Improvements in or Applicable to Automatic Vacuum Brake Apparatus.
Year: 1884

page_text: Improvements in or Applicable to Automatic Vacuum Brake
Apparatus.
I JAMES GRESHAM, of the firm of Gresham and Craven of Craven Iron Works,
Salford, in the County of Lancaster Engineer, do bereby declare the nature of the
said invention for IMPROVEMENTS IN OR APPLICABLE TO AUTOMATIC VACUUM
BRAKE APPARATUS," to be as follows:-
Firstly. My invention relates to ball valves used to open and close the communi-
cation between the train pipe and vacuum chambers of automatic vacuum brakes
in which a partial vacuum is maintained in the brake cylinder on both sides of the
piston to keep the brakes out of action, and the brakes are applied by admitting
air to the train pipe and one side of the piston and preserving the vacuum on the
other side of the piston by means of a valve which cuts off that side from its com-
munication with the train pipe. This valve requires to be of such a character that
it will allow the free passage of air from the cylinder to the train pipe whilst the
exhaust is in action but will instantaneously close the passage if there is a back-
flow of air from any cause.
This part of my invention consists in arranging the ball in a passage or chainber
so that it will roll slightly in a horizontal direction on a surface which will bring its
centre approximately opposite to the axis of its seating and when it rolls towards
its seating it will come fairly against it with little or no lift and in making the
passage in which it rests when against its seating of approximately the same
diameter as the ball, but so that it will move therein and in forming that portion of
the lower surface of the passage or chamber in which the ball rolls when it is
furthest from the seating as an inclined plane ascending from the horizontal part
and bringing the ball into an enlarged portion of the chamber or passage thus
giving a large area for air to pass round the ball when the latter is rolled up the
incline by the force of the exhaust whilst the gravity of the ball causes it to roll
down the incline into its lowest position in the narrow portion of the passage or
chamber when the current of air ceases.
The ball valve hereinbefore described is or may be opened from without when air
is to be admitted into the vacuum chamber to release the brakes by hand. The
ball valve is arranged in a tube or cage moving horizontally having a diaphragm
and Tor mushroom lever for pulling the ball valve from its seating by means of
1

page_text: the cage. The interior of the cage or tube forms the horizontal passage for the ball
and also the enlarged chamber and the incline for the ball valve is or may be
formed in the cage or tube or upon the end of the stem within the cage or tube for
the ball which stem secures the central part of the diaphragm to the tube and to
the outer end of which stem the fulcrum of the T or mushroom lever is attached.
A prolongation of the horizontal part of the tube or cage but of smaller internal
bore, fits and slides upon a projecting tube or nipple upon the end of which the ball
valve seating is formed and when the cage is forced inwards, as it is when there is
a vacuum or partial vacuum in the train pipe, by the action of the outer atmosphere
on the diaphragm attached to the stem, the end of the tube or cage comes and is
pressed firmly against a shoulder on the said projecting tube or nipple which acts
as a valve seating for the end of the tube or cage and prevents the admission of air
to the tube from that end while in that position, but when the cage is withdrawn
by the T or mushroom lever to pull the valve away from its seating, air can then
pass through small grooves passing lengthway of the said projecting tube or the
interior of the prolonged tube and enter the vacuum chamber. When the ball is
withdrawn it remains away from its seating until a vacuum or partial vacuum is
again formed in the train pipe.
The second part of my invention relates to arrangements applied to or combined
with automatic vacuum brakes for slipping or detaching one part of a train from
another especially when in motion.
The object is to close the ends of both uncoupled train pipes and prevent the
admission of air to either when one portion of the train is to be "slipped" or
separated from the other without interfering with the automatic action of the
brakes should there be an accidental separation of the train when running.
My invention consists is using two cocks or valves which are formed at each end
to couple into each other and with the couplings of the train pipe, a pair of these
coupled cocks or valves being placed between the train pipe couplings where the
train is to be divided.
Each cock or valve is secured by a pin or other means to the coupling to which
it is attached so as to remain connected with it when the train separates..
The cocks or valves are shut by pulling at the same rope which is used for
releasing the slip coupling that separates the train, or the cocks or valves are or
may be shut by hand if preferred.
When valves are used they are or may be arranged to close by a spring each
valve being held open by a pin or trigger which pins or triggers are pulled so as to
release the valves when they are to be closed.
Thin thi taouth day of December 1884

page_text: COMPLETE SPECIFICATION.
Improvements in or Applicable to Automatic Vacuum Brake
Apparatus.
I JAMES GRESHAM of the firm of Gresham and Craven, of Craven Iron Works,
Salford, in the County of Lancaster, Engineer, do hereby declare the nature of
said invention for IMPROVEMENTS IN OR APPLICABLE TO AUTOMATIC VACUUM
BRAKE APPARATUS, and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :—
Firstly. My invention relates to ball valves used to open and close the commu-
nication between the train pipe and vacuum chambers of automatic vacuum brakes
in which a partial vacuum is maintained in the brake cylinder on both sides of the
piston to keep the brakes out of action, and the brakes are applied by admitting
air to the train pipe and one side of the piston, and preserving the vacuum on the
other side of the piston by means of a valve which cuts off that side from its
communication with the train pipe. This valve requires to be of such a character
that it will allow the free passage of air from the cylinder to the train pipe whilst
the exhaust is in action, but will instantaneously close the passage if there is a
backflow of air from any cause.
This part of my invention consists in arranging the ball in a passage or chamber
so that it will roll slightly in a horizontal direction on a surface which will bring
its centre approximately opposite to the axis of its seating, and when it rolls
towards its seating it will come fairly against it with little or no lift and in
making the passage in which it rests when against its seating of approximately
the same diameter as the ball but so that it will move therein and in forming
that portion of the lower surface of the passage or chamber in which the ball rolls
when it is furthest from the seating as an inclined plane ascending from the
horizontal part and bringing the ball into an enlarged portion of the chamber or
passage thus giving a large area for air to pass round the ball when the latter is
rolled up the incline by the force of the exhaust whilst the gravity of the ball
causes it to roll down the incline into its lowest position in the narrow portion of
the passage or chamber when the current of air ceases. The ball valve herein-
before described is or may be opened from without when air is to be admitted into
the vacuum chamber to release the brakes by hand.
The ball valve is arranged in a tube or cage moving horizontally having a
diaphragm and T or mushroom lever for pulling the ball valve from its seating
by means of the cage. The interior of the cage or tube forms the horizontal
passage for the ball and also the enlarged chamber and the incline for the ball
valve is or may be formed in the cage or tube or upon the end of the stem within
the cage or tube for the ball, which stem secures the central part of the diaphragm
to the tube and to the outer end of which stem the fulcrum of the T or mushroom
lever is attached.
A prolongation of the horizontal part of the tube or cage, but of smaller internal
bore, fits and slides upon a projecting tube or nipple upon the end of which the

page_text: ball valve seating is formed, and when the cage is forced inwards as it is, when
there is a vacuum or partial vacuum in the train pipe, by the action of the outer
atmosphere on the diaphragm attached to the stem, the end of the tube or cage
comes and is pressed firmly against a shoulder on the said projecting tube or nipple
which acts as a valve seating for the end of the tube or cage and prevents the
admission of air to the tube from that end while in that position, but when the
cage is withdrawn by the T or mushroom lever to pull the valve away from its
seating air can then pass through small grooves passing lengthway of the said
projecting tube or the interior of the prolonged tube and enter the vacuum chamber.
When the ball is withdrawn it remains away from its seating until a vacuum or
partial vacuum is again formed in the train pipe.
The second part of my invention relates to arrangements applied to or combined
with automatic vacuum brakes for slipping or detaching one part of a train from
another, especially when in motion.
The object is to close the ends of both uncoupled train pipes and prevent the
admission of air to either, when one portion of the train is to be "slipped" or
separated from the other, without interfering with the automatic action of the
brakes should there be an accidental separation of the train when running.
My invention consists in using two cocks or valves which are formed at each
end to couple into each other and with the couplings of the train pipe, a pair of
these coupled cocks or valves being placed between the train pipe couplings where
the train is to be divided.
Each cock or valve is secured by a pin or other means to the coupling to which
it is attached so as to remain connected with it when the train separates.
The cocks or valves are shut by pulling at the same rope which is used for
releasing the slip coupling that separates the train, or the cocks or valves are or
may be shut by hand if preferred.
When valves are used they are or may be arranged to close by a spring each
valve being held open by a pin or trigger, which pins or triggers are pulled so as
to release the valves when they are to be closed.
Fig. 1 is a longitudinal section of a ball valve arrangement designed for vacuum
brake apparatus, where the brake piston or diaphragm cylinder, and the vacuum
chamber are separate vessels.
Fig. 2 is a cross section on the line A-B fig. 1 and fig. 3 is a plan section on the
line C-D fig. 1.
Fig. 4 is a longitudinal section of a ball valve arrangement designed for vacuum
brake apparatus where the piston or diaphragm cylinder and vacuum chamber are
formed by one vessel.
Fig. 5 is a cross section on the line A-B fig. 4, and fig. 6 is a cross section on the
line C-D fig. 4, and fig. 7 is a plan section on the line E-F fig. 4.
Fig. 8 is a longitudinal section of ball valve apparatus designed for the brakes
on the engine or tender (though applicable to other railway vehicles) where the
brake piston or diaphragm cylinder and the vacuum chamber are formed by one
vessel or separate vessels.
Fig. 9 is a cross section on the line A-B fig. 8 and fig. 10 is a plan section on
the line C-D fig. 8.
Fig. 11 is a sectional elevation showing the arrangement of the slip draw
couplings for the carriages and the slip couplings for the train pipes according to
the second part of my invention.
Fig. 12 is an enlarged longitudinal section of the slip train pipe couplings having
the cocks in them, and fig. 13 is an end elevation of the same.
a is a casing or casting, it is screw tapped for two pipe junctions one b communi-
cating with the train pipe, and the other c with the vacuum chamber-The cylinder
at the underside of the piston or diaphragm has a separate connection with the
train pipe in this modification.
The casting has a passage a' leading from the vacuum chamber to a projecting
tube or nipple a³ formed in the casting-There is also a passage a³ formed in the

page_text: casting leading from the train pipe to a chamber at in the casting. The opening
to this chamber a is screw tapped and a part d is screwed in, which part secures
the margin of a small diaphragm e air tight between its end and the casting a, the
middle part of the diaphragm e being secured air tight between a stem fi and a
tube or cage f. This tube or cage f is made tubular at its inner end to fit and slide
upon the projecting tube or nipple a³, and for a short space the interior of the
tube f is enlarged to the diameter of the ball g which forms the valve, the seating
for which, is formed on the end of the said nipple a-The longitudinal axis of the
bore of the nipple a², the tube or cage f and the centre of the ball g when in the
position shown in fig. 1 coincide, that is, they are in the same line and the ball g
fits, but so as to be able to move freely in that part of the tube f in which it is
shown in fig. 1.
The tube or cage has a second interior enlargement and through its sides
holes are formed so that air can pass between the interior of the cage ƒ and
the chamber a* on its exterior in the casting a.
The stem f¹ that screws into the cage f has a projection f³ that forms an incline,
the lowest part of the incline nearest the ball g, as shown in fig. 1, being on or
about a level or in a line with the lowest part of the enlarged part of the bore
of the tube or cage on which the ball g rests when in the position shown in fig. 1.
When air begins to pass from the vacuum chamber the ball g rolls from the
position in which it is shown in fig. 1 up the incline f* into the enlarged part of
the interior of the cage f thus leaving free space for the air to pass into the cage
and from it through the holes f* in the side of the cage to the chamber a' and to
the train pipe.
When air ceases to pass from the vacuum chamber the ball g rolls down the
incline f* and enters and practially closes the passage in the cage in which it is
shown in fig. 1 before it comes against its seating.
When a vacuum or partial vacuum is formed in the train pipe the external
atmosphere, which passes freely through the space left between the stem f' from
the cage f and the part d, presses upon the exterior side of the small diaphragm e
and forces and holds the inner end of the tube or cage f firmly against a facing
formed round the root or junction of the nipple a³ with the casting so that no air
can pass to the ball valve g to take it from its seating upon the end of the nipple a*
but what comes from the vacuum chamber, but when the tube or cage f is pulled
outwards it draws the ball g from its seating on the end of the nipple a* and then
there being a space between the inner end of the tube or cage f and the root of or
junction of the nipple with the casting, air can pass through grooves f* (see fig. 2)
formed longitudinally in the sides of the interior bore of that part of the tube or
cage f that fits and slides upon the nipple a² and enter the bore of the nipple and
pass to the vacuum chamber. The stem f¹ has a lever h jointed to it, which lever
has two arms or projections h¹ extending across the part d so that when a cord,
wire or other connection attached to the end of the lever h is pulled either from
one or the other side of the vebicle one or the other arm or projection h¹ of the
lever becomes the fulcrum and the stem f¹ and its connected tube or cage f is
pulled outwards to withdraw the ball valve g from its seating and admit air to
the vacuum chamber.
In the modification illustrated by figs. 4 5, 6 and 7, and by figs, 8, 9 and 10, the
nipple a, ball valve g, tube or cage f, stem f', small diaphragm e, part d and
the lever h are arranged as described in reference to figs. 1, 2 and 3 except that
in the modification shown by figs. 4, 5, 6 and 7 the arm of the lever h for with-
drawing the valve from its seating forms part of one of the arms h'. But the
casting a and passages of these modifications are arranged as hereinafter described.
The modification shown by figs. 4, 5, 6, and 7 is intended for vacuum brakes
where the piston or diaphragm cylinder and vacuum chamber are formed in one,-
and the casting a is formed with a flange a* to make a joint with the underside
of the cylinder so that the passage a³ will communicate with the cylinder at the
under or atmospheric side of the piston or diaphragm and the passage a¹ will

page_text: communicate with the cylinder at the upper or vacuum chamber side of the brake
piston or diaphragm.
i is a screw plug which is or may be used to allow moisture to escape if or when
required.
The pipe b is intended to be connected with the train pipe by india rubber or
other flexible tubing, but may be arranged for metallic tubing if desired.
The apparatus shown by figs. 4, 5, 6 and 7 is arranged to be connected with the
brake piston or diaphragm cylinder, with the pipe 6 across the vehicle, in which
case the lengthway of the lever h is in the lengthway of the vehicle, so that the
lever h can be moved by connections from either side of the vehicle passing in
the direction of the lines h*.
The modification shown by figa. 8, 9 and 10, is more particularly intended for
the brakes of the locomotive or its tender, but may be used for other vehicles,
and is applicable for vacuum brakes. The ball valves shown herein may of course
be used equally whether there is a separate vacuum chamber or whether one part
of the cylinder or diaphragm vessel forms by itself the vacuum chamber.
It is formed with a flange ax to be attached to the brake cylinder so that the
passage as will communicate with the atmospheric or under side of the brake
piston or diaphragm, and the passage a¹ with the upper or vacuum chamber side
of the cylinder, or this passage forms a junction with one formed in the metal of
the brake cylinder which latter passage is connected by a pipe with the separate
vacuum chamber.
There are two branch pipes one of which (b) is or may be connected by flexible
tubing with the train pipe, the other c with the vacuum chamber, and the pipe
leading to the latter when on the locomotive or tender, may form a junction with
the pipe from the small ejector constantly working and forming a vacuum or
partial vacuum and which acts to exhaust the vacuum chamber when the handle
of the ejector apparatus is turned to put the brakes on, as is well understood.
The branch c is required when this modification of apparatus shown by
figs. 8, 9, and 10 is used for the vehicles of a train where a separate vacuum
chamber is used.
In fig. 12 portions of two vehicles a and a¹ supposed to form part of a train,
their draw bars c the slip couplings d for the draw bars c, part of the train pipe b
for the vacuum brake apparatus and other parts are shown to illustrate the second
part of my invention.
The flexible ends b¹ of the train pipes b for each vehicle are provided with the
usual vacuum brake train pipe couplings, that is, the couplings have each rings of
india rubber to form facings and joints when one part or coupling is made to join
with the other part or couplings and they have at their lower edges bent fingers or
projections one of which on one coupling takes hold of the other on the other
coupling and they have each a bent projection from their upper edges that pass
each other reciprocally and into notches in each coupling and so keep each other
from moving sideways.
These kinds of couplings form ordinary couplings of hose pipes for vacuum
brakes and are well known.
According to this part of my invention a casing or casting e is provided fitted
with a cone plug cock fand it has a junction or coupling face at each end one of
which may be termed right and the other a left handed facing or coupling.
Two of these couplings e with cocks fare provided and are brought together
when the train is coupled up as shown in fig. 11 and by the enlarged views figs. 12
and 13-One cock coupling is coupled with the coupling on the end of each train
hose pipes b¹ and is secured thereto by a pin passing through a hole e' in the upper
bent projection e* (see figs. 11 and 12)-The securing pin is or may be a hook
passing through the hole which hook forms the end of a chain g connected to a
clip g² secured on the train pipe. These chains g one for each carriage, act to
prevent the coupling ends of the flexible hose 6 from striking against the ends of
the vehicle when the train is slipped or detached,

page_text: The two coupling facings of the two cock couplings e which come together as
shown in figs. 11 and 12 are not secured but will become detached and separate
from each other, when the two parts of the train begin to get apart as the flexible
hose pipes then rise to near a horizontal position which thus liberates the
projections at the upper side from each other and their respective notches and
allows the bent projections e³ from the lower edge, to separate from each other.
Each cock has a handle or lever, fast upon the square of its cone plug one
handle f is shorter than the other f' and both are in the same horizontal line
when the cocks are open, as shown in fig. 11-when the communication through the
train pipe is thus uninterrupted.
The long handle f* for one cock is bent at the end, and it is side by side without
touching the shorter handle f¹ for the other cock.
The long handle f' has a pin f³ projecting from its side near where the bend in
the handle commences and this pin extends past the lower edge of the short
handle f¹ for the other cock, so that when the long handle få is turned from the
horizontal to the vertical position it moves the short handle f' for the other cock
also, until the pin slips off the end of the short handle f¹ leaving it in about a
vertical position with the cock shut, the long handle f' will move a little further
before it attains the vertical position when it will have fully shut the cock-
It will thus be seen that by moving one handle f' both cocks are simultaneously
shut.
The catch of the slip coupling & for the draw bars o which is of ordinary and
well known construction is connected with one end of a rope h the other end of
which passes through a hole in the end of the vehicle from which the coupling is
to be released and this end of the rope is or may be attached to a handle h¹ inside
the vehicle by pulling which, the slip coupling & is released.
It will be seen by reference to fig. 11 that there is a certain amount of slack
rope between that part of the rope near the couplings e for the train pipe and the
connection with the catch for the slip coupling d.
There is a clip upon the rope h to which one end of a chain h³ is connected the
other end of the chain having a hoop or link which is passed over the bent end of
the long lever handle f' until it comes against the projecting pin f³ for actuating
the short lever handle f¹.
When the rope h is pulled to slip the coupling the bandles fl and f' are first
both turned to the vertical position to shut the cocks before the slack in the
rope h
is taken up sufficiently to act upon the catch of the slip coupling d-The link or
hoop on the end of the short chain h³ slips off the bent end of the long lever
handle when it has about attained its vertical position thus leaving the rope h
free to pull at the catch of the slip coupling.
There is or may be a door or opening a' at the end of one vehicle a through
which the guard can reach to turn the handles f¹ and f' of the cocks by hand if
desired. Separate ropes for turning the cocks, and for releasing the catch of the
slip coupling may be used if desired.
It will be seen that with the train pipe slip couplings arranged as described, the
couplings could separate in case of an accidental parting of the train or slip
coupling, without turning the cocks, in which case air would be at once admitted
to the train pipe and thus the brakes would be applied.
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 I do
not claim generally the use of a cage in ball valves for brake apparatus but what
I do claim is as follows
1. In valve apparatus for vacuum brakes the arrangement of the ball in a
horizontal passage which it nearly closes so as to roll therefrom when the valve
opens up an incline into an enlarged space or chamber giving free passage for air
substantially as hereinbefore described and illustrated by the drawings.

page_text: 2. In valve apparatus for vacuum brakes the combination of a ball valve nearly
closing a horizontal passage in a tube or cage, and rolling when it opens on to an
incline in an enlarged space in the cage, which cage is slided on the nipple forming
the seating for the valve when the valve is to be withdrawn to admit air into the
vacuum chamber substantially as hereinbefore described and illustrated by the
drawings.
3. In valve apparatus for vacuum brakes the several combinations and arrange-
ments of mechanism as hereinbefore described and illustrated by figs. 1 to 10 of
the drawings.
4. The construction of slip couplings for the train pipes of vacuum brakes of
two separate couplings each provided with a cock or valve, such couplings being
made to couple with the ordinary couplings of the train pipe, and with each other,
substantially as hereinbefore described and illustrated by figs. 11 to 13 of the
drawings.
5. The arrangement of the train pipe slip couplings so that both cocks or valves
may be simultaneously shut, or shut by pulling at a rope or attachment which will
also release the ordinary slip coupling between the draw bars substantially as
herein before described and illustrated by the drawings.