IMPROVEMENTS IN AUTOMATIC VACUUM BRAKE APPARATUS
Year: 1878

page_text: LETTERS PATENT to James. Gresham, of the Firm Gresham and Craven, of
Craven Iron Works, Salford, in the County of Lancaster, Engineers and
Machinists, for the Invention of "IMPROVEMENTS IN AUTOMATIC VACUUM
BRAKE APPARATUS."
Sealed the 18th April 1879, and dated the 26th November 1878.
PROVISIONAL SPECIFICATION left by the said James Gresham at the Office
of the Commissioners of Patents on the 26th November 1878.
JAMES GRESHAM, of the Firm Gresham and Craven, of Craven Iron Works,
Salford, in the County of Lancaster, Engineers and Machinists. "IMPROVEMENTS
IN AUTOMATIC VACUUM BRAKE APPARATUS."
Firstly. My improvements refer to what is known as "Hardy's automatic vacuum
brake," and refers to the valve or valves placed between the vacuum chamber in
each vehicle and the bags for actuating the brake blocks, which valve or valves is
actuated by a diaphragm, and consists in an improved mode or modes of constructing
such valves. The discs forming the valves are faced with india-rubber, which is
cemented or otherwise secured to the discs, or in the disc (which opens and closes
the passage between the vacuum bags and the atmosphere) the india rubber is
inserted and held in a cavity formed in the face of the disc, the outer edge coming
over so as to hold down the outer edge of the disc of india rubber, the metal edge
of the disc entering when the valve closes and filis as near as possible an annular
space in the valve "seating," the faces of which are formed by narrow projections
or margins forming "seatings" round the orifices of the valve.
The said valve is secured to one end of a spindle attached to the diaphragm, the
other end of the spindle passing through a guide, and then has the disc of the other
valve secured upon it, which disc is also faced with india-rubber, and closes, against
a narrow seating round the valve orifice, which communicates with the vacuum
chamber, but before coming against its seating it enters and fills as near as possible
an annular cavity round the seating.

page_text: The casing of these valves has passages or holes by which the atmosphere can
pass through the valve to the vacuum bags, and has flanges to which the chamber
can be secured (the diaphragm coming between them), which is connected with the
main or exhaust pipe through which the vacuum is formed.
The above described valves are arranged to open and close with a short move-
ment, and so that one valve is closed or nearly so before the other opens, so that
there will be the least possible admission from the exterior atmosphere in the
vacuum chamber.
When the valve closes the passage between the vacuum bags and the atmosphere
it opens the valve between the bags and the vacuum chamber; the air left in the
bags then expands and becomes so reduced in pressure that the greater pressure of
the atmosphere acting on the exterior of the bags puts on the brakes.
Another modification coming under this head of my Invention consists in making
the double valve of cylindrical form fitting in passages as accurately as possible
while being free to slide endways. The ends of the cylinder have discs of india-1
rubber or other suitable material secured to them to bed against the narrow seatings
when the cylinder is moved to its full extent to close one valve and open the other,
one end of this cylinder being secured to the diaphragm which actuates the
valves.
Another part of my Invention coming under this head consists in dispensing with
one of the two pipes hitherto connected with the vacuum chambers by placing a
valve in the axis of the double cylindrical valve last described, which central valve
will open to allow air to pass from the vacuum chamber through the cylindrical
valve to the branch pipe connected with the diaphragm chamber.
Or the castings for the double valves and diaphragm chamber are formed with a
passage or passages that communicate with the vacuum chamber, this passage having
a valve placed in it to open from the vacuum chamber.
Another part of my Invention coming under this head consists in arrangements
by which automatic vacuum brake apparatus can be readily changed so as to be
coupled up when required and worked with a train actuated by simple vacuum
generated when the brakes are to be applied, and it consists in forming a passage
communicating between the vacuum pipe and the pipe leading to the " vacuum bags,"
which passage can be opened and closed by a cock or valve. When opened the
apparatus will be operated by "simple vacuum.'
"
Or I accomplish this object by arrangements for closing the diaphragm valve and
opening the outlet valve from vacuum chamber.
Secondly. My Invention relates to improvements in the mode and apparatus and
arrangements for forming and maintaining a vacuum for automatic vacuum brakes,
and consists in applying an ejector or ejectors operated by jets of steam, which
ejectors I prefer to construct in the form described, and according to the proportions
given in the Specification of Letters Patent granted to me, and numbered 3908, and
dated the 23rd October 1877.
Steam jet ejector apparatus have been used for actuating vacuum brakes, but a
continuously acting steam jet of adequate power has not yet been used for pro-
ducing the vacuum for automatic brake because of the great expenditure of steam
required.
By my Invention I use two or more ejectors, and for quick action and sudden
emergencies I cause two or more ejectors to act at the same time, but when the
vacuum is once formed my Invention consists in only using one ejector, but that
continuously, as such ejector need only be of sufficient power and capacity to main-
tain the vacuum which is lost by leakage, and will not require much steam for such
purpose.
The steam which is discharged by the continuously acting ejector according to my
Invention is or may be conveyed to heat the supply water for the boiler, or it is or
may be (as I prefer) made to act as a "blower" at all times, thus allowing the blast
of the locomotive to be more free, and by these means the vacuum will be main-

page_text: tained by the continuously acting ejector with the least possible expenditure of
fuel.
I have stated that I use one ejector continuously and two or more for emer-
gencies, as the one continuously acting will be sufficient for the general working of
the brakes of a train, but I prefer to use two or more ejectors for emergencies and
one small ejector acting continuously, and I arrange, and my Invention consists in
arranging, a small within a large ejector, each having a separate steam pipe, but
both communicating with the same exhaust pipe connected with the pipes passing
along the vehicles forming a train, but between each ejector and the said exhaust
pipe there is a valve to close the passage to prevent the atmosphere withdrawn from
returning.
The steam discharged by these ejectors, as before stated, is or may be conveyed so
as to be used for heating feed water or as a blower to assist the draught, and when
the small continuously acting ejector is used as a blower it is or may be placed in
the position of the ordinary blower.
Thirdly. My Invention consists in a self acting ejector to be operated to produce
more or less vacuum, and thus use more or less steam as required, according to the
extent of vacuum in the exhaust pipes and vacuum chambers, which vacuum permits
the atmosphere to act upon a bag or diaphragm, which when connected with the
adjustable ejector so operates upon it that it becomes a vacuum governor, as it
maintains the vacuum at the pressure fixed upon.
The nozzle of the ejector is made moveable in its pipe or casing like a piston, and
a diaphragm is connected with it to prevent any slight escape of steam passing into
a vacuum chamber formed by an addition to the casing, which vacuum chamber has
also a diaphragm in it, that is, connected with the moveable steam nozzle, so that
when the vacuum diminishes the nozzle is moved to increase the steam, and vice-
versa when the vacuum increases. Both diaphragms are acted upon on one side
and in opposite directions by the atmosphere.
Instead of one adjusting ejector my Invention consists in using several small
ejectors, which are arranged in connection with a valve or cock actuated by a
vacuum bag or pressure measuring apparatus in connection with the exhaust pipe.
or vacuum chambers, so that first one, then two, and then three ejectors and so on,
will have steam supplied to them in succession as the vacuum diminishes, and
vice versa as the vacuum increases or the cocks or valves of these ejectors are or
may be worked by band.
Fourthly. Bly Invention relates to arrangements for bringing automatic brakes.
into or taking them out of action, and they consist in a three way cock, which when
placed in one position by a handle shuts communication with the atmosphere and
opens communication with the small continuously acting ejector to take off the
brakes, and when in the other position shuts off the communication with the said
ejector and opens the passage from the exhaust pipe to the atmosphere to put on
the brakes.
Another part of my Invention coming under this head consists in arranging a
steam jet or an ejector to drive air and steam into the exhaust pipe when the
brakes are to be applied more quickly than it would enter by the simple pressure
of the atmosphere.
}

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said James Gresham in the Great Seal Patent Office on the 26th May
1879.
JAMES GRESHAM, of the Firm Gresham and Craven, of Craven Iron Works,
"IMPROVEMENTS
Salford, in the County of Lancaster, Engineers and Machinists.
IN AUTOMATIC VACUUM BRAKE APPARATUS."
Firstly. My improvements refer to what is known as Hardy's automatic vacuum
brake, or to brakes acting upon the automatic principle, and refers to the valve or
valves placed between the vacuum chamber in each vehicle, and the bags, bellows,
or cylinders and pistons for actuating the brake blocks, which valve or valves is
actuated by a diaphragm, and consists in an improved mode or modes of constructing
such valves.
The discs forming the valves are faced with india rubber which is cemented or
otherwise secured to the discs, or in the disc (which opens and closes the passages
between the vacuum bags and the atmosphere) the india-rubber is inserted and
held in a cavity formed in the face of the disc, the outer edge coming over so as to
hold down the outer edge of the disc of india-rubber, the metal edge of the disc.
entering when the valve closes, and fills as near as possible an annular space in the
valve seating, the faces of which are formed by narrow projections or margins
forming "seatings" round the orifices of the valve.
The said valve is secured to one end of a round or webbed spindle attached to
the diaphragm, the other end of the spindle passing through a guide, and then has
the disc of the other valve secured upon it, which disc is also faced with india-
rubber, and closes against a narrow seating round the valve orifice which
communicates with the vacuum chamber, but before coming against its seating
it enters and fills as near as possible an annular cavity round the seating.
The casing of these valves has passages or holes by which the atmosphere can
pass through the valve to the vacuum bags, and the casing has flanges to connect it
with the vacuum chamber and with the main or exhaust pipe through which the
vacuum is formed, the diaphragm coming between the flanges forming the last
named connection.
The above described valves are arranged to open and close with a short movement,
and so that one valve is closed or nearly so before the other opens, so that there will
be the least possible admission from the exterior atmosphere into the vacuum
chamber.
When the valve closes the passage between the vacuum bags and the atmosphere
it opens the valve between the bags and the vacuum chamber, the air left in the
bags then expands and becomes so reduced in pressure that the greater pressure of
the atmosphere acting on the exterior of the bags puts on the brakes.
Another modification coming under this head of my Invention consists in making
the double valve of cylindrical form fitting in passages as accurately as possible
while being free to slide endways.
The ends of the cylinder have discs of india rubber or other suitable material
secured to them to bed against the narrow seatings when the cylinder is moved to
its full extent to close one valve and open the other, one end of this cylinder being
secured to the diaphragm which actuates the valves.
Another part of my Invention coming under this head consists in dispensing
with one of the two pipes hitherto connected with the vacuum chambers by placing
a valve in the axis of the double cylindrical valve last described, which central
valve will open to allow air to pass from the vacuum chamber through the cylindrical
valve to the branch pipe connected with the diaphragm chamber.
Or the castings for the double valves and diaphragm chamber are formed with a
passage or passages that communicate with the vacuum chamber, this passage
having a valve placed in it to open from the vacuum chamber.

page_text: "
Another part of my Invention coming under this head consists in arrangements
by which automatic vacuum brake apparatus can be readily changed so as to be
coupled up when required, and worked with a train actuated by "simple vacuum
generated when the brakes are to be applied, and it consists in forming a passage
communicating between the vacuum pipe and pipe leading to the "vacuum bags,"
which passages can be opened and closed by a cock or valve; when opened the
apparatus will be operated by "simple vacuum."
Or I accomplish this object by arrangements for closing the diaphragm valve and
opening the outlet valve for vacunm chamber.
Secondly. My Invention relates to improvements in the mode and apparatus and
arrangements for forming and maintaining a vacuum for automatic vacuum brakes,
and consists in applying an "ejector" or ejectors operated by jets of steam, which
ejectors I prefer to construct in the form described, and according to the proportions
given in the Specification of Letters Patent granted to me and numbered 3908, and
dated the 23rd October 1877.
Steam jet ejector apparatus have been used for actuating vacuum brakes, but a
continuously acting steam jet of adequate power has not yet been used for producing
the vacuum for automatic brakes because of the great expenditure of steam
required.
By my Invention I use two or more ejectors, and for quick action and sudden
emergencies I cause two or more ejectors to act at the same time, but when the
vacuum is once formed my Invention consists in only using one ejector, but that
continuously, as such ejector need only be of sufficient power and capacity to main-
tain the vacuum which is lost by leakage and will not require much steam for such
purpose.
The steam which is discharged by the continuously acting 'ejector according to
my Invention is or may be conveyed to heat the supply water for the boiler, or it
is or may be (as I prefer) made to act as a "blower" at all times, thus allowing the
blast of the locomotive to be more free, and by these means the vacuum will be
maintained by the continuously acting ejector with the least possible expenditure
of fuel.
I have stated that I use one ejector continuously and two or more for emergencies,
as the one continuously acting will be sufficient for the general working of the brakes
of a train; but I prefer to use two or more ejectors for emergencies and one small
ejector acting continuously; and I arrange, and my Invention consists in arranging,
a small within a large ejector, each having a separate steam pipe, but both com-
municating with the same exhaust pipe connected with the pipes passing along the
vehicles forming a train, but between each ejector and the said exhaust pipe there
is a valve to close the passage to prevent the atmosphere withdrawn from
returning.
The steam discharged by these ejectors, as before stated, is or may be conveyed
so as to be used for heating feed water, or as a "blower" to assist the draught, and
when the small continuously acting ejector is used as a blower it is or may be placeḍ.
in the position of the ordinary blower.
The small continuously acting ejector, according to this part of my Inveution, I
also use with automatic brake apparatus when converted as described under the
first head of my Invention so as to work by simple vacuum, and also combined with
ordinary simple vacuum brakes where the vacuum is generated when the brakes are
to be applied.
When the small continuously acting ejector is used in combination with simple
vacuum brakes according to my Invention, it is only of adequate power to create a
partial vacuum in the train pipes and bags of say one inch of a column of mercury
when they are properly connected and in correct working order, or such a partial
vacuum as will be insufficient to apply the brakes; but this partial vacuum is so'
arranged as to act on a pressure guage (which may be on the engine and in the guards'
vans or carriages, and connected with the train pipe) so as to bring the indicator of
the guage to a certain mark so long as the said partial vacuuin is maintained in the

page_text: train pipes and bags, but should the train pipe become detached or broken, or a large
leakage occur such as would prevent the action of the large ejector or vacuum former
from applying the breaks, then in such case the small continuously acting ejector
would be totally inadequate to maintain the small partial vacuum, and the indicator
on the vacuum guage would move to zero, and would consequently show the driver
or guard that the brake apparatus was out of order and could not be used.
The partial vacuum created by the continuously acting small ejector is or may
be arranged to act on a diaphragm in one direction and resist a spring or weight,
and when this partial vacuum is destroyed by leakage or imperfection in the train
pipes or bags of the vacuum brakes, then the atmosphere will act upon the other
side of the diaphragm and allow the spring or weight by suitable connections to
open the cock to the whistle, or pull a detent to set clock work to ring a bell, or do
some such act as may be arranged as will immediately draw the attention of the
driver, fireman, or guard to the fact that the brake apparatus is out of order.
This continously acting small ejector is combined with one or more other ejectors
for creating the necessary amount of vacuum for applying the brakes, and the small
partial vacuum in the pipes and "bags" when they are in order thus only require
supplementing by the action of the other ejector or ejectors which are employed
when the brakes are to be applied, and consequently the ejector or these ejectors
will operate in less time from the work being partly done by the small continuously
acting ejector. In place of creating a small partial vacuum the ejector may be
arranged to form a small pressure in the train pipes and bags, which will act as a
"tell tale" in the same manner.
The principal objection to the simple vacuum brake apparatus is that it is only
discovered by repeated attempts to use it, or at the moment it is required to be
used that it is out of order; by my Invention this objection is obviated, as by the
small continuously acting ejector forming a vacuum or creating a pressure, arranged
as explained, notice is instantly given when the brake apparatus is out of order.
Thirdly. My Invention consists in using several small ejectors, which are arranged
in connection with a valve or cock, so that first one, then two, and then three
ejectors, and so on, will have steam supplied to them in succession as the vacuum
diminishes, and vice-versa as the vacuum increases; or it is supplied to or shut off
from all the ejectors instantly if required, the cocks or valves of these ejectors
being worked by hand.
Fourthly. My Invention relates to arrangements for bringing automatic brakes
into or taking them out of action, and they consist in a three way cock, which
when placed in one position by a handle shuts communication with the atmo-
sphere and opens communication with the small continuously acting ejector to take
off the brakes, and when in the other position shuts off the communication with
the said ejector and opens the passage from the exhaust pipe to the atmosphere to
put on the brakes, and at the same time puts the small continuously acting ejector
in direct communication with the engine reservoir.
Fig. 1 is a longitudinal section, and Fig. 2, a cross section in a line A-B,
Fig. 1, illustrating one modification of valves according to the first part of my
Invention.
The casing of these valves forms the junction and connection with (a), the pipe
(called the train pipe) passing from end to end of the train and connected with the
vacuum forming apparatus; b, the vacuum chamber or reservoir; and c, the pipe
to the vacuum bag, bellows, or cylinder and piston.
How the pipes and parts are connected is shown by and will be understood from
the Drawings.
The casing for the valves is bored or turned and faced to the form shown.
d is the spindle, it is made with three webs, as shown in Fig. 2, which fit in the
casing and act as guides to the movement in a manner well understood in valves.
One end of the spindle (d) is made with a screw, to which the valve or disc c¹
formed of metal and faced with india rubber is secured as shown.
The diaphragm e is also secured by the same screw and a washer to the

page_text: spinare (a), the edges of the diaphragm being held between the nanges by the doits
(not shown) which secure the flanges together.
The valve b¹ to the vacuum chamber is constructed same as the valve c¹, but is
secured on the spindle (d) by a pin.
The valve b¹ is shown shut, and it will be seen that the periphery of the valve
fits as near as possible (but not tight) the cavity sunk round the seating, and this
is the case with the valve c¹ in respect to its seating.
There are holes f in the casing, by which the external atmosphere can enter and
pass through the valve c¹ when open, as shown in Fig. 1, to the pipe e leading to
the "bag," which thus acts to keep the brakes "off" the wheels, and pressing also
on the diaphragm (e) keeps the valve b' to the vacuum chamber, shut as shown;
but when the vacuum in the train pipe (a) is destroyed the greater pressure of
atmosphere on the train pipe side of the diaphragm (e) shuts the valve c¹ and at
the same instant opens the valve b', but before one valve practically open the
other is practically shut, as very little air can pass owing to the discs of the valves
fitting the cavities round the seatings during the instant the valves are both off
their seatings.
When the valves (c¹ and b¹) are reversed the air in the bags passes into the
vacuum chamber, and this so reduces the pressure that the greater pressure of the
atmosphere at the exterior of the bag or bags puts on the brakes.
Fig. 3 is a longitudinal section; and Fig. 4 a cross section, on a line C-D, Fig. 3,
showing another modification of valve, which allows a separate branch and valve.
between the train pipe and the vacuum chamber or reservoir (used with the first
modification, Figs. 1 and 2) to be dispensed with.
a is the pipe or branch to the train pipe.; b, the pipe to or junction with the
vacuum chamber; and c, the pipe to the bag or bags. The mode in which these
connections are made is shown by and will be understood from the Drawings.
The spindle d in this case is a hollow cylinder with webs upon it to guide it in
its to and fro movements, and the spindle at each end has disc parts d* turned to
fit the hole for the spindle in the casing.
The valve disc c¹ is a ring faced with india-rubber, and it and the diaphragm e
are secured to the spindle d by a screw, as shown.
The disc for the valve b¹ is turned on the end of the hollow spindle d, and is
faced by an india rubber ring sprung over the disc.
In the hollow spindle d there is another valve spindle a¹, which has a facing a²
and seating arranged and constructed as shown. There is an helical spring a³
round the end of the central spindle (a¹) to act to close the valve.
In Fig. 3 the valve b' is shown closed and the central valve (a') is shown open.
The atmosphere can enter through the holes f into the bags, and the air in the
vacuum chamber can pass out through the valve a² to the train pipe (a), but when
the vacuum in the train pipe is destroyed the valve a² shuts, the diaphragm (e) is
acted upon by the superior pressure on the train pipe side, and the valve c' is shut
and the valve b¹ is opened, and thus the communication between the external
atmosphere and the bag is cut off and opened with the vacuum chamber.
Fig. 5 is a longitudinal section, in which a valve (a) for opening and closing the
passage between the train pipe (a) and vacuum chamber is separate from the other
valves but in the same casing; ax is a passage from the train pipe (a) to the
vacuum chamber; a¹ is a webbed valve spindle, with the faced disc valve a² secured
upon its end.
This valve has a helical spring (a³) of slight force acting upon it as shown to press
it towards its seating.
The other valves c¹ and 6¹ are constructed and arranged similar to those shown
by Fig. 3, except that the spindle d is solid and not cylindrical; fare holes by
which the air enters to the bags..
The modification of valve illustrated by Figs. 1 and 2 is or may be used with
the arrangement of valve hitherto employed for opening and closing the communi-
cation between the train pipe and the vacuum chamber; but Fig. 6, a longitudinal
°

page_text: section; and Fig. 7, a cross section on a line A-B, Fig. v, iustrate an improved
arrangement of valve for the purpose.
a, train pipe; b, pipe to vacuum chamber; a² is a disc valve faced with india
rubber or other suitable material, this disc forming part of a lever a having
pivots a³ centred in the casing, as shown.
g is a spindle with a boss g¹, which can slide to and fro endways in the guides as
shown.
The boss or head (g¹) on the inner end of the spindle (9) will act upon the tail of
the lever a¹ to open the valve a² when the spindle g is pulled outwards.
There is a diaphragm g2 secured on the spindle, its edges being held between the
guide (g) and the casing, as shown, which diaphragm admits of end movement in
the spindle g, and serves in place of a packing gland, and the diaphragm also
allows the external air passing through the holes g' to push the boss (g') of the
spindle (g) clear of the lever (a) when there is a vacuum in the train pipe (a).!
When there is a partial vacuum in the train pipe a the valve a³ is open (except
when there is a more perfect vacuum in the chamber than in the train pipe).
When the atmospheric pressure enters the train pipe (a) it closes the valve a², con-
sequently partial vacuums in the train pipe (a) maintain a vacuum or partial
vacuum in the vacuum chamber or reservoir. When the brakes are "put on " and
the train pipe (a) is disconnected from the ejector or vacuum former the brakes are
taken "off" by pulling the spindle g outwards to open the valve a² and admit air
into the vacuum chamber.
The brakes are or may be taken off when the train pipe (a) is disconnected with
the ejector or vacuum former by an excentric or lever or other device arranged to
reverse the valves c¹ and b', Figs. 1 to 5 inclusive, and hold them in the reversed
position when moved, and release and leave them at liberty when the train pipe (a)
is connected with the ejector, which excentric or device may act through the casing
between the diaphragm and the valve c¹.
Fig. 18, Sheet 5, is a longitudinal section of a valve similar to that illustrated
by Fig. 3, but arranged for automatic brakes actuated by pressure above instead of
vacuum below the pressure of the atmosphere, the valves being reversed in their
arrangement and action.
a, train pipe; b, the pipe to pressure reservoir; c, pipe to sack, bellows, or
cylinder.
It will be seen that the central valve a² is shown open so that the pressure from
the train pipe (a) can pass to the reservoir (b).
The interior of the sacks or cylinders are in communication with the
atmosphere.
When the pressure in the train pipe (a) escapes the central valve (a²) shuts, and
the pressure acting upon the diaphragm (e) reverses the valve c' and b' from the
position in which they are shown in Fig. 18 and closes the communication between
the bags or cylinders and the atmosphere, and opens it with the pressure reservoir
which puts on the brakes.
Fig. 8 is a longitudinal section; and Fig. 9, a section from A to B, Fig. 8,
illustrating one modification for carrying out the second part of my Invention
where the small ejector is arranged in the centre of the large ejector.
The ejectors hereinafter described may be fixed in any convenient position upon
the engine or tender where steam can be conveyed to, and the train pipe connected
with them, and the steam and air which passes from them is or may be conveyed
by a long pipe (by preference to diminish the noise) to the smoke box or chimney
to act as a continuous blower. a is the part or pipe connected with the train pipe,
which is common to both the large and small ejector. The lower part of the
casing (b) of the ejector is formed to receive a ring c, which has arms that carry a
central tube, which is formed at its lower side to receive a valve c¹ which is held in
its place by a cap screwed on the lower part of the central tube as shown.
This ring c, on its upper or inner side, is turned up to form two seatings for a

page_text: valve c faced with india-rubber, which is bored out to slide up and down on the
central tube of the ring c that is turned up on its exterior to receive it.
The cone or nozzle (d) for the large ejector is flanged and held in its place in the
casings as shown, and this cone has in its centre the other part of the small ejector
which is carried by arms from the interior of the nozzle d as shown.
The cone or nozzle d' for the small ejector is screwed into the lower part of the
casing for the small ejector, as shown.
When the casing is screwed together the lower part of the nozzle (d¹) for the
small ejector makes a junction with the central tube of the ring (c), there being a
packing ring placed on the exterior of the central tube.
Steam is conveyed to the small ejector by the pipe el, as shown, and to the large
ejector, by the pipe e; f¹ is the combining and discharging cone of the small ejector;
and f, the combining and discharging cone of the large ejector.
The steam and air is taken away by a pipe coupled at g.
Fig. 10 is a longitudinal section; Fig. 11, a cross section at A-B, Fig. 10; and
Fig. 12, a cross section at C-D, Fig. 10, illustrating a combined small ejector and
blower according to my Invention.
b is a casing secured in any convenient place.
It is formed to receive a nozzle d', which can be removed, and replaced, and
secured by means of the nut b².
a is a part or pipe connected with the train pipe; f¹ is a part forming the
combining and discharging cone, which is part of the casing b.
"
Round the combining and discharging cones there is a tube or pipe g to act
separately or combined with the ejector as a blower" to cause a draught for the
locomotive furnace. In the casing (b) there is a facing or seating for a disc valve h,
which can rotate on a pivot or centre.
This disc valve has a boss with a square hole in it to fit loosely the squares on
the end of the spindle h¹, which passes through a gland or stuffing box in a part h²,
screwed into the casing.
There is a collar on the spindle h¹, which prevents it being forced outwards, and
one end of a spring h³ acts against this collar, the other end acting against the disc
valve h to keep it against its seating.
el is a pipe, by which steam is brought to the casing, it passes from the pipe by
a passage to the chamber side of the disc, and then can pass when the disc (h) is
brought to the right position through holes or ports and separate passages d² and g¹
to the ejector and "blower."
There are two ports (see Fig. 12) in the disc valve (h), and when the handle h*
of the spindle is turned on the side and in the line i steam is supplied to both
ejector and blower, when on the side and line i steam is supplied to the ejector
only when on the side and line steam is shut off from both ejector and
blower, and when on the side, and in the line is, the steam is supplied to the blower.
only.
Fig. 13 is a longitudinal section on C-D, Fig. 14; and Fig. 14 is a cross section
on a line AB, Fig. 13; Fig. 15, an outside elevation; and Fig. 16, a plan.
These Figures illustrate a combined small and large ejector for carrying out the
second part of my Invention.
a is the part connected with the train pipe. There are passages to the small
and large ejector closed by valves b¹ and b; d', nozzle for the small, and d,
nozzle for the large ejector; and f¹ and f, the combining and discharging cones
for the small and large ejectors, which two form a junction as shown.
The space round the nozzles has communication with the steam pipe e through
a cock e¹, and there is a passage from this steam cock to the chamber of the nozzle
for the small ejector, see Fig. 14.
•
When the handle of the cock e' is in the position shown in dotted lines in Fig. 16
at (i) the steam can pass, as shown in Fig. 14, to both large and small ejector.
When the handle is turned to the position i¹ the steam is only admitted to the small

page_text: ejector, and when turned to the position the steam is shut off from both ejectors.
9, pipe for conveying the steam and air away.
Fig. 17, Sheet 5, shows a small continuously acting ejector applied separately,
but used in combination with another large ejector, also applied separately or in
combination with two or more other ejectors for occasional use when a vacuum is
to be quickly formed. a is the train pipe or a branch from it; e', the steam supply
pipe; d, the nozzle, which can be readily screwed in and out; f', the combining
and discharging cone; and g, the pipe for conveying away the steam and air.
Fig. 22 is a longitudinal section, and Fig. 23 a cross section at A-B, Fig. 22,
showing another arrangement of a combined small and large ejector, the supply of
steam being regulated by a three way cock.
This modification is somewhat similar to that illustrated by Figs. 13 to 16 inclu-
sive, and from the description of those figures and letters of reference the modifica-
tion illustrated by Figs. 22 and 23 will be readily understood.
Fig. 24 is a longitudinal section, and Fig. 25 a cross section at A-B, Fig. 24,
showing a modification of two small ejectors and one large ejector combined,
. according to the third part of my Invention. a, train pipe; b', 61, and b, valves;
d', d¹, and d, nozzles; f¹, f¹, and f, combining and discharging cones; g, pipes for
conveying away the air and steam, which may be made to form a junction before
arriving at the smoke box.
In this modification the steam is admitted to and shut off from the ejectors in
succession by a slide valve k, constructed and arranged as shown, the valve being
kept against its facing by a spring ¹.
As shown in Fig. 25 the slide valve (k) has shut off the steam from all the ejectors,
and when moved it will admit first to the smallest ejector (f¹), and then to the
others in succession.
e is the steam pipe.
Fig. 26 is a longitudinal section, and Fig. 27 a plan, illustrating the application
of the valves forming the subject of the first part of my Invention to the reservoir
or vacuum chamber, and the combination of the bags, sacks, or bellows with such
reservoirs.
Fig. 28 is a longitudinal section, and Fig. 29 a plan showing reservoir combined
with a different arrangement of sack or bellows to that shown in Fig. 25.
6x, the reservoir, which is secured to the framing of the vehicle; a, the train pipe
connected with a valve arrangement in this example similar to that herein-before
described, and shown by Figs. 3 and 4.
c is the pipe or passage from the valve (c', Fig. 3) to the chamber (c²) of the bag
or sack (c), which is in the centre of the reservoir or vacuum chamber b*.
In. Fig. 28 the vacuum can be admitted, if desired, to both sides of the bellows;
or the vacuum may be used on one side only, as in the bag or bellows shown by
Fig. 26.
c is the rod or connection connected with the brakes.
In the valve arrangement shown in Figs. 26 and 27 there is a sliding rod g
arranged with a diaphragm same as shown by g, g², g³, and g¹, Fig. 6, and the end
of the rod g is in this case connected by a short chain or link with the central valve
(a2, Fig. 3), so as to admit of free action in the valve.
By this spindle g air can be admitted into the vacuum chamber (b*) and chamber
c² of the bags or bellows when desired, or when the train pipe (a) is disconnected
with the ejector or vacuum former.
Fig. 19 is a longitudinal section, Fig. 20 a section on a line A-B, Fig. 19, and
Fig. 21 a plan illustrating the cock or valve for putting the automatic vacuum
brakes on and off," or in and out of action, according to the fourth part of my
Invention.
a is the junction with the train pipe; ax, the junction with the suction pipe of
the small continuously acting ejector; and a³, pipe to the vacuum chamber for the
brakes on the engine or tender.
The cock is hollow, and when turned into the position shown in the Drawings,

page_text: "
with the handle in the position shown in full line, Fig. 21, the train pipe has open
communication with the atmosphere through the grid or holes b¹, and the brakes
are on," and the small ejector is acting to form or maintain the vacuum in the
vacuum chamber of the engine brakes, but it is shut off from the train pipe (a)
while the brakes are "on;" but when the handle 62 is turned to the position shown
in dotted line in Fig. 21 the cock (b) is then turned to shut the communication
between the atmosphere and the train pipe (a), and the direct communication (a³)
between the small ejector and the vacuum chamber for the engine brakes is closed,
and the communication between the small ejector and the train pipe is opened,
which also communicates with the vacuum chamber for the engine or tender.
There is a spiral spring 63 acting between the handle for the cock and the under
side of the nut by which it is secured to the cock, to draw up and keep the cock
close against its seating.
I have now particularly described the nature of my said Invention and the mode
of carrying it into effect, and claim as my Invention,---
Firstly. The several combinations, arrangements, and inodes of constructing valves
(especially the arrangements of which the valve c¹ and b' are made, so that one is
practically closed before the other is practically opened), substantially as herein-
before described, and illustrated by Figs. 1, 2, 3, 4, 5, 26, 27, 28, and 29 of the
Drawings.
Secondly. The combination, arrangement, and construction of the valve, as herein-
before described, and illustrated by Figs. 6 and 7 of the Drawings.
Thirdly. The combination, arrangement, and construction of the valves substan-
tially as hereinbefore described, and illustrated by Fig. 18, and also by Figs. 3 and 4
of the Drawings when used for automatic brake apparatus actuated by pressures
above the atmosphere.
Fourthly. The arrangements for readily changing the valve apparatus herein-
before described of automatic brakes, so as to work as simple vacuum brakes, sub-
stantially as hereinbefore described.
Fifthly. The combination and arrangement with automatic brake apparatus of
one or more ejectors, acting continuously, having sufficient power to maintain the
vacuum, combined with one or more ejectors for occasional use in the case of sudden
emergencies, substantially as hereinbefore described.
Sixthly. The combination and arrangement of simple vacuum brake apparatus
and ejectors for applying the brakes with one or more ejectors acting continuously,
and combined with pressure measuring arrangements for showing when the brake
apparatus is in order, substantially as herein before described.
Seventhly. The several combinations and arrangements of ejectors and compound
ejectors for carrying out the second part of my Invention herein before described,
and illustrated by Figs. 8 and 9, 10, 11, and 12, 13, 14, 15, and 16, 17, and 22 and
23 of the Drawings.
Eighthly. The combination and arrangement of a series of ejectors according to
the third part of my Invention, substantially as hereinbefore described, and illus-
trated by Figs. 24 and 25 of the Drawings.
Ninthly. The combination, arrangement, and construction of cock for putting
automatic brakes "on" and "off," substantially as herein before described, and illus-
trated by Figs. 19, 20, and 21 of the Drawings.
In witness whereof, I, the said James Gresham, have hereunto set my hand
and scal, this Twenty-third day of May, in the year of our Lord One
thousand eight hundred and seventy nine.
JAMES GRESHAM.
(L.S.)