side of the pneumatic lever diaphragm,
I employ a second or auxiliary line of vacuum pipes, which I connect with the
pneumatic lever through the supplementary valve box described in the Specification
of a Patent granted to me and dated March eleventh One thousand eight hundred
and eighty one No 1058.
This arrangement is shewn in several views in Sheet II of the drawings Fig: 5
being a plan view Fig: 6 a longitudinal section, and Fig: 7 an end view of the
apparatus.
In these figures similar letters are used to denote parts corresponding to those
just described.-D* is the auxiliary train pipe and F is the supplementary valve
box above referred to.-This valve box is inverted in order to adapt the double
valve which it contains to the altered circumstances.
The auxiliary line of pipes D* is connected with the now uppermost compart-
ment 1 of the valve box; the lowermost compartment 3 is connected with the
auxiliary reservoir, and the middle compartment 2 with the upper half of the
pneumatic lever A.
Supposing now the brakes to have been applied by admitting air to the under-
side of the diaphragin of the pneumatic lever, the double valve G will at this time
be in such a position as to maintain the connection between the upper.or exhausted
half of the pneumatic lever A and the auxiliary vacuum reservoir, that is to say,
the lower valve will be open, and the upper valve which cuts off the connection
between the pneumatic lever and the auxiliary line of pipes will be closed.-If
now the driver sees it necessary to enforce the action of the brakes, he will set the
ejector in action which exhausting the auxiliary pipe D* will suck up the valve G
and open a communication between the auxiliary pipes D* and the exhausted side
of the pneumatic lever, at the same time closing the communication between the
pneumatic lever and the vacuum reservoir.-By this means increased efficiency will
be given to the vacuum brakes without the necessity for re exhausting the auxiliary
reservoir.
In coupling up carriages fitted with this double arrangement of train pipes I

page_text: prefer to use an automatically closing catch coupling for the auxiliary pipe, and
stop cocks for the ordinary train pipe, there being no valves in the coupling pieces;
but in order to provide for the efficient, action of the apparatus when cocks are
used for closing the ordinary train pipe in the event of the coupler up of the train
having omitted to open any one of such cocks, I provide the contrivance shewn in-
vertical section and sectional plan in full size in Sheet III of the drawings and in
situ in Sheet II.
In the branch pipe h¹ which connects the train pipe with the underside of the
pneumatic lever, I introduce the valve box H which contains a double equilibrium
disc valve I. I*, similar in action to the balanced valves described in the Specification
of a Patent obtained on my behalf by Henry Edward Newton and dated October
eighteenth One thousand eight hundred and seventy seven, No 3861.-The upper
part I of this equilibrium valve works in a cylindrical recess forming the bottom
of a chamber 1 which is connected with the train pipe D, and a portion of its
periphery is cut away for a purpose to be presently explained. Below this recess
and concentric therewith is a contracted tubular extension 2. of the valve box,
wbich extension communicates by a branch pipe . with the underside of the
diaphragm of the pneumatic lever A.-Through this tubular extension passes the
stem of the double valve, carrying at its lower end the portion I* of the double
disc valve, which portion fits the tubular extension 2.-This portion I* is intended
to close the tube 2 against access of air while the brakes are out of action and
to supply air through the tube to the pneumatic lever when the brakes are to be
applied.
In the wall of the recess in which the valve I works, a ring of vertical grooves i.
is formed to open a communication between the spaces above and below the
valve I when the valve is in its raised position. Overlying this ring of vertical
grooves is a floating annular piston K which is intended to keep closed under
ordinary circumstances all the grooves except those which are opposite the cut
away portion of the valve I, and thereby leave open only a small passage for the
exhaustion of the air from the pneumatic lever. When however a rapid action is
required the floating piston will rise and open all the grooves to the exhaust
train pipe.
Supposing the apparatus to be in proper order and the engine driver to admit
air gradually into the train pipe for applying the brakes, the air will find its way
slowly under the upper disc valve I, and pass on to the underside of the pneumatic
lever A without the valves being affected. If however the air is admitted suddenly
the valve will drop, and allow its smaller disc to admit air to the pneumatic lever
through the tubular passage in which the valve works.
The same action will simultaneously occur throughout the whole train, and thus
the action of the brakes will be expedited.-In order to restore the vacuum below
the diaphragms of the pneumatic levers and thereby release the brakes, the train
pipe will through the action of the ejector, first exhaust the space above the upper
dise valve I thereby causing that valve to rise, and with it the lower valve I*,
which now closes the passage for admitting air to the pneumatic lever.-The
further exhaustion of the space above the upper valve will then cause the floating
piston to rise, and thereby open the ring of vertical grooves which it overlies.
A passage will thus be made for the exhaustion of the air from below the
diaphragm of the pneumatic lever A and the apparatus will be restored to its
normal state.
Should however the stop cocks of the train pipe be left closed through negligence
the pneumatic lever would remain unexhausted, and consequently inoperative; but
on an emergency the auxiliary pipe D* being brought into requisition, it will
exhaust the upper half of the pneumatic lever, and the lower valve remaining open,
air will be supplied to the lower half of the pneumatic lever which will then lift
the diaphragm and apply the brakes. At the same time therefore that this
arrangement quickens the action of the brakes, it will, should necessity require it;
provide for the admission of air to the underside of the pneumatic lever.

page_text: Having now set forth the nature of my Invention of "Improvements in
pneumatic brake apparatus for Railways", and explained the manner of carrying
the same into effect I wish it to be understood that under the above in part recited
Letters Patent I claim.-
First: The arrangement of double acting pneumatic lever above described
whereby the passage of air thereto by way of the spindle bearings is prevented.
Secondly The means above described with reference to Sheet II of the drawings
for enforcing the action of the brakes by the direct action of the ejector on the
pneumatic lever.
Thirdly The application to the pipe which connects the pneumatic lever with
the train pipe of the valve box arranged as described with reference to Sheet III
of the drawings, for providing a direct communication between the underside of the
pneumatic lever and the open air, for the purposes above set forth.
In witness whereof I the said Frederick William Eames have hereunto set
my hand and seal the ninth day of November in the year of our Lord One
thousand eight hundred and eighty two.