IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF SIGNALS AND BRAKES ON RAILWAY TRAINS, IN LOCKING AND UNLOCKING THE DOORS OF IN BOONOMIZING TURY IN LOCOMOTIVE ENGINES " DAY
Year: 1874

page_text: LETTERS PATENT to Richard David Sanders, of Bombay, in the
Empire of British India, but at present residing at Great Missenden,
in the County of Buckingham, Mechanical Engineer, for the In-
vention of "IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF SIGNALS
AND BRAKES ON RAILWAY TRAINS, IN LOCKING AND UNLOCKING THE DOORS OF
IN BOONOMIZING TURY IN LOCOMOTIVE ENGINES "
DAY
PROVISIONAL SPECIFICATION left by the said Richard David Sanders
at the Office of the Commissioners of Patents, with his Petition,
on the 30th April 1874.
I, RICHARD DAVID SANDERS, of Bombay, in the Empire of British
India, but at present residing at Great Missenden, in the County of
Buckingham, Mechanical Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF
SIGNALS AND BRAKES ON RAILWAY TRAINS, IN LOCKING AND UNLOCKING THE DOORS
OF RAILWAY CARRIAGES, AND IN ECONOMIZING FUEL IN LOCOMOTIVE ENGINES," to
be as follows:-
D..
f int of strom finnm the hailon of the locomotive
or hy

page_text: means of the exhaust steam from the cylinders, or by means of a pump,
an exhaust or vacuum is obtained, which exhaust or vacuum is employed
to effect the working of signals and brakes on the train, and to lock and
unlock the doors of the carriages. The same means are also employed
to serve the purpose of a feed water heater by conveying the hot water
and waste steam from the cylinders of the locomotive into the tender,
and also to supply water to the boiler without the use of a pump or
injector. This exhaust or vacuum is in connection with the top of a
cylinder, in which cylinder a piston works loosely, so that air may pass
by it, or if it works tightly it has a small air passage through it. The
cylinder is in communication at bottom with a pipe running all along
the train. So long as the said pipe is closed and exhausted piston
remains at the bottom of its cylinder, but if by opening a stop-cock in
any of the carriages or by the rupture of the train or otherwise atmo-
spheric air is allowed to enter the pipe described the pressure of the
said air raises the piston in the cylinder. The piston by suitable con-
nections is thereby made to open a steam whistle, which sounds an
alarm. Or the exhaust may draw down the piston against the pressure
of a spring or balance weight, which spring or balance weight when the
exhaust in the pipe is destroyed raises the piston and puts the steam
whistle into action.
In one arrangement the power of the steam jet is made variable, the
less exhaust power being employed to work the signals and the greater
power to work the brakes. By this contrivance one line of pipes on the
train is sufficient for both purposes.
The power of the steam jet can be regulated by a central taper rod or
spindle, which by being moved to a greater or less distance into the end
of the hollow cone delivering the steam enlarges or diminishes the
annular space through which the steam is delivered, and thus increases
or diminishes the exhaust power. By means of his foot or otherwise
the engine driver can at pleasure actuate a rod, which by its motion
throws on the full power of the jet for working the brakes.
In order to signal the engine driver or guard a passenger has only to
open a stop-cock in his carriage to let air into the pipe described, and
by thereby destroying the exhaust in the said pipe to open the steam
whistle near the steam jet.
An alarm may also be sounded in the guard's van by means of a

page_text: vertical cylinder having a heavily weighted piston maintained in a raised
position by the exhaustion.
On the introduction of air into the pipe the weighted piston descends,
its descent being aided by a spring at its top; the air compressed by it in
its descent passes through and sounds a whistle fixed on the bottom of
the cylinder; or the communication pipe may be open at its end, the
exhaust producing a current of air through the said pipe when the
apparatus is in its normal state. By closing the pipe at its end or at
any other part the entrance of air is arrested and the signal sounded.
The details of the signalling apparatus on the train resemble
generally those described in the Specification of a Patent granted to
Francis Sanders on the 19th day of February 1873, No. 625, the In-
vention for which the said Patent was granted having been communicated
by me from abroad to the said Francis Sanders.
The
power obtained by means of the exhaust may be employed either
to apply the brakes or to release them, as considered desirable. In the
former case two pistons working in opposite directions in a cylinder are
employed. The air being exhausted from the cylinder causes the two
pistons to approach each other, and in so doing to apply the brakes to
which they are respectively connected.
In order that the pistons may not be acted upon by the lesser power
of the exhaust a weighted valve is introduced into the cylinder between
the pistons, which valve closes the communication between the cylinder
and the exhaust pipe until the greater power of the exhaust is brought
into operation for applying the brakes. In the latter case the weighted
levers or springs forcing home the brakes are supported by the piston in
the exhaust cylinder, and the brakes are brought into action by admitting
air into the exhaust cylinder when the weighted levers or springs operate
or apply the brakes.
The signalling and working of the brakes may be effected by inde-
pendent appliances in connection with the same exhausting apparatus,
that is, there may be a pipe running along the train for signalling and
another for working the brakes, and both pipes can be coupled by one
operation by means of the flanged couplings herein-after described.
The action of the exhaust for signalling may be the reverse of that
already described, that is, instead of the piston by which the steam
A 2

page_text: whistle is opened being made to put the whistle into operation when
the air is admitted into the exhausted pipes the said piston may be in its
normal position when the pipe is filled with air, and may be moved
into the position proper for sounding the whistle when the pipe is
exhausted.
The locking and unlocking of the doors of the carriages are effected
by the motion of a piston in a cylinder being made to act upon the
bolts engaging in the door. The motion of the said bolts in one
direction is effected by the said exhaust and in the other direction by
means of a spring.
After the steam jet has produced the exhaustion for working the
signals and brakes it passes into a pipe connected one end with the
cylinders or exhaust pipe of the locomotive engine and at the other with
the water tank on the tender. The waste steam from the jet is thus
employed to force the waste steam and hot water from the cylinders into
the tank, and thereby assists in heating the feed water before it is
supplied to the boiler.
The steam jet is also made available for supplying water to the boiler
in the following manner:-A closed reservoir is fixed above the water
level of the boiler, and by means of suitable connecting pipes and stop-
cocks and the steam jet the said reservoir is first exhausted, and by the
pressure of the atmosphere filled with water from the tank on the tender.
By suitable manipulation of the cocks the water passes by its own
weight into the boiler and the reservoir becomes filled with steam from
the boiler. The position of the cocks is reversed and the reservoir again
filled with water. By the assistance thus obtained in heating the water
and by feeding the water to the boiler without the use of a pump or
injector great economy in steam and consequently in fuel is effected.
When the pipe on the train is open at the end the air which is drawn
through the said pipe is conducted into the fire-box of the engine for
the purpose of promoting more efficient combustion, and in this way
economy in fuel is also effected.
The pipe or pipes running along the train is or are composed of
ordinary pipes fixed to each carriage, those of one carriage being coupled
to those of the adjacent carriages so as to form an unbroken air-tight
pipe or pipes from one end of the train to the other other.

page_text: The junctions are effected by flexible junction pieces provided with
couplings, which consist of a male part on the end of one pipe and a
female part on the other pipe and an intermediate flexible washer. The
two parts are connected by lugs taking into inclined slots.
Another form of coupling consists of two similar parts, each part con-
sisting of a short tube with a broad flange, each flange having corre-
sponding pins and holes. The flanges may be provided with india-rubber
or other flexible washers, or may themselves be made of an elastic
material. When placed face to face the pins and holes of the flanges
engage with one another and hold the parts temporarily together. On
the exhaustion of the pipes atmospheric pressure binds them tightly
together. On the breaking of a train the parts separate without injury:
The brake blocks are suspended by means of jointed links connected to
the carriage and break blocks respectively. By this arrangement the
break is rendered to a great extent independent of the carriage, the
bearing springs having free play, and jarring is prevented.
In place of exhaust cylinders and pistons herein described cylinders
with elastic diaphragms may be substituted, and in place of whistles
other signals may be employed.
O SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Richard David Sanders in the Great Seal Patent
Office on the 24th October 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
DAVID SANDERS, of Bombay, in the Empire of British India, but at
5 present residing at Great Missenden, in the County of Buckingham,
Mechanical Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirtieth day of April, in the year of
our Lord One thousand eight hundred and seventy-four, in the thirty-
O seventh year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Richard David Sanders, Her special
license, that I, the said Richard David Sanders, my executors, admini-
strators, and assigns, or such others as I, the said Richard David
Sanders, my executors, administrators, and assigns, should at any time

page_text: agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF SIGNALS AND BRAKES ON
RAILWAY TRAINS, IN LOCKING AND UNLOCKING THE DOORS OF RAILWAY CARRIAGES,
AND IN ECONOMIZING FUEL IN LOCOMOTIVE ENGINES," upon the condition
(amongst others) that I, the said Richard David Sanders, my executors
or administrators, by an instrument in writing under my, or their, or one
of their hands and seals, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the
said Letters Patent.
NOW KNOW YE, that I, the said Richard David Sanders, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement thereof, that is to say :-
By means of a jet of steam from the boiler of the locomotive, or by
means of the exhaust steam from the cylinders, or by means of a pump,
an exhaust or vacuum is obtained, which exhaust or vacuum is employed
to effect the working of signals and brakes on the train, and to lock and
unlock the doors of the carriages. The same means are also employed
to serve the purpose of a feed water heater by conveying the hot water
and waste steam from the cylinders of the locomotive into the tender,
and also to supply water to the boiler without the use of a pump or
injector. This exhaust or vacuum is in communication with the top of
a cylinder, in which cylinder a piston works loosely, so that air may pass
by it, or if it works tightly it has a small air passage through it. The
cylinder is in communication at bottom with a pipe running all along
the train. So long as the said pipe is closed and exhausted the piston
remains at the bottom of its cylinder, but if by opening a stop-cock in
any of the carriages, or by the rupture of the train or otherwise,
atmospheric air is allowed to enter the pipe described, the pressure of the
said air raises the piston in the cylinder. The piston by suitable con-
nections is thereby made to open a steam whistle, which sounds an
alarm; or the exhaust may draw down the piston against the pressure
of a spring or balance weight, which spring or balance weight when the
L

page_text: exhaust in the pipe is destroyed raises the piston and puts the steam
whistle into action; or in place of pistons the cylinders may be covered
by an elastic diaphragm connected by suitable mechanism to the steam
whistle or other alarm.
In one arrangement the power of the steam jet is made variable, the
less exhaust power being employed to work the signals, and the greater
power to work the brakes. By this contrivance one line of pipes on the
train is sufficient for both purposes.
The power of the steam jet can be regulated in the usual manner by a
central taper rod or spindle which, by being moved to a greater or les
distance into the end of the hollow cone delivering the steam, enlarges
or diminishes the annular space through which the steam is delivered,
and thus increases or diminishes the exhaust power; or the variable
power may be obtained by opening or closing the steam cock by which
steam is admitted to the jet. By means of his foot or otherwise the
engine driver can at pleasure actuate a rod which by its motion throws
on the full power of the jet for working the brakes.
In order to signal the engine driver and guard a passenger has only
to open a stop cock in his carriage to let air into the pipe described, and
by thereby destroying the exhaust in the said pipe to open the steam
whistle near the steam jet.
An alarm may also be sounded in the guard's van by means of a
vertical cylinder having a heavily weighted piston maintained in a raised
position by the exhaustion.
On the introduction of air into the pipe the weighted piston descends,
its descent being aided by a spring on the top side of it, the air com-
pressed by it in its descent passes through and sounds a whistle fixed in
the bottom of the cylinder; or the communication pipe may be open at
its end, the exhaust producing a current of air through the said pipe
when the apparatus is in its normal state. By closing the pipe at its
end or at any other part the entrance of air is arrested, and the signal
sounded.
The details of the signalling apparatus on the train resemble generally
those described in the Specification of a Patent granted to Francis
Sanders on the 19th day of February 1873, No. 625, the Invention for
which the said Patent was granted having been communicated by me.
from abroad to the said Francis Sanders.
.
.

page_text: The power obtained by means of the exhaust may be employed either
to apply the brakes or to release them, as considered desirable. In the
former case two pistons working in opposite directions in a cylinder are
employed. The air being exhausted from the cylinder causes the two
pistons to approach each other, and in so doing to apply the brakes to
which they are respectively connected.
In order that the pistons may not be acted upon by the lesser power
of the exhaust a weighted valve is introduced into the cylinder between
the pistons, which valve closes the communication between the cylinder
and the exhaust pipe until the greater power of the exhaust is brought
into operation for applying the brakes. In the latter case the weighted
levers or springs forcing home the brakes are supported by the piston
in the exhaust cylinder, and the brakes are brought into action by
admitting air into the exhaust cylinder when the weighted levers or
springs operate or apply the brakes.
The signalling and working of the brakes may be effected by indepen-
dent appliances in connection with the same exhausting apparatus, that
is, there may be a pipe running along the train for signalling, and
another for working the brakes, and both pipes can be coupled by one
operation by means of the flanged couplings herein-after described.
The action of the exhaust for signalling may be the reverse of that
already described, that is, instead of the piston by which the steam
whistle is opened being made to put the whistle into operation when the
air is admitted into the exhausted pipes the said piston may be in its
normal position when the pipe is filled with air, and may be moved 2
into the position proper for sounding the whistle when the pipe is
exhausted.
The locking and unlocking of the doors of the carriages are effected
by the motion of a piston in a cylinder being made to act upon the
bolts engaging in the door. The motion of the said bolts in one g
direction is effected by the exhaust, and in the other direction by means
of a spring.
After the steam jet has produced the exhaustion for working the
signals and brakes it passes into a pipe connected at one end with the
cylinders or exhaust pipe of the locomotive engine, and at the other with 3
the water tank on the tender. The waste steam from the jet is thus
employed to force the waste steam and hot water from the cylinders into

page_text: the tank, and thereby assists in heating the feed water before it is supplied
to the boiler.
The steam jet is also made available for supplying water to the boiler
in the following manner:- -A closed reservoir is fixed above the water
level of the boiler, and by means of suitable pipes and stop cocks and.
the steam jet the said reservoir is first exhausted, and by the pressure of
the atmosphere filled with water from the tank on the tender. By
suitable manipulation of the cocks the water passes by its own weight
into the boiler, and the reservoir becomes filled with steam from the
boiler. The position of the cocks is reversed, and the reservoir again
filled with water. By the assistance thus obtained in heating the water,
and by feeding the water to the boiler without the use of a pump or
injector, great economy in steam and consequently in fuel is effected.
When the pipe on the train is open at the end the air which is drawn
through the said pipe is conducted into the fire-box of the engine for the
purpose of forcing air therein, and thereby promoting more efficient
combustion, and in this way economy in fuel is also effected.
The pipe or pipes running along the train is or are composed of
ordinary pipés fixed to each carriage, those of one carriage being
coupled to those of the adjacent carriages so as to form an unbroken air-
tight pipe or pipes from one end of the train to the other.
The junctions are effected by flexible junction pieces provided with
couplings, which consist of a male part on the end of one pipe and a
female part on the end of the other pipe, and an intermediate flexible
washer. The two parts are connected by lugs taking into inclined slots.
Another form of coupling consists of two similar parts, each part
consisting of a short tube with a broad flange, each flange having corre-
sponding pins and holes. The flanges may be provided with india-rubber
or other flexible washers, or may themselves be made of an elastic
material. When placed face to face the pins and holes of the flanges
engage with one another and hold the parts temporarily together. On
the exhaustion of the pipes atmospheric pressure binds them tightly
together. On the breaking of a train the parts separate without injury.
The brake blocks are suspended by means of jointed links connected to
the carriage and brake blocks respectively. By this arrangement the
brake is rendered to a great extent independent of the carriage, the
bearing springs having free play and jarring prevented.

page_text: In place of exhaust cylinders and pistons herein described cylinders
with clastic diaphragms may be substituted, and in place of whistles
other signals may be employed.
Having explained the nature of my Invention I will proceed to
described with reference to the accompanying Drawings the manner in
which the same is to be performed.
Figure 1 represents in longitudinal section the arrangement of
mechanism which I adopt for producing a steam jet and applying the
same for signalling on railway trains. A is the mechanism for pro-
ducing the steam jet attached to the top of the cylinder B. The said
parts A of the jet are supplied with steam from the boiler by the pipe C,
which pipe also supplies steam to the whistle D. The pipe E, which is
connected to the pipes on the train, enters the cylinder B below the
piston G as shown, and a communication between the jet A and the said
pipe E is effected by a small hole or a notch g in the edge of the piston G
as represented, or by making the said piston fit loosely in the cylinder so
as to allow the air to pass between it and the sides of the said cylinder.
It will be seen that the action of the jet is to exhaust the air from the
cylinder and the pipes on the train, which pipes are connected to the
pipe E through the hole or notch 9 in the piston G. Immediately
the exhaustion commences the piston is raised by the atmospheric
pressure on the under side of it, and the said piston remains in its raised
position until the pipes are exhausted. When the said pipes are
exhausted equilibrium is established in the cylinder and pipes, and
the piston falls to the bottom of the cylinder and remains there so long
as the pipe E continues closed. Upon the admission of air through the
pipe E to the under side of the piston G by the opening of either of the
cocks or valves in the train or by rupturing the pipe running along the
carriages the equilibrium of the said piston is destroyed, and it is raised to
the top of the cylinder by the pressure of the atmosphere on its under
side, and in rising opens the steam whistle D or sounds or brings into
action any suitable alarm or signal with which it may be connected.
When the pipes on the train are left open the piston G is supported at
the top of the cylinder B and the alarm is closed. The normal position
of the said piston is altered and the alarm sounded by closing the pipe E
which shuts off atmospheric pressure from its under side. The piston
being no longer supported falls and opens the alarm..

page_text: Figure 2 represents in section the arrangement of parts for connecting
the steam jet with the exhaust pipe of the engine. A is the exhaust
pipe from the cylinders of the engine, which pipe passes up through the
foot plate of the engine for the purpose of forming an attachment with
the steam jet B in the manner represented. The pipe A is connected by
means of a suitable sliding joint or coupling with the pipe C, which
pipe leads into the tank or tender. It will be seen that the waste steam
from the jet issuing from the end of the pipe D forms a jet for exhausting
the pipe A, and carries the steam and hot water from the cylinders into
the tender, whereby the back pressure in the cylinders is reduced and
the heating of the feed water effected. In this case the piston is dis-
pensed with, and an elastic diaphragm is placed over the cylinder, to
which diaphragm the alarm is connected, as represented in Figure 2.
It will be seen that the action of the jet is to exhaust the lower
portion of the cylinder B' and the pipe E, by which the diaphragm is
held down by the pressure of the atmosphere on the top side of it so
long as the pipe E which is in connection with the pipes on the train
remains closed; should air be admitted into the pipe E from any cause
whatever the influence of the steam jet on the under side of the
diaphragm is wholly or partially destroyed and the said diaphragm is
raised by the spring F placed underneath or above it, as most convenient.
The diaphragm in rising lifts the lever H and opens the alarm whistle
or any other signal to which it may be attached. The like signalling
may be effected by reversing the action of the piston or diaphragm in
3 opening and closing the alarm or whistle by leaving the extreme end of
the pipe E (Figure 2) open so that by closing the said pipe in any part
of its length by suitable cocks or appliances the piston may be acted
upon by the pressure of the atmosphere in such a manner as to open the
alarm or signal.
In order that the end of the pipe may be closed for the purpose of
giving an alarm in the event of an accidentally divided train, the pipes
between the carriages may be connected by suitable cocks or valves to
the fixed pipes in the carriages in such a manner that when the pipes
are connected between the carriages the said cocks or valves are opened,
but when the pipes are disconnected and hung downwards the cocks or
valves to which the said pipes are connected are closed, by which closing

page_text: In order that the passengers may communicate with the driver or
guards, cocks or valves K are placed at the ends or in a convenient
position on the carriage (see Figure 2), by which air can be admitted
into or the air shut off from the pipe when it is required to do so for the
purpose of sounding an alarm. To these valves or cocks are attached
semaphores or other convenient signals which are raised or put up on
the exterior of the carriage when the cocks or valves are opened, and
the carriage in which the alarm was sounded is thus indicated. Any
other convenient method of opening the cocks or valves or admitting air
into the pipe may be adopted. In the guard's van valves or cocks may
be placed by which air can be admitted into the pipes, or the pipes
closed when the alarm is required to be sounded. The same cocks are
also available for regulating the brake power.
Figure 2B represents in vertical section an alarm apparatus for the
guard's van. It consists of a long cylinder in which is a moveable
piston or weight rendered air-tight in the said cylinder by suitable
elastic packing. The top of the cylinder is connected with the vacuum
pipes on the train and a small whistle or other suitable alarm is attached
to the bottom. When the air is exhausted from the top of the cylinder
the piston or weight is forced up by the pressure of the atmosphere on
the under side of it, but when air is admitted into the pipes by opening
any of the valves or stop-cocks in the train or by the rupture of any of
the pipes the piston or weight descends, and in so doing compresses the
air in the lower part of the cylinder, and thus sounds the whistle at the
bottom or disconnects any suitable alarm with which it may be con-
nected. On the top of the piston is a spring which is introduced for
the purpose of quickening the descent of the piston by overcoming the
friction of the air passing through the pipes when such air is admitted
for the purpose of giving an alarm.
When working the signalling apparatus and brakes by means of one
open pipe the extreme end of the pipe on the train may be carried back
to the engine, thus giving the driver the power of operating the brakes
and signalling to the guards. If two pipes are used they may be
combined in such a manner as to form one line of pipe along the train
and may be coupled together between the carriages by one operation
only, the coupling being double. A double coupling of this kind is
represented in Figure 9.

page_text: Figure 2A represents in side elevation and Figure 2° in end elevation
a part of a railway train having my improvements applied to it, the
engine and tender being provided with my apparatus for supplying the
boiler with water by means of a steam jet. This apparatus may be
used separately or combined with the other improvements constituting
part of my Invention. In the said Figure 24 a cylinder A is placed on
the boiler of the locomotive above the water level, to which cylinder a
pipe B is connected, the said pipe leading to the steam jet; C is a pipe
connecting the said cylinder A. to the boiler, and C' is a pipe connecting
the said cylinder A to the tank or tender. It will be seen that when
the pipe C is closed by means of a cock or valve D and the pipe B
opened the air will be drawn out from the interior of the cylinder A by
the action of the steam jet, and the water in the tank will be forced into
the said cylinder by the pressure of the atmosphere. Between the
cylinder A and the tender or tank is a valve or cock, and when the
communication between the jet and the said cylinder is closed and
the connection with the cylinder and boiler is opened the water will
flow into the boiler and the cylinder A will become filled with steam.
The positions of the cocks are then reversed and the cylinder A again
becomes filled with water in the manner described.
The waste steam from the steam jet may be conducted by means of
suitable pipes and connections into or through the said cylinder A, and
in that manner made use of for heating the feed water prior to its
admission into the boiler instead of heating it in the tender or tank.
The waste steam from the jet may be turned into the fire-box and
employed for forcing air into it for the purpose of promoting com-
bustion. The means of effecting this is represented in Figure 2A.
The waste steam pipe is carried across the front of the box and has a
longitudinal slot cut in it, through which the steam blows into the
fire-box and thus carries by its action a large quantity of air into the
fire-box. This arrangement may be carried out in any accessible part
of the fire-box. The waste steam is also got rid of by making it act
as a blower in the chimney, as shown in Figure 2A, by which a more
even and rapid draught in the fire is maintained and economy of fuel
effected. This arrangement allows the blast pipe of the engine to be
increased in area and the back pressure in the cylinders thereby reduced.
Figure 3 represents the application of the steam jet as a means for
actuating the brakes on a train, in addition to its use as a means for

page_text: signalling and relieving the exhaust pipe of the engine. In this
arrangement the action of the piston for opening the alarm whistle or
signal, and the action of the jet for exhausting the exhaust pipe from
the cylinders of the engine is the same as in the arrangement represented
in Figure 2.
The brakes are working in the following manner:-The power of
the jet is made variable at pleasure in the ordinary way by moving the
centre spindle more or less, that is, by moving the spindle in such a
manner as to admit a small or large quantity of steam to pass through
the jet as required, or by regulating the steam cock. Between the jet
and the cylinder B is a cock or valve C (see Figure 3), which cock is
operated by the levers or appliances which alter the position of the
said centre spindle. When the spindle is in the position shown in the
Drawing (which position is for admitting a small quantity of steam and
for diminishing the power of the jet), the cock C is nearly closed. The
vacuum in the cylinder and pipes on the train is then only sufficient
to hold down the piston in the cylinder B, which is all that is required
to effect the means of signalling or communication throughout the
train. When the brakes are required to be applied the position of the
jet spindle is altered to admit more steam for the purpose of increasing
the power of the jet, and at the same time the cock C is opened so that
the full power of the jet may be in connection with the cylinder B and
the pipes on the train. The same effect may be produced by partially
closing or opening the steam cock J, Figure 24, through which steam is
supplied from the boiler to the jet.
The steam jet is made to operate the brakes in the manner repre-
sented in Figure 4, where A is a cylinder in which are two pistons B, B,
to which pistons the gearing of the brakes is attached. The said
cylinder A is connected to the vacuum pipes on the train by the pipe C.
It will be seen that the action of the jet is to exhaust the air from the
space between the two pistons B, B, and thereby to cause them to be
forced together by the pressure of the atmosphere on the outside of
them, by which means power is obtained for pressing the brake blocks
against the wheels.
In order that the pistons may not be forced together when the jet is
exerting its minimum power for effecting the signalling throughout the
train a valve D is introduced as shown. This valve D is of sufficient

page_text: weight to more than counterbalance the minimum power of the jet, and
therefore it remains closed until the full power of the jet is turned on
for actuating the brakes, at which time it rises and in so doing opens
a direct communication with the vacuum pipes on the train and the
interior of the cylinders. On the stem of the valve D is a flange or
projection which when the said valve is on its seat projects into the
cylinder A between the pistons B, B, and thereby prevents them from
approaching each other when the minimum power of the jet is being

page_text: pressure of the atmosphere in a manner necessary for applying the
brakes.
I also employ the exhaust of a steam jet or other exhaust to work the
brakes on railway trains in the several ways which I will now proceed to
describe.
Figure 4 represents in vertical section and end elevation one of the
arrangements whereby the exhaust is made to operate on the brakes.
This apparatus, which I call a power drum, consists of a metallic or solid
ring A which is covered on both sides with thick india-rubber or other
elastic covering B. To this covering are attached the ends of the
levers which work upon fulcrums D forming part of the solid ring A,
as represented. A link D³ is attached to the top of the ring A. by which
the whole is suspended to the carriage in such a position as most con-
venient for relieving the brakes. With light wheels the levers C may
be dispensed with as in Figures 4 and 4° which I will now proceed to
describe.
Figures 43, 4, 4P, and 4* represent respectively in side elevation and
cross section two forms of brake, in one of which Figures 4 and 4° the
blocks are pressed against the wheels by means of a weighted lever, and
in the other Figures 4 and 4 by means of a spring, the said weighted
lever and spring acting upon the end of the cross lever A which raises
the push or tension rods B. In both cases the brakes are held off by
the pressure of the atmosphere acting upon the flexible heads of the
drums C which are suspended from the under side of the carriage and
connected to the cross levers A in the manner shown in the Drawing.
The cross levers A pass through suitable brackets D affixed to the frame
of the carriage for the purpose of holding them in a raised position when
it is required to fix the brakes, and when it is intended that the brakes
should not be under the influence of the drums C the cocks E are pro-
vided, by which means communication is shut off between the exhausting
pipes on the train and the interior of the said drums.
Figure 4 and Figure 4° represent respectively in elevation two other
forms of brake, both of which are forced against the wheels by the
action of springs A, which springs are either compressed or extended by
the screw rods B, worked by the hand wheels B². The brakes are
relaxed by the power drums C when the air is exhausted from the
interior of them.

page_text: Figure 4 represents in elevation and Figure 4¹ in cross section the
application of the power drum to the ordinary wagon brake. The lever
of the brake is supported by the link on the end of the cross lever A,
which cross lever is held up by the power drum in the manner shown.
The end of the cross lever A passes through a guide on the outside of
the wagon, which prevents the lever falling beyond the limits of
clasticity of the drum. The brake when required for shunting purposes
can be worked by hand by unhooking the cross lever A from the brake
lever. A cock B is provided for the purpose of cutting off the con-
nection with the exhausted pipe on the train.
In all these different forms of brakes it will be seen that in their
normal condition they are pressed against the wheels with forces pro-
portionate to their respective springs or weighted levers, and that the
pressure of the atmosphere is made use of merely to draw or force the
blocks from the wheels when under the influence of the exhausting
steam jet or pump.
By this means a much more rapid application of
the brakes is obtained when required than when the pressure of the
atmosphere is employed to press the blocks against the wheels, as in
other forms of atmospheric brakes, in which the pistons or heads of
elastic cylinders have to move through a considerable space to apply the
brakes.
By my Invention the blocks used are only held just clear of the
wheels, and can thus be brought into action very quickly by relieving
them of the atmospheric pressure.
It will be seen that when air is admitted into the power drums, or the
action of the exhaust under any circumstances suspended, the brakes are
applied. This action is the reverse of that of brakes in which the
pressure of the atmosphere is made use of for pressing the blocks against
the wheels.
Figure 5 represents in elevation my arrangement for operating the
fastenings of the carriage doors. A is a small cylinder attached to the
headstock of the carriage. In the said cylinder A is a piston B, which
actuates the rod C and levers C¹;.D is a bolt, which falls by its own
weight into the socket E, thereby securing the door. To the rod C is
attached a bolt F for the purpose of raising the bolt D when it is
required to unfasten the door. The cylinder A is connected with the
vacuum pipes on the train by the pipe G. When the cylinder A is
B

page_text: exhausted the piston B is forced inwards, and the rod C is lowered by
the lever C¹ turning upon the centres by which they are attached to the
carriage. So long as the piston is pressed inwards the rod C and with
it the bolt F is lowered, thereby allowing the bolt D to fall and secure
the door; but should air be admitted into the cylinder A the piston B is
relieved of the atmospheric pressure upon it, and the rod C is drawn
back by the spring H, thereby raising the bolt F, and disengaging the
bolt D. The door is thus unfastened.
Figure 6 represents in elevation an arrangement similar to that repre-
sented in Figure 5, excepting that in place of the piston and cylinder an
india-rubber diaphragm B, covering a hollow box or chamber A, is
made use of, by which diaphragm the rods and bolts are actuated in
a manner essentially the same as that described, and illustrated in
Figure 5.
When the signalling is effected by closing the pipes on the train in
the manner herein-before described the action of the piston or diaphragm
must of course be reversed for operating the fastening of the door.
Figure 7 represents in longitudinal section and Figure 7 in end
elevation a coupling constructed according to my Invention for con-
necting the flexible pipes together between the carriages in cases where
the said carriages are not turned round, or in cases in which carriages
are permanently coupled together. The said coupling consists of two
parts, male and female, marked A and B; the latter is faced, or has an
elastic washer let in at B² to form the joint. The other, or male part A,
is pressed home by a loose collar C, the lugs of which collar follow the
inclined slots B³ in the other part B, as represented. One lug is
lengthened to form a handle for forcing home the joint.
Figure 8 represents in section, and Figure 84 in end elevation another
form of coupling for connecting the flexible pipes between the carriages.
In this coupling both parts are alike, so that whatever may be the
position of the carriages the pipes may be connected. This form of
coupling is available for connecting the pipes on the train when the said
pipes are united along the centre of the carriages, and also when the
said pipes are placed diagonally across the carriages, and also when the
pipes are coupled together diagonally between the carriages. This con-
venient form of coupling is obtained by making use of the pressure of
the atmosphere to force the parts together instead of employing

page_text: mechanical means for that purpose. The parts of the coupling consist
of two flanges B, B, which may be faced or covered with any suitable
packing for making an air-tight joint. On the faces of the flanges are
pins C and corresponding holes D, which are formed in such a manner
that the flanges support each other when brought into contact, and are
locked together in such a manner that the flanges do not separate when
hanging between the carriages. The jamming of the pieces across the
holes by the strain upon them from the curved pipe holds them
temporarily together. The same may be effected by dovetail lugs on
the side of the flanges.
When the pipes are connected and the coupling hangs in the position
shown in the Drawing the flanges are pressed together by their own
weight, and unless the coupling is pulled in a straight line the pipes are
temporarily connected. When the air is exhausted from the pipes the
said flanges are forced together by the pressure of the atmosphere, and
an air-tight joint is formed so long as the pipes are exhausted.
In the event of a train being accidentally divided the flexible pipes
will be pulled into a straight line, in which position the aforesaid pins
in the flanges or the lugs on the sides of the flanges can be pulled
asunder without injury to the flexible pipes. This coupling may be
single or double.
Figures 9 and 94 represent a double coupling, the pins or pegs being
marked C and the holes D, as in Figure 8 and 8ª.
Separate jets and pipes may be used for working the brakes and
signalling apparatus independently of each other, or separate pipes may
communicate with one jet, as shown in Figure 14, in which K is a pipe
in connection with the signalling apparatus, and La pipe in connection
with the brakes. The brakes are applied and relieved by opening or
closing the three-way cock M. Both the said pipes are connected and
extend along the train as one pipe, and are coupled simultaneously by
means of a double coupling of the kind before described.
Having now described the nature of my Invention and the manner in
which the same is to be performed, I wish it to be understood that I do
not limit myself to the precise details herein described and illustrated,
as the same may be varied without departing from the nature of my
Invention; but I claim as my Invention,―

page_text: First. The improvements in signalling on railway trains between
engine driver, passengers, and guards, herein-before described and illus-
trated in the accompanying Drawings, that is to say, by the use of a
vacuum or exhaust applied by means of the several mechanical arrange-
ments described and illustrated.
Secondly. The improvements in working brakes on railway trains,
herein-before described and illustrated in the accompanying Drawings,
that is to say, by the use of an exhaust or vacuum combined with the
several mechanical arrangements described and illustrated.
Thirdly. The improvements in the couplings for the vacuum or exhaust
pipes, herein-before described and illustrated in the accompanying
Drawings, to be used in working signals and brakes on railway trains.
Fourthly. The improvements in locking and unlocking the doors of
railway carriages, herein-before described and illustrated in the accom-
panying Drawings, that is to say, by the use of a vacuum or exhaust in
conjunction with the mechanical combinations or arrangements described
and illustrated.
Lastly. The improvements in economizing fuel in locomotive engines,
herein-before described and illustrated in the accompanying Drawings,
that is to say, conveying the hot water and exhaust steam from the
cylinders of the locomotive into the boiler and supplying water to the
boiler without the use of a pump or injector, substantially as described
and illustrated.
In witness whereof, I, the said Richard David Sanders, have here-
unto set my hand and seal, this Twenty-second day of October, 2
in the year of our Lord One thousand eight hundred and seventy-
Witness,
GEORGE SHAW.
RICHARD DAVID SANDERS. (L.S.)