IMPROVEMENTS IN OR CONNECTED WITH VACUUM AND STEAM BRAKE APPARATUS FOR RAILWAY TRAINS
Year: 1884

page_text: I, SAMUEL CARLTON of Clifton House in the County of Wilts, Engineer, do
hereby declare the nature of said Invention for "IMPROVEMENTS IN OR CONNECTED
WITH VACUUM AND STEAM BRAKE APPARATUS FOR RAILWAY TRAINS" to be as
follows:
This Invention has reference to vacuum and steain brake apparatus of the kind
described in the Specification of a former Patent granted to ine the 10th August
1882, No 3800.
In such apparatus according to my present Invention to control the admission
of steam to the ejector, I employ a disc valve having two apertures, one (the
smaller) suitable for high pressure steam and another (the larger) suitable for low
pressure steam, whereby the ejector is rendered effective over a greater range of
steam pressure and works more economically, the smaller hole only being necessary
when the pressure is high, whereas the larger hole is necessary when the pressure
falls or when the vacuum is required quickly.
The discharging cone of the ejector is of an improved form, as is also the steain
conc. A check or non-return valve is provided of improved construction and so
arranged as to be accessible at all times for examination and repair. For
controlling admission of air to the train pipes and reservoir, as also for placing
them in communication and for other purposes to be mentioned presently I provide
a valve of peculiar construction with ports and passages so arranged as hereinafter
explained that in one position of the valve, air is exhausted from the train pipe
and reservoir; in another position of the valve air is exhausted from the train
pipe only in a third position the vacuum is destroyed in the train pipe only ;-
in a fourth position it is destroyed in the reservoir only-and in a fifth position
the train pipe and reservoir are both open to the atmosphere.
Referring to the Drawings, Fig. 1 represents a longitudinal section of apparatus
embodying my improvements.
Fig. 2 is a front elevation and part section.
Fig. 3 is a front elevation of the steam valve box of the ejector, the lower parts
being removed.
Fig. 4 shews an arrangement for taking the supply of steam for the ejector at
the back of the flange thereof.
Fig. 5 is an elevation of the back of the flange of the ejector, showing the
aperture for the admission of steam.
Fig. 6 is a plan shewing the air inlet valve chamber.
The main apparatus may be similar in general arrangement to that illustrated
and described in the Specification of my former Patent above referred to N° 3806
dated 10th August 1882.

page_text: In all the Figures above mentioned the same reference letters are used to denote
like parts.
A is the discharging cone of the ejector,-which is screwed into the air chamber B,
communicating with the steam chamber C.
Separating the steam and air chambers, is a partition D, having through it an
aperture into which is screwed the steam cone E. in the same axial line, with the
discharging cone A of the ejector. The end of the steam cone E, abutting within
the steam chainber C, is formed so that when in position it, together with the
partition D forms a faco against which the disc valve F rotates. The disc valve F
has two apertures g¹ and h¹ formed in its face, of different sizes, the smaller of
which h¹ is suitable for high pressure steam, and the other g' for low pressure
steam. G is a lever for actuating the disc valvo F, by means of the valve
spindle k. In one position of this lever the aperture for high pressure steam is
opposite to the passage in the steam cone; in another position of the lever the
aperture for low pressure steam is opposite the passage in the steam cone, whilst
in a third position live steam is cut off from the ejector;-H is a cover for
giving access to the disc valve as required. K is a branch forming the inlet
for steam from the boiler to the steam chamber C. The position of this branch
may be varied to suit circumstances. If it be more convenient to take the
steam at the back of the flange this may be accomplished by the arrangement
illustrated in Figs. 4 and 5. is a thoroughfare formed in the upper part
of the ejector, for the admission of steam to the valve chamber C, by way of
the steam pipo m' abutting against the back of the flange n³ of the ejector.
The position of the thoroughfare may be varied as required. L is my
improved form of check valve, it is hinged to a diaphragm o¹ and secured in
position by and between the projection p' and N which is a screwed cap, which
besides retaining the diaphragin o' in position at the same time gives access to the
check valve for examination and repairs.
The improved air inlet valve arrangement is shewn in section, elevation, and
plan, by Figs. 1, 2 and 6. O is the valve chamber communicating with the train
pipe P. Qis a tapering plug the bottoin and sides of which work air tight within
the chamber O. This chamber has two passages leading from it,-one of these R,
communicates with the train pipe,-the other, q', is connected to the reservoir by
way of the branch S. The tapering plug Q has also a passage R formed within
it, by which the train pipe P can be placed in communication with the reservoir
as illustrated in Fig. 1.-Also the plug is formed with a port 7, by means of
which the reservoir can be placed in communication with the atmosphere. The
plug is kept in position airtight by means of a spring which is placed round
a spindle s', formed on or secured to the exterior of the plug. By this spindle
also the plug Q is rotated by means of the lever U. The chamber O is partially
closed by a perforated cap V screwed into its upper part. Through the centre of
the cap is a hole forming a guide for the vertical spindle s².
Referring now to Fig. 6. When the lever U is in position, 1 the ejector is
exhausting the train pipe and reservoir; in position 2 the train pipe only is under
exhaustion; in position 3 air is admitted to the train pipe only; while in position 4,
air is admitted to the reservoir and train pipe; and in position 5, air is admitted
to the reservoir only.
As is obvious my above described improvements may be used together or some
of them without the others-suitable substitutes being provided when needful as
will be well understood.

page_text: I, SAMUEL CARLTON of Clifton House in the County of Wilts, Engineer, do
hereby declare the nature of my Invention for "IMPROVEMENTS IN OR CONNECTED
WITH VACUUM AND STEAM BRAKE APPARATUS FOR RAILWAY TRAINS" and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This Invention has reference to vacuum and steam brake apparatus of the kind
described in the Specification of a former Patent granted to me the 10th August
1882. N° 3806.
In such apparatus according to my present Invention to control the admission of
steam to the ejector, I employ a disc valve having two apertures, one (the smaller)
suitable for high pressure steam and another (the larger) suitable for low pressure
steam, whereby the ejector is rendered effective over a greater range of steam
pressure and works more economically, the smaller hole only being necessary when
the pressure is high, whereas the larger hole is necessary when the pressure falls
or when the vacuum is required quickly.
The discharging cone of the ejector is of an improved form, as is also the steam
conc. A check or non-return valve is provided of improved construction and so
arranged as to be accessible at all times for examination and repair. For
controlling admission of air to the train pipes and reservoir, as also for placing
them in communication and for other purposes to be mentioned presently I provide
a valve of peculiar construction with ports and passages so arranged as hereinafter
explained that in one position of the valve air is exhausted from the train pipe
and reservoir; in another position of the valve air is exhausted from the train pipe
only; in a third position the vacuum is destroyed in the train pipe only; in a
fourth position it is destroyed in the reservoir only-and in a fifth position the
train pipe and reservoir are both open to the atmosphere.
Referring to the Drawings; Fig. 1 represents a longitudinal section of apparatus
embodying my improvements.
Fig. 2 is a front elevation and part section.
Fig. 3 is a front elevation of the steam valve box of the ejector, the lower parts
being removed.
Fig. 4 shews an arrangement for taking the supply of steam for the ojector at
the back of the flange thereof.
Fig. 5 is an elevation of the back of the flange of the ejector, showing the
aperture for the admission of steam.
Fig. 6 is a plan shewing the air inlet valve chamber.
The main apparatus may be similar in general arrangement to that illustrated
and described in the Specification of my former Patent above referred to, N° 3806
dated 10th August 1882.
In all the Figures above mentioned the same reference letters are used to denote
like parts.
A is the discharging cone of the ejector,-which is screwed into the air
chamber B, communicating with the steam chamber C.
Separating the steam and air chambers, is a partition D, having through it an
aperture into which is screwed the steam cone E in the same axial line, with the
discharging cone A of the ejector. The end of the steam cone E, abutting within
the steam chamber C, is formed so that when in position it, together with the

page_text: .
partition D forms a face against which the disc valve F rotates. The disc valve F
has two apertures g' and formed in its face, of different sizes, the smaller of
which is suitable for high pressure steam, and the other g³ for low pressure
steam. G is a lever for actuating the disc valve F, by means of the valvo
spindle ¹.
In one position of this lever the aperture for high pressure steam is opposite to
the passage in the steam cone; in another position of the lever the aperture for low
pressure steam is opposite the passage in the steam cone, whilst in a third position
live steam is cut off from the ejector; H is a cover for giving access to the disc
valve as required.
K is a branch forming the inlet for steam from the boiler to the steam
chamber C. The position of this branch may be varied to suit circumstances.
If it be more convenient to take the steam at the back of the flange this may be
accomplished by the arrangement illustrated in Figs. 4 and 5. 11, is a
thoroughfare formed in the upper part of the ejector, for the admission of steam
to the valve chamber c by way of the steam pipe m' abutting against the back of
the flange n¹ of the ejector. The position of the thoroughfare, may be varied
as required. L is my improved form of check valve,-it is hinged to a diaphragm o'
and secured in position by and between the projection p¹ and N which is a screwed
cap, which besides retaining the diaphragm o' in position at the same time gives
access to the check valve for examination and repairs.
The improved air inlet valve arrangement is shown in section, elevation, and
plan, by Figa. 1, 2, and 6. O is the valve chamber communicating with the train
pipe P. Qis a tapering plug the bottom and sides of which work air tight within
the chamber O. This chamber has two passages leading from it, one of these, r,
communicates with the train pipe; the other q is connected to the reservoir by
2.I
way of the branch S. The tapering plug Q has also a passage R³ formed within
it, by which the train pipe P can be placed in communication with the reservoir
as illustrated in Fig. 1. Also the plug Q is formed with a port by means of which
the reservoir can be placed in communication with the atmosphere. The plug Qis
kept in position airtight by means of a spring which is placed round a spindle &¹
formed on or secured to the exterior of the plug.
By this spindle also the plug Q is rotated by means of the lever U. The
chamber is partially closed by a perforated cap V, screwed into its upper part.
Through the centre of the cap is a hole forming a guide for the vertical spindle s'.
Referring now to Fig. 6. When the lever U is in position 1, the ejector is
exhausting the train pipe and reservoir: in position 2 the train pipe only is under
exhaustion: in position 3 air is admitted to the train pipe only; while in position 4
air is admitted to the reservoir and train pipe; and in position 5 air is admitted to
the reservoir only.
As is obvious my above described improvements may be used together or some
of them without the others-suitable substitutes being provided when needful as
will be well understood.
'
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. The use in combination with an ejector in brake apparatus of the kind above
referred to of a disc valve such as F having apertures suitable respectively for low
and high pressure steam, substantially as described for the purposes set forth.
2. The use in conjunction with a steam valve in brake apparatus of the kind
above referred to of the improved form of steam cone E and discharging cone A
hereinabove described with reference to and shewn in Fig. 1 of the Drawings.
3. The use in brake apparatus of the kind above referred to of the improved
check or non-return valve L hinged to a diaphragm o' the arrangement being such
as to render the said valve accessible at all times for examination and repair as
described.
'

page_text: 4. In brake apparatus of the kind above referred to the use as and for the purposes
set forth of the improved air inlet valvo or cock O, Q, with the arrangement of
ports and passages substantially as described and illustrated in tho accompanying
Sheet of Drawings.
5. The combination of parts constructed arranged and operating substantially
as shewn in and described with reference to Figs. 1, 2, 3 and 6 of the Drawings
for the purpose set forth.