IMPROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS
Year: 1878

page_text: LETTERS PATENT to Frederick William Eames, of Leeds, in the County of
York, Engineer, for the Invention of "IMPROVED APPARATUS FOR WORKING
VACUUM BRAKES FOR RAILWAYS.”
Sealed the 4th February 1879, and dated the 19th October 1878.
PROVISIONAL SPECIFICATION left by the said Frederick William Eames at
the Office of the Commissioners of Patents on the 19th October 1878.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer.
"IMPROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS."
This Invention relates to improvements in vacuum brakes for railways, the chief
objects being to quicken their action when the brake power is applied, whether by
the engine-driver, the guard, or a passenger, and to ensure their automatic action in
all carriages when an accidental disruption of a train takes place.
In the vacuum brake at present employed the action of the brake is retarded by
reason of the time required for obtaining an efficient exhaustion in the cylinders or
bellows connected therewith, such exhaustion being commenced at the moment that
the brakes are required to act.
I now propose to provide each carriage with a chamber in connection with flexible
vessels, the collapse of which will put the brakes into action. In these chambers I
propose to store my vacuum power, and I thus am enabled to ensure an instant
exhaustion of the flexible vessels, and thereby to apply the brakes without any
appreciable loss of time.
The means for obtaining an exhaust in these chambers is similar to that for
which a Patent was obtained on my behalf in the name of Henry Edward Newton,
dated October 16th, 1877, No. 3861. The Specification of this Patent describes a
steam jet apparatus situate on the locomotive engine, and connecting with all the
carriages of the train by means of horizontal pipes, the flexible ends of which are

page_text: connected by a valve coupling which admits of instant attachment and detachment.
The horizontal exhaust pipe of each carriage I now propose to fit with a valve of
peculiar construction, which is capable of bringing into communication therewith
the flexible vessels before mentioned and the exhaust chamber, and likewise to put
the flexible vessels and the exhaust chamber into direct communication with each
other. The barrel containing the valve seat I form with an annular passage which
communicates laterally with the exhaust chamber. The upper part of this annular
passage is open, and its lips are inclined so as to form a seat for an annular double-
coned valve, and above this valve the exhaust pipe before mentioned communicates
with the barrel. The stem of the valve is hollow, and it is provided with feathers,
which serve to guide it in its vertical motions and form air passages on the outside
of the valve stem. Over the hollow valve stem is fitted a cover which is pierced
with holes. This cover forms a guide for the spindle of a light pendant disc valve,
which serves to close the lower end of the valve stem. Below this hollow valve
stem the barrel communicates with the flexible or collapsible vessels, which are con-
nected respectively with brake blocks, as will be hereafter explained. The annular
valve is by preference faced with india-rubber to ensure an air-tight fit, and its
normal position is upon its seat. The light disc valve, on the contrary, when
not in action leaves open an air passage through the valve stem to the exhaust pipe.
Supposing now it is desired to put on the brakes, the steam exhaust apparatus or
ejector is set in action. This will cause air to be drawn from the collapsible vessels
in connection with the brakes, but immediately this action is felt the disc valve
will be closed, and the annular valve will then rise from its seat. This rising of the
annular valve will bring the collapsible vessels into direct communication with the
exhaust chamber, the effect of which will be to apply the brakes instantly, and the
continued action of the exhaust apparatus will restore and maintain the vacuum in
the chamber. The like effect will be produced simultaneously in the break appa-
ratus of each carriage. For throwing off the breaks it will only be necessary to
turn off the steam from the exhaust apparatus or air ejector, when the annular
valve will drop into its seat, thereby cutting off communication between
the chamber and the collapsible vessels, and allowing air to pass down the
hollow stem of the valve to those vessels. The way in which I prefer to
construct these collapsible vessels is to make them in two parts, one half being a
metal basin with a flanged lip, and the other half a flexible conical diaphragm of
india-rubber, secured at its edge to the flange of the basin by a clamping ring. The
centre of this diaphragın carries a metal attachment by which it is coupled to the
levers which actuate the brakes, and the metal basin is connected rigidly with the
barrel of the exhaust valve. I will now explain the mechanism which I employ for
transmitting the motion of the flexible diaphragm (produced by exhaustion) to the
breaks, premising that each vessel is connected with two pairs of brakes which grip
a pair of wheels between them. A rod from the flexible diaphragm extends longi-
tudinally of the carriage to a yoke, the opposite ends of which are connected to
a rock lever which pivotted to a pendant brake block. Each of these levers is
coupled at its outer end by an adjustable tension rod to the outer end of a corre-
sponding lever, also pivotted to a pendant brake block, which with that just men-
tioned forms a pair for gripping a running wheel between them. The inner end of
this second lever is linked to the frame of the carriage; thus the like arrangement
being provided for both sides of the carriage, the two pairs of brake blocks will be
connected with the flexible diaphragm. When the collapsible vessel is put in com-
munication with the exhaust chamber its coupling rod will cause the yoke to act
upon the two levers connected therewith, and simultaneously draw into action the
brake blocks to which those levers are pivoted. These brake blocks will now form
a fulcrum for the levers, and the continued motion of the levers will, through their
tension rods, pull upon the levers upon the opposite sides of the wheels and thereby
bring the other brakes into action. So soon however as air is admitted to the
collapsible vessels the brakes will be released from pressure. Having now explained

page_text: the nature of the brake apparatus I will proceed to show how it may be set in
action, either automatically by the breaking up of a train, or by the action of the
guard, or by the action of a passenger. The steam exhaust apparatus when set in
action by the engineer is worked by a hand lever. To this hand lever I now give
a tail piece extension, from which projects a pin that enters and is free to play
within a slotted link. This link is supported in horizontal guides on the engine,
and to it is jointed a rock lever which receives from a coiled spring a tendency to
pull upon the link. To prevent this action a spring latch is provided, which serves
to lock the lever and hold it back against the drag or pressure of its spring. From
this spring latch on the engine proceeds a cord, which is led along the train from
carriage to carriage, until it terminates in the guard's van to which it is attached.
Supposing now the engine to part from a portion of the train, tension will be put
upon this cord sufficient to draw back the spring latch and release the lever with
its slotted link. The lever being now free to follow the impulse of its spring, it
will, through the link, act upon the hand lever before mentioned and set the exhaust
apparatus in action, thereby bringing the brakes of those carriages which are still
attached to the engine into contact with the running wheels. The like effect will
be produced when tension is applied to the cord by a passenger or the guard who
wishes from any cause to arrest the progress of the train.
In order to provide for automatically or otherwise applying the brakes to that
portion of a train which has become disconnected from the engine I fit in the
guard's van an exhaust chamber, which I connect with the longitudinal exhaust
pipe, and by means of a hand lever, which may be operated by the guard or by the
cord before mentioned, I bring the brake apparatus into connection with this
exhaust chamber and thus set the brakes in action.
To the hand lever is pivotted the stem of a poppet valve, the raising of which
will open communication between the longitudinal pipe and the chamber. The
valve is connected with its stem by a slot and pin coupling, and the motions of the
hand lever are limited so as to prevent the valve being held down to its seat by the
valve stem. By this arrangement the valve is free to rise and fall under the
varying pressures of air in the chamber and pipe, and thus to secure the amount of
exhaustion attained in the cylinder by the intermitted action of the exhaust
apparatus.
The cord which is used to apply the brakes I bring under the control of the pas-
sengers by threading it through the eyes of a forked piece which is keyed to the
end of a transverse shaft fitted near the roof of each compartment of a carriage. To
this transverse shaft I fit a pinion which gears into a sliding rack mounted in guides
on the side of the carriage. This rack has a tendency given to it by a spring to
move endwise, and thereby to impart through the pinion an axial motion to the
shaft which carries the forked guide piece, and cause the guide piece to put a sudden
tension on the cord by contracting its length. To counteract this endway motion
of the rack a catch is provided, which is controlled by a pendant cord inside the
carriage. By pulling this cord the catch is thrown out of contact with the rack and
the mechanism just described being set in action the brakes will be applied
throughout the train. To this mechanism I apply a semaphore or other signal,
which as the brake apparatus is applied will start into view and thereby indicate
the compartment from which the brake apparatus was actuated.
This mechanism I also propose to connect by suitable rods and levers with pendant
rods overhanging the rails, in order that when a train has run off the track one or
other of these rods by striking the rail should set the mechanism in action and
apply the brakes.
As an improvement in the exhaust apparatus or air ejector, described in the
before-mentioned Specification, I now propose to make the exit pipe terminate in a
bell-mouthed vessel, furnished at bottom with a transverse perforated partition, and
closed at top with a perforated cover. Between these perforated plates I insert a
porous medium, such as loose pieces of wood, lumps of charcoal, or their equivalents,

page_text: The steam in passing upwards through this vessel will be free to expand, and it
will thus escape silently without any obstruction being caused to its discharge. In
some cases I propose to fit the engine with a special brake apparatus for acting
upon the driving wheels, which apparatus 1 bring into direct communication with
the air ejector instead of allowing it to be acted upon through the means above
described, which is under the control not only of the engine-driver but of the guard
and passengers.
By a modification of the arrangement employed for carrying the brake blocks I
am enabled to give to the guard the means of working the brakes by hand. In this
case I use the barrel of a hand wheel in the guard's van as a fixed point on which
the levers work for applying the brakes by vacuum, and the chain from this barrel I
connect with one of the levers of the system, and when hand power is to be applied
the barrel is caused to wind up this chain and set the brakes in action, the fixed
point or fulcrum being in this case found in the vacuum apparatus.
In this modification the brake blocks may be fitted in pairs on transverse beams.

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
"6
19th April 1879.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer.
IMPROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS."
This Invention relates to improvements in vacuum brakes for railways, the chief
objects being to quicken their action when the brake power is applied, whether by
the engine driver, the guard, or a passenger, and to ensure their automatic action
in all the carriages when an accidental disruption of a train takes place.
In the vacuum brake at present employed the action of the brake is retarded by
reason of the time required for obtaining an efficient exhaustion in the cylinders or
bellows connected therewith, such exhaustion being commenced at the moment
that the brakes are required to act.
I now propose to provide each carriage with a chamber in connection with the
flexible vessels, which by collapsing serve to put the brakes into action. In those
chambers I propose to store my vacuum power, and I thus am enabled to ensure
an instant exhaustion of the flexible vessels whenever required, and thereby to
apply the brakes without an appreciable loss of time.
The means for obtaining an exhaust in these chambers is similar to that for
which a Patent was granted on my behalf in the name of Henry Edward Newton,
dated October Sixteenth, One thousand eight hundred and seventy-seven, No. 3861.
The Specification of this Patent describes a steamn jet apparatus situate on the
locomotive engine and connecting with all the carriages of the train by means of
horizontal pipes, the flexible ends of which are connected by a valve coupling
which admits of instant attachment and detachment. The horizontal exhaust pipe
of each carriage I now propose to fit with a valve of peculiar construction, which
is capable of bringing into communication therewith the flexible vessels before
mentioned and the exhaust chamber, and likewise to put the flexible vessels and
the exhaust chamber into direct communication with each other.
In Sheet I. of the accompanying Drawings, Fig. 1 shews in side elevation a
locomotive engine and tender fitted according to this Invention, and Fig. 2 is a
plan view of the same, the body of the tender being removed.
In Sheet II., Fig. 3 is a side clevation of a railway carriage fitted with the
improved vacuum brake apparatus. Fig. 4 is a plan view, the body of the carriage
being removed, and Fig. 3a, Sheet III., an end view of the same.
The apparatus
by which a vacuum or partial vacuum is produced is shewn in side elevation at A
in Fig. 1, and in front elevation at Fig. 1, as mounted on the engine within easy
reach of the engine driver. In connection with this exhaust apparatus or air
ejector is an exhaust pipe B, which by means of flexible coupling pieces is made
continuous throughout the train. The pipe B of each carriage is fitted with a
valve C, which is so constructed as to open up a passage between the pipe B and
a vacuum chamber D fitted to the carriage framing, and likewise to bring into
connection with the pipe B a pair of flexible vessels E, E, to each of which is con-
nected the two pairs of brake blocks for acting on a pair of carriage wheels. The
valve C moreover opens a communication between the vacuum chamber D and the
flexible vessels E, E, and it is by the opening of this communication that the brakes
are put into immediate action.
In Sheet IV. this valve is shewn in several views, Fig. 5 being an external
elevation of the barrel and its connections; Fig. 6, a vertical central section of the
valve; and Fig. 7, a horizontal section taken in the line 1, 2, of Fig. 6.
In these views C is the barrel formed with an annular passage which communi-
cates laterally with the exhaust or vacuum chamber D by a pipe d. The upper
part of this annular passage is open and its lips are inclined so as to form a seat
for an annular double coned valve c, and above this valve the exhaust pipe B

page_text: before mentioned communicates with the barrel. The stem c¹ of the valve is
hollow, and it is provided with feathers which serve to guide it in its vertical
motions and form air passages on the outside of the valve stem. Over the hollow
valve stem is fitted a cover c² which is pierced with holes. This cover forms a
guide for the spindle of a light pendent disc valve c³ which serves to close the lower
end of the valve stem. Below this hollow valve stem the barrel communicates by
aTshaped pipe e with the flexible or collapsible vessels E which actuate the
brakes as before mentioned. The annular valve c is by preference faced with
india-rubber to ensure an air-tight fit, and its normal position is upon its scat as
shewn at Fig. 6. The light disc valve c³ on the contrary when not in action leaves
open an air passage through the valve stem to the exhaust pipe B.
Supposing now it is desired to put on the brakes, the exhaust apparatus or
ejector on the engine is set in action. This will cause air to be drawn through
the pipe e from the collapsible vessels E in connection with the brakes, but
immediately this action is felt the disc valve will be closed, and the annular valve
c will then rise from its seat. This rising of the annular valve will bring the
collapsible vessels into direct communication with the exhaust chamber D, the air
from those vessels passing up outside the hollow stem into the annular passage
before mentioned, and thence by the pipe d to the exhaust chamber D, the effect of
which will be to apply the brakes instantly, and the continued action of the
exhaust apparatus will restore and maintain the vacuum in the chamber D. The
like effect will be produced simultaneously in the brake apparatus of each carriage
of the train. For throwing off the brakes it will only be necessary for the engine
driver to stop the action of the exhaust apparatus or air ejector and to admit air
by the means hereafter described to the pipe B. The annular valve C will then
drop into its seat, thereby cutting off communication between the chamber D and
the collapsible vessels E, E, and air will pass down the hollow stem c¹ of the valve
to the vessels E, E. The way in which I prefer to construct these collapsible
vessels is shewn in Sheet IV. of the Drawings, Fig. 8 being a side view of one of
these vessels, Fig. 9 an edge view, and Fig. 10 a cross section. This vessel, it
will be seen, is made in two parts, one half E being a metal basin with a flanged
lip, and the other half a flexible conical diaphragm E of india-rubber cloth secured
at its edge to the flange of the basin by a clamping ring.
This diaphragm is woven in a conical form in what is known as a circular loom,
such as that used in the United States for the weaving of fire hose, but slightly
modified by the manufacturer of that material in order to suit the purposes of this
Invention. The conical cloth I coat on both sides with india-rubber to render it
impermeable by air, and I thus obtain a seamless flexible diaphragm suited to my
purpose and at a moderate cost. The centre of this diaphragm carries a inctal
attachment E2 by which it is coupled to the levers which actuate the brakes, and
the metal basin is connected rigidly with the barrel of the exhaust valve C by the
pipe e, Fig. 6.
I will now explain the mechanism which I employ for transmitting the motion of
the flexible diaphragm (produced by exhaustion) to the brakes, premising that each
vessel is connected with two pairs of brakes which grip a pair of wheels between
them. A rod e¹ (see Fig. 4, Sheet II.) from the flexible diaphragm E¹ extends
longitudinally of the carriage to a yoke e, each end of which is connected to a
rock lever e³, which is pivotted to a pendent brake block e. Each of these levers
is coupled at its outer end by an adjustable tension rod es to the outer end of a
corresponding lever e, also pivotted to a pendent brake block e, which, with that
just mentioned, forms a pair for gripping a running wheel between them. The
inner end of this second lever is linked to the frame of the carriage by a rod e';
thus (the like arrangement being provided for both sides of the carriage) the two
pairs of brake blocks will be connected with the same flexible diaphragm E¹. When
the collapsible vessel is put in communication with the exhaust chamber its coupling
rod will cause the yoke to act upon the two levers connected therewith, and simul-
taneously draw into action the brake blocks to which those levers are pivotted.

page_text: These brake blocks will now form a fulcrum for the levers, and the continued motion
of the levers will through their tension rods pull upon the levers upon the opposite
So soon
sides of the wheels, and thereby bring the other brakes into action.
however as air is admitted to the collapsible vessel E the brakes will be released
from pressure.
The like effect it will be understood will take place throughout the whole length
of the train, all the brakes being thrown into action simultaneously, and simulta-
neously released.
Having now explained the action of the brake apparatus I will proceed to shew
how it may be worked either automatically by the breaking up of a train, or by
the action of the guard, or by the action of a passenger.
To this end I will first describe my improved arrangement of exhausting appa-
ratus or air ejector, which is worked by a jet of steam from the locomotive engine
This
boiler, and explain its connection with the several carriages of the train.
apparatus, which is shewn on a small scale in Sheet I. in connection with the engine,
is illustrated on an enlarged scale and by several views in Sheet V., Fig. 11 being
a front view; Fig. 12, a vertical section through the centre of the apparatus ;
Fig. 13, a partial, sectional elevation, the section being taken in the line 1, 2, of
Fig. 11. Fig. 14 is an elevation of the back of the apparatus; and Fig. 15, a
sectional plan view of the same. In these Figures a is an uptake steam pipe, the
base of which is enlarged at a¹, and is brought into connection by a pipe a² with
the steam boiler. In the base a' is fitted a pipe a³ of somewhat sinaller diameter
than the pipe a, which leaves a narrow annular opening between the two pipes for
the passage upwards of steam, the issue of which will cause an exhaust in the
pipe a³. This pipe a³ is carried by a pillar a³, which connects by an elbow with
the exhaust pipe B before mentioned. In the pillar a is fitted a poppet valve a³,
which as the pipe a³ is exhausted will rise and allow air contained in the pipe B to
On steam
rush upwards through the exhaust apparatus into the atmosphere.
being cut off the poppet valve will drop into its seat, and thus prevent the return
of air to the exhaust pipe B. The supply of steam to the exhaust apparatus is
controlled by means of a disc valve a mounted on a vertical spindle a", which
carries at its upper end a hand lever a³. For the purpose of working this apparatus
automatically, or without the assistance of the engine driver, I give to the hand
lever as a tail piece extension, as shewn best at Figures 14 and 15. From this
tail end projects a pin that enters and is free to play within a slotted horizontal
link a, which is jointed to the upper end of a vertical rock lever a10, having for its
fulcrum a pin projecting from the pillar a. This lever receives through its shorter
arm a tendency from a coiled spring a¹ to pull upon the link a", and thereby to
open the disc valve a and admit steam to the ejector. To prevent this action a
spring latch a is provided which serves to lock the lever a10, and hold it back.
against the drag or pressure of its spring. Opposite this spring latch a is mounted
a vertical lever a¹³ (see Fig. 1, Sheet I.), formed with a projection which bears
against the spring latch, and when drawn forward will press the latch out of action
and allow the spring a" to rock the lever a¹0, and turn on the steam. This lever a¹3
is pivotted to any convenient fixed point, and its free end is connected with a
cord a, which is led along the train from carriage to carriage until it terminates
in the guard's van, where it is attached, as shewn in Figure 3, to a lever operating
a valve which opens a communication between the pipe B and a vacuum chamber
situated in the guard's van, and marked F.
Supposing now the engine through the breaking of a coupling to part from a
portion of the train, tension will be put upon the cord a sufficient to draw back
the spring latch a¹, and release the lever a 10 with its slotted link aº. The lever
being now free to follow the impulse of its spring all it will through the link act
upon the hand lever as before mentioned, and set the exhaust apparatus in action,
thereby bringing the brakes of those carriages which are still attached to the engine
into contact with the running wheels. The like effect will be produced when

page_text: tension is applied to the cord by a passenger or the guard, who wishes from any
cause to arrest the progress of the train.
For
To release the brakes it is necessary to destroy the vacuum in the pipe B.
this purpose the elbow of the air ejector to which the pipe B is attached is fitted
with a valve b which opens externally, and is connected by a link b¹ to a hand
lever b² within easy access of the engine driver. By pressing on this hand lever
the valve b will be opened against the pressure of the air, and air will be admitted
into the exhaust pipe B.
As a further improvement in the exhaust apparatus or air ejector described in
the before-mentioned Specification I now propose to make the exit pipe terminate
in a bell-mouthed vessel, furnished at bottom with a transverse perforated partition
and closed at top with a perforated cover.
Between these perforated plates I insert a porous medium, such as loose pieces of
wood, lumps of charcoal, or their equivalent. The steam in passing upwards through
this vessel will be free to expand, and it will thus escape silently without any
obstruction being caused to its discharge.
This bell-mouthed vessel is shewn detached and on an enlarged scale in Figures
22 and 23, Sheet V. .
In order to provide for automatically or otherwise applying the brakes to that
portion of a train which has become disconnected from the engine I fit in the guard's
van the exhaust chamber F, Fig. 3, which I connect with the exhaust pipe B, and
by means of a lever a¹³, as shewn, which may be operated by the guard or by the
cord before mentioned, I bring the brake apparatus into connection with this exhaust
chamber, and thus set the brakes in action.
To the lever as is pivotted the stem of a poppet valve, the raising of which will
open communication between the pipe B and the chamber F.
By reference to Figures 16, 17, and 18, Sheet IV., the action of this valve will
be clearly understood. Fig. 16 is an elevation on an enlarged scale of the exhaust
chamber F and its fittings; Fig. 17 is a side elevation on a still larger scale of
the valve and its connections; and Fig. 18 is a vertical central section of the
game.
In these Figures f is the valve stem pivotted to the lever a15, and f¹ the poppet
valve. This valve is connected with its stem by a slot and pin coupling, and the
motions of the lever a¹ are limited so as to prevent the valve being held down to
its seat by the valve stem. By this arrangement the valve is free to rise and fall
under the varying pressures of air in the chamber F and pipe B, and thus to secure
the amount of exhaustion attained in the cylinders by the intermitted action of the
exhaust apparatus.
The cord a which is used to apply the brakes I bring under the control of the
passengers by threading it through the eyes of a swivel bar with which each carriage
is provided, as shewn in Fig. 3, Sheet II., and on an enlarged scale in Sheet IV.,
Fig. 19 being a plan view of the mechanism by which the passengers are enabled
to throw the brakes into action; Fig. 20, a side elevation, and Fig. 21 a transverse
section of the same. In these Figures G is the swivel bar through the eyes of
which the cord a" is passed. This bar is mounted loosely on a horizontal stud 4
pin, and at its hub it carries a ring of spur teeth which gear into a horizontal rack
G', which slides in fixed guides on the side of the carriage; a tendency is given to
this rack bar by means of a coiled spring G² to move in the direction of the arrow,
Fig. 19, but this tendency is restrained by means of a catch g which dropping into a
notch in the bar holds it fast in the position shewn in the Drawing and retains the
swivel bar G in the drawn position of Fig. 20. By withdrawing this catch g the
coiled spring G² will be free to act, and thrusting forward the rack bar it will
cause the swivel bar G through its connection with the rack bar to take the dotted
position of Fig. 20, and thereby pull upon the cord a¹ and set the brakes in action
by admitting steam to the air ejector on the engine and by lifting the valve of the 5
vacuum chamber in the guard's carriage. The spring catch g is brought into action

page_text: when the apparatus is adjusted before starting the train, and to provide for its
being thrown out of action the following contrivance is adopted :-II is a horizontal
shaft extending from end to end of the carriage and free to rock in bearings provided
at the side of the carriage near the roof to receive it. This shaft carries a tappet
h in line with the spring catch g, and capable when the shaft is rocked of bearing
against and pressing back the catch clear of the locking notch in the rack bar.
Keyed to this shaft H is a series of bent fingers h¹, one for each compartment of
the carriage, and mounted loosely on the shaft by the side of each bent finger is a
rock lever H', which carries at its upper end a signal disc hidden from view by a
hood until the lever is brought into action. To the lower end of this rock lever is
attached a cord h², which passes under a guide pulley ³, and thence to a pulley or
guide inside the carriage, from which it depends (see Fig. 3*) in full view of the
passengers. In order to put on the brakes it is only necessary for a passenger to
pull this cord and rock the lever H'. The effect of this movement of the lever will
be to press on the bent finger hand rock the shaft H in its bearings, thereby
pressing the tappet h against the spring catch and releasing the rack bar.
The spring of the rack bar when coming into action will move that bar as before
explained, and with it the swivel bar G, which taking the dotted position of
Fig. 20 will draw the cord a" to tension in both directions, and thus simultaneously
cause the air ejector apparatus on the engine and the vacuum of the guard's carriage
to put the brakes in action. As each compartment of the carriages composing the
train is similarly provided with a signal disc lever H', it will be understood that
the compartment whence the motion for putting on the brakes emanated will be
indicated to the guard by the signal disc being thrown into view. As the passen-
gers can act only upon this lever through the cord 2 it will be readily understood
that they cannot return it to its normal position. This will be effected by the
guard when restoring the other parts of the apparatus to their normal position.
The above described mechanism I also propose to connect by suitable rods and
levers with pendent rods in order that when a train has run off the track one or
other of these rods on meeting with an obstruction may set the mechanism in action
and apply the brakes.
This contrivance is illustrated in Fig. 3, Sheet II., and in Fig. 3*, Sheet III.,
where I is a cord pendent from a short arm on the rock shaft H. This cord con-
nects with an arm I' of a rock shaft I mounted in bearings in the carriage framing.
From this rock shaft projects an arm I³ from which depends a rod I that reaches to
near the ground, the same being prevented from swinging with the motion of the
carriage by means of stay guides 15. Supposing now a carriage fitted with this
contrivance to run off the track the pendent rod I will strike the ground or some
obstacle and thereby rock the shaft 12, cause the cord I to be pulled down, and by
its means the shaft H will be rocked and the apparatus shewn at Figures 19, 20,
and 21 will be thrown into action as above described.
In some cases I propose to fit the engine with a special brake apparatus for
acting upon the driving wheels, which apparatus I bring into direct communication
with the air ejector instead of allowing it to be acted upon through the means
above described which is under the control not only of the engine driver but of the
guard and passengers.
The manner of carrying this out is shewn in Figures 1 and 2, Sheet I., where B*
is an exhaust pipe connected with the elbow to which the exhaust pipe B is fitted.
This is shewn best in the enlarged sectional view, Fig. 13, Sheet V. The pipe B* is
capable of having its communication with the air ejector opened or cut off at plea-
sure by means of a sliding piston valve b* carried by a stem which is furnished with
a button. When the valve b* is in the position shewn in Fig. 13 the pipe B* will
be open to the exhaust apparatus and the brakes which act upon the driving
wheels of the engine will be acted upon through that pipe. When however the
valve b* is drawn on to its seat the brake apparatus will receive no action through
the pipe B*.
It will be understood that the brakes of the driving wheels are acted upon

page_text: through the collapsible air vessel E* situate beneath the tender and that to throw
off the brakes it will only be necessary to admit air to the pipe B* by opening the
valve b by the hand lever 62, as before explained.
Having now set forth the nature of my Invention of "Improved Apparatus for
Working Vacuum Brakes 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 application to railway carriages of an exhaust chamber in connection
with the collapsible vessels used for applying the brakes, as and for the purpose
described.
Second. Maintaining a vacuum in the exhaust chambers of a railway train
by connecting the same with the exhaust pipe B leading from the air ejector,
as described.
Third. The construction of valve as shewn at C, C, for opening the exhaust pipes
respectively to the collapsible vessels D and D*, and also the, exhaust chambers E
to such collapsible vessels.
Fourth. The exhaust chamber F and its fittings (in the guard's carriage) for
putting on the brakes automatically when the disruption of a train occurs.
Fifth. The means above described for actuating the air ejector independently
of the engine driver.
Sixth. The arrangement above described for bringing the brake apparatus of
the engine into connection with the air ejector at the pleasure of the engine
driver.
Seventh. The mode of constructing the collapsible vessels, as above described.
In witness whereof, I, the said Frederick William Eames, have hereunto
set my hand and seal, the Sixteenth day of April, in the year of our Lord
One thousand eight hundred and seventy-nine.
FREDERICK WILLIAM EAMES. (L.S.)