Improvements in or connected with Vacuum Brake Apparatus for Railway Vehicles.
Year: 1891

page_text: Date of Application, 24th Dec., 1891
Complete Specification Left, 26th Sept., 1892-Accepted, 3rd Dec., 1892
PROVISIONAL SPECIFICATION.
Improvements in or connected with Vacuum Brake Apparatus for
Railway Vehicles.
I HENRY FREDERICK GOLDING of the Nine Elms Works of the London'
and South Western Railway Company in the County of Surrey, Mechanical
Draughtsman, do hereby declare the nature of this invention to be as follows:-
My invention relates to certain improvements in or connected with vacuum brake
apparatus for railway vehicles.
In such apparatus as at present constructed and used a constant vacuum is
maintained whilst a train is running and when air is admitted accidentally or
otherwise all the brakes are at once applied; thus when the engine is uncoupled
the brakes cannot be released until vacuum is again created by coupling the
engine, or by operating the usual release cords or otherwise; but there is no
provision, when a portion of a running train is "slipped," for retaining or main-
taining vacuum in the brake pipes of the slipped portion, consequently the vacuum
brakes cannot be used and hand brakes have to be resorted to; neither is there
provision for the retention of vacuum in the train pipes when an engine is
uncoupled.
My invention has for its object to provide apparatus which shall be capable of
automatically retaining the vacuum in the brake pipes, either of that portion of a
train which is left behind after "slipping," or of a train after the engine is
uncoupled, for use when required; but in case of an accidental division of a train,
for example when couplings break, my apparatus is adapted to automatically apply
all the brakes immediately.
My apparatus has the advantages that it is simple and easily applied, no material
alterations of existing arrangements are required, it is inexpensive and not liable to
derangement, or freezing up.
According to my invention I utilize the action of admitted air when the pipe is
purposely divided to instantly and automatically close a valve in or on the train
pipe and retain the vacuum existing therein; and when the pipe is divided by
accident, I utilize the force of the parting vehicles to mechanically open the same
valve and destroy the vacuum.
I provide an air tight casing or chamber of convenient size and having two
orifices. It is adapted to be fixed in about the position of the usual "swan neck'
(or curved end of the train pipe at either end of a vehicle) one orifice being in
connection with the train pipe, and the other with the usual flexible tube having an
ordinary universal coupling; within said chamber dividing it into two separate
parts is a flexible diaphragm, or piston, or equivalent air tight device capable of
reciprocating motion limited by suitable stops and carrying on one side an arm
controlling the position of a valve suitably mounted and adapted to hold open or
closed the train pipe orifice.
Through the diaphragm or equivalent is a valved aperture communicating
between the two chambers when required, and the upper chamber is in com-
munication. with the train pipe below its valve by a bye pass pipe which may also
have a self acting valve in one of its orifices, or otherwise.
The said diaphragm or reciprocating part is made capable of external operation
by means of a lever engaging the valve arm and suitably connected through an air
tight stuffing box to a lever or arm outside the chamber; to this arm a suitable
spring or equivalent is applied to hold same in one position or the other.
At each ordinary coupling space the external arin is connected by a cord or the
like to the next vehicle: but not at the point of an intended “slip” or division, at

page_text: which point my apparatus is to be fixed to both train pipes at the adjacent ends of
the vehicles.
When a slip or uncoupling is made the flexible tube is extended and the usual
universal coupling divided, admitting atmosphere to one side of the flexible
diaphragm or equivalent which instantly actuates and causes it to automatically
close the train pipe valve retaining the vacuum in the pipe, the bye pass pipe
maintaining a vacuum in the chamber at the other side of the diaphragm or
equivalent.
In case of accidental division of the train the same action takes place, but the
flexible cord connecting the external levers aforesaid to the next vehicle, or two
levers to each other, being pulled tight before rupture mechanically actuates the
diaphragm or equivalent so as to open the train pipe valve which is so held by its
applied spring, and the brakes are instantly applied to both portions of the train.
Dated this 24th day of December 1891.
COMPLETE SPECIFICATION.
Improvements in or connected with Vacuum Brake Apparatus for
Railway Vehicles.
I, HENRY FREDERICK GOLDING of the Nine Elms Works, of the London
and South Western Railway Company in the County of Surrey, Mechanical
Draughtsman do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularly described and ascertained in and by
the following statement :-
My invention relates to certain improvements in or connected with vacuum brake
apparatus for railway vehicles.
In such, apparatus as at present constructed and used, a constant vacuum is
maintained whilst a train is running, and when air is admitted accidentally or
otherwise all the brakes are at once applied, then when the engine is uncoupled the
brakes cannot be released until vacuum is again created by coupling the engine or
by operating the usual release cords or otherwise; but there is no provision, when
a portion of a running train is "slipped," for retaining or maintaining vacuum in
the brake pipes of the slipped portion, consequently the vacuum brakes cannot be
used and hand brakes have to be resorted to; neither is there provision for the
retention of vacuum in the train pipes when an engine is uncoupled.
My invention has for its object to provide apparatus which shall be capable of
automatically retaining the vacuum in the brake pipes, either of that portion of a
train which is left behind after "slipping," or of a train after the engine is
uncoupled, for use when required, but in case of an accidental division of a train,
for example when couplings break, my apparatus is adapted to automatically apply
all the brakes immediately.
My apparatus has the advantages that it is simple and easily applied, no material
alterations of existing arrangements are required, it is inexpensive, and not liable
to derangement or freezing up. When not in use it can be coupled anywhere in
the train and the brake worked in the ordinary manner.
According to my invention I utilize the action of admitted air when the pipe is
purposely divided to instantly and automatically close a valve in or on the train
pipe and retain the vacuum existing therein; and when the pipe is divided by
accident, utilize the force of the parting vehicles to mechanically open the same
valve and destroy the vacuum.
Fig. (1) represents longitudinal section of apparatus with valve in its normal
position ready for retaining the vacuum automatically.
Fig. (2) represents cross section of same.
Fig. (3) represents plan of same.

page_text: intermediate valve.
Fig. ) represents Tug for morning
Fig. (5) represents lug for holding open
Fig. (6) represents links for opening intermediate valve by external lever
coupled to internal lever.
Fig. (7) represents slotted link connected on to valve and holding open inter--
mediate valve.
Figs. (8), (9) & (10) represent different views of intermediate valve.
Fig. (11) represents triangular link for attaching cords to ends of levers.
Fig. (12) represents external and internal levers for opening and closing the.
valve for applying the brake or otherwise.
(Fig. 13) represents the diaphragm clip and rod for connecting to valve and
intermediate valve seats.
Fig. (14) represents plan of same.
Fig. (15) represents section of external lever.
Fig. (16) represents section of internal lever.
Fig. (17) represents the apparatus coupled for automatically retaining the
vacuum, with safety cord attachment for automatically applying the brake to both
portions in case of accidental separation.
I provide an airtight casing or chamber A of convenient size and having two-
orifices B B It is adapted to be fixed in about the position of the usual "swan
neck"
(or curved end of the train pipe C at either end of a vehicle) one orifice
being in connection with the train pipe C, and the other with the usual flexible-
tube D having an ordinary universal coupling; within said chamber A dividing it
into two separate parts, A A' is a flexible diaphragm or piston E or equivalent
air tight device capable of reciprocating motion limited by suitable stops and
carrying on one side an arm F controlling the position of a valve G suitably
mounted and adapted to hold open or closed, the train pipe orifice B.
Through the diaphragm E or equivalent is a valved aperture H communicating-
between the two chambers A A, when required, and the upper chamber is in
communication with the train pipe below its valve by a bye pass pipe which may.
also have a self acting valve in one of its orifices, or otherwise."
The said diaphragm E or reciprocating part is made capable of external
operation by means of a lever I engaging the valve-arm F and suitably connected
through an air tight stuffing box J to a lever or arm K outside the chamber A; to
this arm K a suitable spring or equivalent is applied to hold same in one position
or the other.
The lever or arm K outside the chamber A has a slot cut in it L and a shoulder
on one side M. A triangular link N is put in the slot L being just long enough to
clear the shoulder M, the cords 0, 0, having to be put at right angles to the
link N to get the link N on to the lever K, when on the cords 0, 0, fall into
position and prevent the link N from coming off the lever K, until the cords O, O',
are again put at right angles to the link N.
At the slip coupling space are two cords or the like O, O', each having one end
attached to the levers K by the triangular link N, the one O on the slip coach is
passed round a grooved wheel P to the slip hook R and so arranged that one end
is released when the train is slipped and passes clear of the lever K, the grooved
wheel P is attached to the other cord O' on the adjacent coach.
When a slip or uncoupling is made the flexible tube is extended and the usual
universal coupling divided, admitting atmosphere to one side of the flexible
diaphragm or equivalent which instantly actuates and causes it to automatically
close the train pipe valve retaining the vacuum in the pipe, the bye pass pipe
maintaining a vacuum in the chamber at the other side of the diaphragm or
equivalent.
In case of accidental division of the train the same action takes place but the
flexible cords O, O', connecting the external levers K aforesaid to the next vehicle
and slip hook or two levers to each other, being pulled tight before rupture
mechanically actuates the diaphragın or equivalent so as to open the train pipe-

page_text: valve which is so held by its applied spring, and the brakes are instantly applied to
both portions of the train.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. The cord arrangement for putting on the brakes automatically, in case of
accidental separation of the slip portion of a train, consisting of two cords O, O',
connected up to two levers K and the slip hook R as hereinbefore described in the
Specification and drawings Figure 17, Sheet 2.
2.-The arrangement of valves, valve casing, and lever for closing the orifice of
the train pipe automatically, or by hand, when a portion of a train is slipped, or an
engine uncoupled from a block train, or separate vehicles from any train, so that
the vacuum is retained and the brake can be applied when required to any of the
disconnected portions of the train substantially as hereinbefore described.
3. An air tight valve casing to take the place of the usual swan neck pipe at
either end of a vehicle, and having two orifices, one in connection with the train
pipe, and the other with the usual flexible tube substantially as herein before
described with reference to Figures 1, 2 and 3, Sheet 1.
4.-A. flexible diaphragm, piston or equivalent air tight device, having a valve
aperture communicating between the top and bottom chambers of the valve casing
and connected to the train pipe valve, so that it can close it, or hold it open, when
acted upon by the atmospheric pressure or by the lever K, substantially as herein
before described with reference to Figures 1, 2 and 3, Sheet 1.
5. The method of connecting a cord to the end of a lever by means of a
triangular link N, an inclined slot L, and a shoulder M on the lever substantially
as herein before described with reference to Figures 11 and 12, Sheet 1.
6. The combination valves, valve casing, and other mechanism for applying the
vacuum brake to disconnected parts of a railway train, automatically or by hand,
substantially as herein before described.
Dated this 24th day of September 1892.
HENRY FREDERICK GOLDING.