IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS
Year: 1882

page_text: LETTERS PATENT to Frederick William Eames of Leeds in the County of
York Engineer for an invention of "IMPROVEMENTS IN PNEUMATIC BRAKE
APPARATUS FOR RAILWAYS,"
PROVISIONAL SPECIFICATION left by the said Frederick William Eames
at the Office of the Commissioners of Patents on the 12th April 1882.
FREDERICK WILLIAM EAMES of Leeds in the County of York Engineer
"IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS
"1
This Invention relates to improvements on an Invention for which I obtained
Letters Patent the 11th day of March 1881 N° 1058, the objects being to improve
the construction and increase the efficiency of certain parts of the apparatus, at
the same time effecting an economy in the manufacture of parts of the apparatus,
and extending the use of the automatic system to the working of the engine
brakes.
As a substitute for the disc valve which is operated by the engine driver to
apply the brakes, and which had the disadvantage of requiring the exercise of
great force in working it to overcome the back pressure of the air. I now propose
to employ a tapered plug valve or cock, which is mounted horizontally in a box
or case connected with the two systems of brake pipes, and also with the main
ejector and with the open air.
The plug or cock carries on its stem a hand lever for imparting to it an axial
motion, and it is formed with passages for bringing the train pipes into connection
with the main ejector and with the open air.
The train pipes connect with the underside of the valve box or case, and the
ejector with the upper side of the case; the ejector is brought into communication
with one or other of the train pipes by means of a transverse passage through the
centre of the plug, the upper end of which passage is flared to maintain communi-
cation with the ejector, while an axial motion is imparted to the plug to shift the
lower end of the passage out of line with, say, the automatic pipe, into line with
the ordinary train pipe, or vice versa.
The rear end of the plug seat is open to the atmosphere, and the forward end is
closed by a removeable plate through which the stem of the plug projects.

page_text: The plug is pierced longitudinally on its opposite sides to form air passages,
which are supplied with air through the open end of the valve seat, and the
forward ends of these air passages communicate with each other through an
aunular channel sunk in the head of the plug.
A lateral opening is made in each of these air passages, the ono to ndinit air to
the ordinary train pipe, for the purposo of taking off the brakes, and the other
to admit air to the automatic pipe for the purpose of putting on the brakes.
Two air passages are also made from the annular channel in the head of the
plug to its periphery, for the purpose of conducting air to the diaphragm which
holds the steam supply valve of tho ejoctor to its seat, and thus releasing the
steam valve.
Between these two air passages a dingonal channel is cut in the periphery of the
plug for the purpose of bringing the diaphragm which controls the steam valvo
into communication with the automatic pipe. Thus by turning the plug from its
normal position to apply the brakes by vacuum, the system of ordinary train pipes
is put in connection with the ejector to effect the rapid exhaustion of those pipes
and the pneumatic lovers in connection therewith. In order, however, to obtain
this result, the ejector has to be put in action. This is effected by air passing
through the plug to the back of the diaphragm which controls the ejector steam
valve, and the valve being thereby released, steam will rush into the ejector and
cause the vacuum to be set up in the pipes.
If however it is necessary to obtain a more rapid action of the brakes, the plug
is further turned so as to admit air into the automatic pipe.
When the plug is in this position, communication is still maintained between
the open air and the diaphragm, and thus the exhausting action of the ejector
is maintained throughout the ordinary train system and the parts in connection
therewith.
In order to take off the brakes, the plug is turned in the reverso direction, and
air is thereby admitted to the ordinary train pipes, the automatic pipes being at
the Nune time closed to the air; a vacuum will then be reproduced in the latter
pipes by means of the small or continuously acting ejector, but if a more rapid
exhaustion is required, the plug is turned further in the same direction to bring the
larger ejector into communication with the automatic system. When the plug is
turned to release the brakes, the air passage leading from the annular channel to
the back of the diaphragm is closed, and the action of the main ejector is therefore
arrested, but by still further turning the plug to bring the ejector into communica-
tion with the automatic system of pipes, the second air passage leading from tho
annular channel again admits air to the diaphragm, releases the steam valve, and
allows the steam to set the ejector in action.
To permit of the ejectors being fitted indifferently to either side of the engine,
I cause the larger ejector (which carries at its underside the smaller ejector) to open
into a box composed of a rectangular frame, the sides of which are closed by plates.
One of these plates is intended to receive bolts for securing the ejector to thu engine,
and as it can be applied to either side of the frame, it will be indifferent to which
side of the engine the ejector is attached
The outer plate of this box carries a small chamber in which a check valve is
mounted, and connected with this chamber is an exhaust pipe which leads to the
valve box containing the above mentioned plug.
In order to apply the engine brakes automatically, or when the automatic
system is in action, I connect the engine brake pipe with the ordinary brake pipe
of the train through a valve box which carries a vacuum chamber in communication
with the automatic system of the train. This valve box 1 fit with a central
vertical spindle pendent from the flexible diaphragm of a vacuum chamber. This
spindle carries a dise valve having its seat a little above the pipe of the engine
brake, and below the opening to the ordinary train pipe. To this sent the valve
is held up against the downward pressure of a spring by the flexible diaphragm so
long as the vacuum is maintained above it; but when the automatic system is

page_text: brought into action by reason, say, of the breaking away of a portion of the train,
the vacuum in the chamber will be destroyed, the valve will fall from its seat, and
the engine brake pipe will be put into communication with the ordinary train
pipe. At the same time the steain valve for supplying the ejector will, as above
explained, be released, and the engine brake pipes will be exhausted and the
brakes applied.
To provide for the discharge of the water of condensation from the ejector pipes
1 employ a novel form of drip valve which consists of a flexible diaphragm enclosed
in a shell and carrying a short central tube. The upper half of thic shell carries a
central disc which forms a seat for the short tube carried by the diaphragm. The
tendency of this short tube is to drop from its seat and thus allow any water
which may enter the drip pipe to pass away through the short tube: So soon
however as steam is admitted to the ejector, the pressure of the air below the
flexible diaphragm will cause it to lift its central tube and hold it tightly upon its
seat, thus closing the admission of air to the ejector pipe. On the steam being cut
off the tube will fall away from its seat and any water of condensation that may
have accumulated on the diaphragm will be immediately (lischarged.
The invention further relates to an improved arrangement of the parts which
transmit the power exerted by the pneumatic levers to the brake blocks.
In the specification of the Patent above referred to, I described the brake blocks
as suspended in pairs from the underside of the carriage, two pairs being provided
for cach pair of wheels, the blocks being connected together in pairs by transverse
trussed bars. The trussed bars are described as connected by link rods to a vertical
lever, the rocking of which applied the brake.
I now propose to suspend the blocks by links from the underside of the carriage,
and to connect them together by trussed bars as above mentioned, but instead of
the lever there referred to, I adopt the following arrangement:
To a short arm projecting from each trussed bar, pivot the lower end of a
vertical rock lever. The upper end of one of these rock levers (the outside one)
I pivot to some fixed point of the carriago framing and the upper end of the other
(the inside one) I connect to a draw rod operated by the pneumatic lever, as will
be presently described. The two levers of each pair of wheels, I connect together
(a little above their point of connection with the trussed bars) by means of a link
rod. When therefore the pneumatic levers are operated to pull upon the draw
rod, the levers will be rocked, and the two pairs of brake blocks of one pair of
wheels will be simultaneously caused to grip the wheels.
Both pairs of wheels of a carriage are provided with a similar arrangement and
the draw rods of each set are connected to the vertical arms of bell crank levers,
which levers are pivotted to a bracket pendent from the underside of the carriage
near the centre.
The horizontal arms of the bell crank levers underlie a pair of pneumatic levers,
and are severally connected thereto by means of short links. The pneumatic
levers are carried by a framing of cast iron, which secures them a short distance
from the bottom of the carriage, and thus permits of the draw rods passing freely
between the pneumatic levers and the carriage bottom. When exhaustion takes
place in the pneumatic levers, the bell crank levers will be rocked, and through
the draw rods will pull on the brakes as above explained.
In order to simplify the construction of the truss rods, and to allow of their
being readily taken apart for the purpose of being packed and conveyed from
place to place, 1 build them up in the following manner :-
I take a piece of iron tubing of a length sufficient to reach from one side of the
carriage to the other, and on each end of this tube I fit a socketted cast iron block
formed with two ears, through which ears holes are drilled. At the centre of the
tube, and at right angles thereto. I secure a double ended lever, one end of
which is considerably larger than the other. I next pass a couple of iron rods
through holes bored in the end of the longer arm of the lever, and the ends of
these rods I pass through the holes formed in the socketted cast iron blocks at the

page_text: ends of the tube. The ends of the rods are screwed to receive nuts by which the
various parts may be tightly drawn together. To the shorter arin of the central
lever is pivotted the vertical rock lever above referred to, and the end of the
longer arm is connected to the link rod which connects the two rock lovers by n
slotted link, which, while supporting the truss bar, will allow it to rock and thus
permit of the brake blocks adjusting themselves to the wheels.
To permit of the brake blocks being readily removed, and replaced by new ones
when worn, the socketted castings on the ends of the trussed bars are formed with
flanges to interlock with corresponding flanges formed at the back of the brake
blocks; By this means the brake blocks may be slipped on or off the socketted
castings from the front of the carriage, and a vertical pin, which passes through
holes made in the flanges of the socketted castings and the brake blocks, serves to
hold them securely in place.
The bell crank levers I form of two arms cut out of boiler plate of a suitable
guage and drilled with a hole at each end. Tho two arins are placed together at
right angles to each other, a cast iron angle piece being placed between them.
This angle piece is cast with shoulders, and a pivot pin is passed through the arms
and the angle piece to connect them together. The angle piece may be further
secured to the wrought iron arms by screws or rivets.
In order to take up or compensate for any slack caused by the wearing away of
the brake blocks, I adopt the following device :-
I have said above that one of the rock levers used to apply the brakes is
attached to some fixed point below the carringo; but instead of attaching it to a
fixed point, it may be connected by a link rod to a horizontal bar capable of
sliding in fixed supports. This sliding bar is furnished on its upper side with
ratchet teeth into which takes a weighted pawle.
By the side of the sliding rack bar is fitted, so as to be also capable of sliding
backwards and forwards, a second bar. This second bar carries a pawle which drops
into the teeth of the rack har, and by sliding the second bar to and fro, the rack
bar will be fed forward a tooth at a time.
The second sliding bar is connected by n slotted link to the second rock lever on
the opposite side of a pair of wheels. A pin on this rock lever works to and fro in
the slotted link as the brakes are put on and taken off, but so long as the brake
blocks are in proper adjustment, the sliding bars will not be shifted; so soon
however as the blocks become so much worn away as to require re-adjustment, the
pin will, owing to the excessive rocking of the lever, strike against the end of the
slot in the slotted link, and thereby draw it back, and the pawle will take up a
tooth on the rack bar. When the brakes are again released, a spring will draw
back the sliding bar to its normal position, and with it the rack bar, thus shifting
the fulcrum point of the first rock lever further out, which will have the effect of
bringing the brake blocks closer together.
This arrangement may be modified by forming the rack bar with cogs instead of
ratchet teeth, a spur wheel gearing into the cogs being mcked round by means of
a pawle carried by a rock lever, which rock lever is mounted on the axle of the
spur wheel. The rock lever in this case would be operated by a slotted link in a
similar way to the second sliding har described above.
As another modo of taking up the slack and compensating for the wear of the
brako blocks, I propose to use the following arrangement :-
The pneumatic levers, I provide with bell crank levers constructed as above
described, but instead of making these bell crank levers rigid I secure the hori-
zontal arms only to the anglo pieces by screws or rivets; the vertical arms I leavo
free, and between the vertical arms and the shoulders on the cast angle pieces, 1
interpose thin wedges, placing springs on the draw rods to keep the vertical arins
close up to the shoulders, and prevent the wedgos dropping out.
Mounted in suitable guides formed in the pendent brackets which carry the bell
crank levers, are short horizontal sliding bars, furnished with ratchet teeth on their
upper edges, into which teeth tako weighted pawles carried by the brackets.

page_text: The vertical arms of the bell crank lovers rock to and fro between stud pins
projecting from the sides of the sliding bars, and so long as the brake blocks are
in proper adjustment, no change in the relative positions of the parts will take
place. So soon however as any of the blocks become sufficiently worn away as to
require re-adjustinent, the extra amount of lift given to the horizontal arm of one
of the bell crank levers will cause the vortical arm of that lever to strike against on of
the pins on its sliding bar, and shift the bar forward one tooth. This movement will
of course shift the position of both the pins on the bar, and on the return movement
the vertical lever will be arrested by its stop pin at the other end of the bar. The
horizontal arm will however continue its downward moveinent, the result of which
will be that the bell crank will be slightly opened out, and the wedge picce
descending by its own gravity, will fill up the space between the shoulder of the
cast angle block and the lever, and thus retain it in the new position until it
becomes necessary to again adjust the brake block.
This arrangement I propose to modify in the following manner, to enable it to
be used in cases where one pneumatic lever only is employed for operating all the
brake blocks upon a single carriage.
To suitable brackets pendent from the underside of the carriage I pivot a lever
by one of its ends. This lever lies horizontally beneath the pneumatic lever, and
is connected thereto by a short link pivotted to its other end.
Mounted loosely at its centre upon the pivot pin of this lever, is a second lever,
one arm of which lever stands up vertically and is connected at its extremity with
the draw rod of the brakes of one pair of wheels; the other arm extends downwards
and is connected with the draw rod of the brakes of the second pair of wheels.
Standing up vertically from the horizontal lever is a finger, to the extremity of
which is pivotted a short horizontal bar furnished with ratchet teeth on its upper
edge. This bar rides upon a bowle pivotted on one side of the upper vertical arın
of the second or loose lever, and a weighted pawle also pivotted to the same lever
takes into the ratchet teeth. A spring placed upon the first draw rod keeps the
part in close contact, and ensures that the horizontal and loose levers shall work
together as one. A stud pin is fixed in the uppermost extremity of the loose
lever, and works to and fro in a slot cut in the end of a bar, which works in
horizontal guides fixed to the underside of the carriage. The upper edge of this
bar is formed with ratchet teeth in which a weighted pawle takes, thus allowing it
to travel freely in one direction, but preventing it from returning. The slot in
this bar is of just sufficient length to permit of the loose lever travelling to and fro
for the purpose of putting on cr taking off the brakes, without shifting the
horizontal rack bar, so long as the blocks are in proper adjustment, but so soon as
the blocks become so worn away as to require readjustment, then the extra amount of
lift given to the horizontal lover consequent on the wearing away of the blocks,
will cause the stud pin of the loose lever to strike against the end of the slot and
shift forward the horizontal rack bar one tooth. When the brakes are again
taken off, the stud pin will strike against the other end of the slot, and as the
horizontal rack bar cannot move in that direction the loose lever will be retained
whilst the horizontal lever returns to its normal position, the short rack bar which
is pivotted to it giving out one tooth to allow of its doing so. By this means
the slack caused by the wearing away of any of the brake blocks will be
automatically taken up.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Frederick William Eames in the Great Seal Patent Office on
the 12th October 1882.
FREDERICK WILLIAM EAMES of Leeds in the County of York Engineer
"IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS"
This Invention relates to improvements on an Invention for which I obtained
Letters Patent the eleventh day of March One thousand eight hundred and eighty
one No. 1058, the object being to improve the construction and increase the
efficiency of certain parts of the apparatus, at the same time effecting an economy
in the manufacture of parts of the apparatus and extending the use of the auto-
nintic system to the working of the engine brakes.
1 will first describe my improvements in the means used for putting the ordinary
train pipe and the automatic pipe in connection with the main ejector, and with
the air for the purpose of applying the brakes and taking off the pressure of the
brakes under varying circumstances.
In sheet of the accompanying drawings Fig 1 is a general view of this
apparatus and in Sheet II I have shewn in various views details of this apparatus
which consists mainly of a plug valve or cock to be used in substitution for the
disc valve which is operated by the engine driver to apply the brakes and which
had the disadvantage of requiring the exercise of great force in working it to
overcome the back pressure of the air.
In sheet 11 fig 2 is a side view, Fig 3 a front view and Fig 4 a back view of the
plug valve, and fig: 5 is a longitudinal section of the same taken through the axis
of the plug. Fig: 6 is an inverted plan view of the plug shewing the various
through and periphorical channels or passages formed therein, and 6g 7 is a cross
section of the same taken in the line a a of fig 6.
Referring now to Fig: 1, A is the main ejector and A° the small continuously
ncting ejector, B is the ordinary train pipe and B the automatic pipe, C is a box
or case connecting with the train pipes and the main ejector and forming the seat
of the plug valve.
This plug valve is shown in fig 5 sheet II at D na mounted in its seat and it
carries on its stem a hand lever d for imparting to it an axial motion.
E is the steam valve which controls the admission of steam from the engine
boiler to the ejector A-The rod of this valve is pressed upon by a lever F which
is operated by a rod pendent from a diaphragm contained in a Case G which case
cominunicates through a pipe H with the automatic pipe B*.
The plug D is formed with passages for bringing the train pipes into connection
with the main ejector and with the open air.
The train pipes B and B connect with the underside of the valve box or case C
and the ejector A with the upper side of the case; the ejector is brought into
communication with one or other of the train pipes by means of a transverse
passage 1 through the centre of the plug the upper end of which passago is flared
to maintain communication with the ejector, while an axial motion is imparted to
the plug to shift the lower end of the passage out of line with say the automatic
pipe, into line with the ordinary train pipe, or vice vered
The rear end of the plug seat is open to the atmosphere but is covered with
a hood to exclude the dust therefrom and the forward end is closed by a
removeable plate e through which the stem of the plug projects to receive the
hand lover d.
The plug is pierced longitudinally from end to end on its opposite sides to

page_text: form air passages 2. 2* which are supplied with air through the open end
of the valve seat, and the forward ends of these air passages communicate with
each other through an annular channel 3 sunk in the head of the plug.
Lateral openings 4. 4* are made respectively in the air passages 2. 2*, the one, 4
to admit air to the ordinary train pipe for the purpose of taking off the brakes,
and the other, 4*, to admit air to the automatic pipe for the purpose of putting
on the brakes in the manner explained in the Specification of the Patent above
referred to..
Two air passages 5 5* are also made from the aunular channel 3 in the head
of the plug to its periphery for the purpose of conducting air to the top of the
diaphragm case G, and thereby releasing the steam valve, the diaphragmn in the
case G serving to hold the stenun supply valve E of the ejector to its seat, as also
described in the said Specification.
Between the two air passages 5 5* a diagonal channel G is cut in the periphery
of the plug for the purpose of bringing the diaphragm case, G, into communication
with the automatic train pipe B*. Thus by turning the plug from its normal
position to apply the brakes by vacuum, the system of ordinary train pipes is put
into connection with the ejector to effect the exhaustion of those pipes, and the
pneumatic levers in connection therewith. In order however to obtain this result
the ejector A has to be put in action. This is effected by air, passing through the
plug to the back of the diaphragm in the box G, and the steam valve being
thereby released steam will rush into the ejector A and cause the vacuum to be set
up in the system of pipes B
If however it is necessary to obtain a more rapid action of the brakes the plug
is further turned so as to admit air into the automatic pipe B*.
When the plug is in this position communication is still maintained between
the open air and the diaphragm and thus the exhausting action of the ejector
is maintained throughout the ordinary train system and the parts in connection
therewith.
In order to take off the brakes the plug is turned in the reverse direction and
air is thereby admitted to the ordinary train pipes the automatic pipes being at
the same time closed to the air, a vacuum will then be reproduced in the latter
pipes by means of the small or continuously acting ejector A but if a more rapid
exhaustion is required the plug is turned further in the same direction to bring the
larger ejector into communication with the automatic system. When the plug is
turned to release the brakes the air passage, 6, leading from the annular channel, 3,
to the pipe H and so on to the back of the diaphragın is closed, and the action
of the main ejector is therefore arrested, but by still further turning the plug
to bring the ejector into communication with the automatic system of pipes, the
second air passage 5* leading from the annular channel again admits air to
the diaphragm, releases the steam valve and allows the steam to set the ejector
in action.
In order that the action of the conical plug D may be fully understood I have
shewn in sheet I two sets of diagrams of the cock in five different positions.
The diagrams figs 8 representing the cock as cut through in the line a a of
fig: 6, and the diagrams figs 9 as cut through the line b b of the same figure.
The normal position of the plug is represented at A in the two sets of diagrams,
at which time both sets of train pipes are closed against the open air and the
diagonal passage U is maintaining a communication between the exhausted train
pipe B, and the diaphragm case G by which means the steam supply valve is held
to its seat, and the main ejector is consequently inoperative.
By turning the plug to the position, B, the main ejector is brought fully into
communication with the ordinary system of train pipes B, through the passage 1
for the purpose of applying the brakes for ordinary stoppages.
This position of the plug also opens the pipe H to the air through the port 5*,
the annular passage 3 and the longitudinal passages 22. From this results the
release of the steain valve from the pressure of the diaphragin, and the consequent

page_text: admission of steam to the main ejector, whereby the system of pipes B is exhausted
and the pneumatic levers in connection there with set in action.
When the engine driver desires to quicken the action of the brakes he turns the
plug further round to the position of the diagrams, C.-This brings the automatic
pipe B into connection with the air which passes from the passage 2° through
the port 4 into the automatic pipe, destroys the vacuum in the automatic system
of pipes, and puts the vacuum reservoirs instantly into communication with the
pneumatic levers by which the brakes are applied. This movemiont of the plug
allows of the communication being still maintained between the ordinary train
pipo B, and the ejector A; the communication between the open air and the
diaphragin box G is also maintained to ensure the passage of strain to the ejector-
Thus by this movement of the plug both systems of train pipes are brought into
action
In order to release the brakes the plug is turned back to the position shewn
in the dingrains, D, which represent the automatic pipe as sealed and the cross
passage 1, na closed, the pipe B being at the same time open through the passages
4 and 2 to the air.
This movement of the plug also places the back of the diaphragm in communi-
cation with the automatic pipe B, through the diagonal passage 6, and hence
through the action of the small ejector A, which now exhausts the automatic
pipe B, a vacuum will be formed in the box above the diaphragm and the
stean supply valve will be closed
When it is desired to exhaust the automatic system of pipes rapidly, the plug is
turned to the position shewn at diagrams E
This puts the main ejector A in communiention with the automatic pipe B° by
means of the passage 1, and at the same time admits air to the back of the
diaphragm through the port 5, in order to open the stoain valve. Thus instead of
the automatic pipe being slowly exhausted by the ejector A it is rapidly exhausted
by the more powerful ejector A, and the apparatus is then in a condition to apply
the breaks so soon as the plug is returned to the normal position shewn at
dingrams A A.
At this time the ordinary brake pipe B is not quite closed to the ejector A-If
therefore from any cause the ejector is set in action it will at once commence to
exhaust the ordinary train pipes.
To permit of the ejectors being fitted indifferently to either side of the engine
I cause the larger ejector (which carries at its underside the smaller ojector) to
open into a box composed of a rectangular frame the sides of which are closed by
plates Ono of these plates is intended to receive bolts for securing the ejector to
the engine and as it can be applied to either side of the frame it will be indifferent
to which side of the engine the ejector is attached.
This part of my Invention is illustrated in fig 1, whero A is the ejector
projecting from the end of a rectangular box which is closed by side plates A'
and A, the side plate A' being made somewhat larger than the other to receiva
bolts for attaching it to the engine.
The outer plate of the ejector box carries a small chamber A³ in which a check
valve is mounted, and connected with this chamber is an exhaust pipe A* which
leads to the valve box C containing the above mentioned plug.
In order to apply the engine brakes automatically, or when the automatic
system is in action, I connect the engine brake pipe with the ordinary brake pipe
of the train through a valve box which carries a vacuum chamber in communication
with the automatic system of the train.
This apparatus is shown in front clevation at fig 10 Sheet III in side elevation
at fig 11, and in central vertical section at fig 12.
In these figures B is the ordinary train pipe and 1 is the brake pipe of the
engine. These pipes connect with a valve box K which carries at its top a
vacuum chamber K. is a pipe leading from this chamber to the automatic
system of pipes.-The valve box 1 fit with a central vertical spindle which

page_text: connects by an external yoke with the central pin pendent from a flexible
diaphragm in the chamber K.-This spindle carries a disc valve k' having its
seat a little above the pipe I of the engine brake and below the opening to the
ordinary train pipo B-To this seat the valve is held up against the downward
pressure of a spring by the flexible diaphragm ³ so long as the vacuum is
maintained above it, but when the automatic system is brought into action by
reason, say of the breaking away of a portion of the train, the vacuum in tho
chamber K' will be destroyed, the valve k' will fall from its seat, and the engine
brake pipe will be put in communication with the ordinary train pipe. At the
same time the steam valve for supplying the ejector will as above explained be
released and the engine brake pipes will be exhausted, and the engine brakes as
well as the carriage brakes will be applied.
To provide for the discharge of the water of condensation from the ejector pipes
I employ a novel form of drip valve which is shewn in place in fig 1 and in
vertical section on an enlarged scale fig: 13 sheet 1.-This drip valve may be
described as consisting of a flexible diaphragm enclosed between two halves of a
spherical shell, the lower half of which is pierced with holes to admit air
thereto This diaphragm carries a short central tube which projects into a
tubular opening in the centre of the bottom of the valve box The crown of the
upper half of the shell L is entered by a pipe leading from the ejector pipe, and
immediately below it is situate a central disc which forms a seat for the short
tube carried by the diaphragm.-The tendency of this short tube is to drop from
its seat and thus allow any water which may enter by the drip pipe to pass
away through the short tube.-So soon however as steam is admitted to the ejector
the pressure of the air below the flexible diaphragm will cause it to lift its central
tube, and hold it tightly upon its seat, thus closing the passage of air through the
valve box to the ejector pipe.-On the steam being cut off the tube will fall
away from its seat and any water of condensation that may have accumulated on
the diaphragm will be immediately discharged through the tube out of the
valve box.
The invention further relates to an improved arrangement of the parts which
transmit the power exerted by the pucumatic levers to the brake blocks.
In the specification of the patent above referred to I described the brake blocks
as suspended in pairs from the underside of the carriage, two pairs being provided
for each pair of wheels, the blocks being connected together in pairs by transverso
trussed bars The trussed bars are described as connected by link rods to a vertical
lever the rocking of which applied the brake.
I now propose to suspend the blocks by links from the underside of the Carriage,
and to connect them together by trussed bars as above mentioned, but instead of
the lever there referred to I adopt the arrangement shewn in Sheet IV of the
drawings in which Fig 14 is an end elevation and fig 15 a plan of the brake block
apparatus.
In these figures a a* are the trussed bars carrying at their opposite ends blocks
a' a' cast with parallel lips or flanges to receive brake block shoes bb*. c c* are
short arms projecting horizontally from their respective trussed bars a a*, and to
these are respectively pivotted the lower ends of vertical rock levers d d*. The
upper end of the rock lever d (the outside one) I pivot to some fixed point of the
carriage framing and the upper end of the other d* (the inside one) I connect to a
draw-rod e operated by the pneumatic lever as will be presently described.―The
two levers of each pair of wheels I connect together (a little above their point of
connection with the trussed hars) by means of a linked rod f-When therefore the
pneumatic levers are operated to pull upon the draw-rod e the levers will be rocked;
and the two pairs of brake blocks of one pair of wheels, will be simultaneously
caused to grip the wheels
Both pairs of wheels of a carriage I provide with a similar arrangement and the
draw-rods of each set 1 connect to the vertical arms of bell crank levers g g (see

page_text: figures 16 and 17 sheet V.) which levers are pivotted to a bracket g' pendent from
the underside of the carriage near the centre.
The horizontal arms of the bell crank levers underlie a pair of pneumatic levers hh
and are severally connected thereto by means of short links.-The pneumatic levers
are carried by a framing h' of cast iron which secures them a short distance from
the bottom of the Carringe and thus permits of the draw rods passing freely between
the pneumatic levers and the carringe bottom. When exhaustion takes place in the
pneumatic levers the bell crank levers g g will be rocked and through the draw
rods e will pull on the brakes as above explained.
In order to simplify the construction of the trussed rods and to allow of their
being readily taken apart for the purpose of being packed and conveyed from place
to place I build them up in the following manner.
I take a piece of iron tubing a of a length suflicient to reach from one side of
the carringo to the other and on each end of this I fit a socketed cast iron block u'
formed with two cars through which cars holes are drilled. At the centre of the
tube and at right angles thereto I secure a double ended lever one end of which
is considerably longer than the other. 1 next pass a couple of iron rods a (2ª
through holes bored in the end of the longer arm of the lever c, and the ends of
these rods pass through the holes formed in the socketed cast iron blocks '—
The ends of the rods aro screwed to receive nuts by which the various parts inay
be tightly drawn together-To the shorter arm of the central lever is pivotted the
vertical rock lever d and the end of the longer arm is connected to the link rod f
which connects the two rock levers by a slotted link f, which while supporting
the trussod bar will allow it to rock nud thus permit of the brake blocks adjusting
themselves to the wheels.
To permit of the brake blocks being readily removed and replaced by new ones
when worn the socketed castings a' on the emils of the trussed bars are formed
with flanges to interlock with corresponding flanges formed at the back of the
brake blocks b: by this means the brake blocks may be slipped on or off the socketed
castings froin the side of the Carriage, and by means of a vertical pin passed through
holes inade in the flanges of the socketed castings and the brake blocks I secure the
blocks firmly in place.
The bell crank levers g 1 form of two arms cut out of boiler plate of a suitable
gauge and drilled with a hole at each end-The two arms are placed together at
right angles to each other, a cast iron angle piece being placed between them.
This angle piece (see the detached views figures 1S) is cast with shoulders and a
pivot pin is passed through the arins, and the angle piece, to connect thom
together. The angle piece may be further secured to the wrought iron arms by
screws or rivets.
In order to take up or compensate for any slack caused by the wearing away of
the brake blocks I adopt the device shewn in longitudinal vertical section and plan
view at Figures 19 and 20, Sheet VI.
I have said above that the rock lever d used in applying the brakes is attached to
some fixed point below the carriage, but instead of attaching it to a fixed point it
may be connected by a link rod as shewn in Figures 19 and 20 to a horizontal
bar capable of sliding in a fixed support -This sliding bar is furnished on its
upper side with ratchet teeth into which takes a weighted pawl 2ª.
By the side of this sliding rack bar is fitted so as to be also capable of sliding
backwards and forwards a second bar -This second bar carries a pawl i' which
drops into the teeth of the rack bar i and by sliding the bar to-and-fro the rack
bar i will be fed forward a tooth at a time.
The sliding bar is connected by a slotted link to the rock lever d* on the
opposite side of a pair of wheels-A pin on this rock lever works to-and-fro in
the slotted link as the brakes are put on and taken off, but so long as the brake
blocks are in proper adjustment the sliding bars i and will not be shifted; so
soon however as the blocks become so much worn away as to require readjustment
the pin on the lover de will, owing to the excossive rocking of the lever, striko

page_text: against the end of the slot in the slotted link and thereby draw it back together
with the sliding bar thereby causing the pawl it to take up a tooth on the rack
bar When the brakes are again released a pressure spring within the guido
box will by reason of its connection with the sliding bar 3 force it back to its
norinal position, and with it the rack bar i, thus shifting the fulcrum point of the
rock lever further out, which will have the effect of bringing the brake blocks
closer together.
This arrangement may be modified by forming the rack bar with cogs instead of
ratchet teeth as shown in the longitudinal section and plan view Figures 21
and 22. In this arrangement a spur wheel gearing into the cogs is racked round
by means of a pawl carried by a rock lever which rock levor is mounted on the
axle of the spur wheel. The rock lever is operated by a slotted link 2³ in a similar
way to the sliding bar 13 described above.
As another mode of taking up the slack and compensating for the wear of tho
brake blocks I propose to use the arrangement shown in side view at Fig: 23 end
view at Fig: 24 and plan at Fig: 25 Sheet VII
In these Figures h, h, are the pneumatic levers which I provide with bell crank
levers gg constructed as above described, but instead of making these bell crank
levers rigid I secure the horizontal arms only to the angle pieces by screws or
rivets, the vertical arms I leave free and between the vertical arms and the
shoulders on the cast angle pieces I interposo thin wedges h³, placing springs e' on
the draw rods to keep the vertical arms close up to the shoulders and prevent tho
wedges dropping out.
Mounted in suitable guides h³ carried on the flanges of the pneumatic lovers h
are short horizontal sliding bars h' furnished with ratchet teeth on their upper
edges into which teeth take weighted pawls / carried on the guides ³.
The vertical arms of the bell crank levers rock to-and-fro between stud pins
projecting from the sides of the sliding bars, and so long as the brake blocks are
in proper adjustment no change in the relative positions of the parts will take
place So soon however as any of the blocks become sufficiently worn away as to
require readjustment the extra amount of lift given to the horizontal arm of one of
the bell crank levers y will cause the vertical armn of that lover to strike against
one of the pins on the sliding bar and shift the bar forward one tooth.―This
movement will of course shift the position of both the pins on the bar, and on the
return movement the vertical lever g will be arrested by its stop pin at the other
end of the bar. The horizontal arm will however continuo its downward movement
the result of which will be that the bell crank g will be slightly opened out, and
the wedge piece descending by its own gravity will fill up the space between the
shoulder of the cast angle block and the lever and thus retain it in the new position
until it becomes necessary to again adjust the brake block.
This arrangement may be modified as shown in side elevation and in plan view
at Figures 26 and 27 Sheet VI so as to enable it to be used in cases where one
pneumatic lever only is employed for operating all the brake blocks upon a single
carriage.
To suitable brackets pendent from the underside of the carriage I pivot a lever j
by one of its ends.-This lever lies horizontally beneath the pneumatic lever and is
connected thereto by a short link j' pivotted to its other end.
Mounted loosely at its centre upon the pivot pin of the lever j is a lever 7³ ono
arm of which lever stands up vertically and is connected at its extremity with tho
draw rod e of the brakes of one pair of wheels the other arm extends downwards
and is connected with the draw rod e³ of the brakes of the second pair of wheels.―
Standing up vertically from the horizontal lever j is a finger j* to the extremity of
which is pivotted a short horizontal bar furnished with ratchet teeth on its upper
edge. This bar rides upon a bowle pivotted on one side of the upper vertical arm
of the lever and a weighted pawl also pivotted to the same lever takes into
the ratchet teeth. A pressure spring placed upon the draw rod e keeps the parts
in close contact and ensures that the horizontal lever ; and loose lever shall work
j

page_text: together as one. A stud pin fixed in the uppermost extremnity of the lever
works to-and-fro in n slot cut in the end of a bar which bar works in horizontal
guides fixed to the underside of the carriage-The upper edge of the bar is formed
with ratchet teeth into which a weighted pawl takes thus allowing it to travel
freely in one direction but preventing it from returning.-The slot in this bar is of
just sufficient length to permit of the lever travelling to-and-fro for the purposo
of putting on or taking off the brakes without shifting the rack bar j, so long as
the blocks are in proper adjustment, but so soon as the blocks become so worn
away as to require readjustment then the extra amount of lift given to the
horizontal lever consequent on the wearing away of the blocks will cause the stud
pin to strike against the end of the slot, and shift forward the horizontal rack
bar 7 one tooth. When the brakes are again taken off the stud pin will strike
against the other end of the slot, and as the rack bar cannot move in that direction
the lever will be retained whilst the lover j returns to its normal position, the
rack bar which is pivotted to it giving out one tooth to allow of its doing so.-
By this means the slack caused by the wearing away of any of the brake blocks
will be automatically taken up.
Having now set forth the nature of my Invention of Improvements in pneumatic
brake apparatus for Railways and explained the manner of carrying the same into
effect I wish it to be understood that under the above in part recited Letters Patent
I claim
First The construction of plug valve and box or case for the same as above
described whereby the back pressure of the air acting against the vacuum established
in the train pipes is balanced and the force required to actuate the valve is greatly
reduced.
Second-Constructing the ejector box in the manner and for the purpose above
described and in connection with the ejector I claim the arrangement of drip valve
described with roference to Figure 13 for discharging the water of condensation.
Third The arrangement of apparatus above described for applying the engine
brakes automatically through the action of the automatic system of the train.
Fourth-The arrangement of apparatus for transmitting the motion of the
pneumatic levers to the brake blocks as described with reference to figures 14 to 17
Sheets IV & V.
Fifth Constructing the trussed rods as and for the purpose above described.
Sixth Fitting the brake blocks to the trussod rods as and for the purpose above
described.
Seventh Constructing the bell crank lovers of brake apparatus in the manner
above described.
Eighth The arrangements above described for taking up the slack or fitting the
brake blocks to their work as described with reference to figures 19 to 27 inclusive:
In witness whereof I the said Frederick William Eames have hereunto set my
hand and seal the eleventh day of September in the year of our Lord One
thousand eight hundred and eighty-two :-
T. W. EAMES. (L.8.)