Improvements in or applicable to Automatic Vacuum Brake Apparatus, having reference more especially to the Ejector and Brake Controlling Mechanism.
Year: 1890

page_text: Date of Application, 1st Aug., 1890
Complete Specification Left, 30th Apr., 1891-Accepted, 20th June, 1891
PROVISIONAL SPECIFICATION.
Improvements in or applicable to Automatic Vacuum Brake
Apparatus, having reference more especially to the Ejector and
Brake Controlling Mechanism.
1, JAMES GRESHAM, of the firm of Gresham and Craven Limited, of Craven
Iron Works, Salford, Manchester, in the County of Lancaster, Engineer and
Director of the said Company, do hereby declare the nature of the said invention
to be as follows:-
-
In the ordinary automatic vacuum brake apparatus any water or moisture
that may get into the train pipe is quickly carried away in the ordinary working
of the ejector by the atmospheric air which enters by leakage, and passes through
the continuously acting ejector-and water or condensed steam which may get
into the train pipe from steam leakage through the steam and stop valves and
from the chimney of the locomotive is prevented from entering the train pipe
when the ejectors are not at work, if the rules for working the apparatus are
observed, by first destroying the vacuum by admitting air into the train pipe,
but when these rules are not attended to, and the apparatus has been neglected
or partly damaged by carelessness or inattention, the valves may become leaky
and condensed steam or water may then enter the train pipes when there is a
vacuum left therein, but this moisture is speedily removed when the ejector or
ejectors are properly started to work again, if the moisture has not been allowed
to stand in the pipes long enough to freeze and stop the passage of the current
of air through the train pipes.
My present invention has for its object an improved arrangement and con-
struction of the parts of the ejector and brake controlling mechanism with the
view mainly of providing against inattention and negligence and oversight on the
part of those having charge of the mechanism.
In the ordinary ejector mechanism, the valve for preventing the admission of
air from the small ejector to the train pipe when not in action is within its
axis, and that for preventing air from passing from the large ejector when not
in use is a hinged flap valve within the casing and below the ejectors.
According to my present improvements these valves (which terın stop valves)
are lifting or mushroom valves having seatings in the casing on the upper side of
the ejectors and the guiding stem of each valve is formed in a plug that screws into
the upper side of the casing giving easy access to the valves.
The passages are so arranged that the air from the train pipe must first pass
through the valve for the small ejector and then through that for the large
ejector.
The valves being in this position, the condensed water from steam which may
leak past the steam valves cannot readily ascend to and pass through the stop
valves.
In the screw plug for the small ejector stop valve a small ball valve is
arranged which is closed by being drawn against its seating when the ejector is
at work, but it opens by falling away from its seating when the small ejector
is not at work and thus air is admitted to the stop valve to take the place of
that which may leak past it, and this air being thus supplied there is no suction
drawing leaking steam from the steam valve or from the chimney of the
locomotive as whatever suction there may be from leakage through the stop
valve (when there is a vacuum in the train pipe) is supplied through the said
ball valve.
There is a pipe to take any condensed steam from the steam valve for the large

page_text: ejector and this condensed steam is thus discharged before it can ascend to the air
stop valve for the large ejector.
The facing or seating for the disc valve which controls the air passing from or to
the train pipe is made by my present improvements solid with the casing in place
of being separate therefrom, thus avoiding a joint which might be likely to leak
and less liable to be damaged by carelessness, and the stuffing box for the central
axis of the steam valve spindle is screwed into the casing separately and is readily
inserted and removed.
A small ball valve is used in the auxiliary pipe communicating with the brake
cylinders upon the engine and tender (when used). to prevent leakage past the
brake controlling valve, from destroying the vacuum in those brake cylinders,
and near this small ball valve there is a screw plug valve arranged so that
air may be conveniently admitted, from the foot plate, into the brake cylinders
upon the engine and tender when required.
The brake controlling and ejector mechanism is also combined by my present
invention with the steam valves for controlling the steam brakes upon the engine
and tender when such steam brakes are used so that both steam and automatic
vacuum brakes may be simultaneously controlled by the same handle.
It will be understood that the arrangement of valves above referred to as in
combination with the ejector and brake controlling mechanism may be used apart
therefrom where the large and small ejectors are arranged separately upon the
engine.
Dated this 31st day of July 1890
PETER J. LIVSEY,
Agent.
COMPLETE SPECIFICATION.
Improvements in or applicable to Automatic Vacuum Brake
Apparatus, having reference more especially to the Ejector and
Brake Controlling Mechanism.
I, JAMES GRESHAM, of the firm of Gresham & Craven Limited, of Craven
Iron Works, Salford, Manchester, in the County of Lancaster, Engineer and
Director of the said Company 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:-
In the ordinary automatic vacuum brake apparatus, any water or moisture that
may get into the train pipe is quickly carried away in the ordinary working of
the ejector by the atmospheric air which enters by leakage, and passes through
the continuously acting ejector, and water or condensed steam which may get
into the train pipe from steam leakage, through the steam and stop valves and
from the chimney of the locomotive is prevented from entering the train pipe
when the ejectors are not at work, if the rules for working the apparatus are
observed, by first destroying the vacuum by admitting air into the train pipe,
but when these rules are not attended to, and the apparatus has been neglected
or partly, damaged by carelessness or inattention, the valves may become leaky
and condensed steam or water may then enter the train pipes when there is a
vacuum left therein, but this moisture is speedily removed when the ejector or
cjectors are properly started to work again, if the moisture has not been allowed
to stand in the pipes, long enough to freeze and stop the passage of the current
of air through the train pipes.
But it should be noted that condensed steam leaking from or past the ejector
does not enter the train pipe, and cannot become frozen so as to block it, if the
trap for water is used as in the ordinary arrangement when properly fitted up,
which trap receives any water there may be, and allows it to be discharged
therefrom every time the brakes are fully applied, at which time the air enters

page_text: the train pipe, and the valve of the trap opens and allows the condensed steam
or water to pass from the trap, the valve of which closes when the vacuum or
partial vacuum is again formed in the train pipe.
My present invention has for its object an improved arrangement and con-
struction of the parts of the ejector and brake controlling mechanism, with the
view mainly, of providing against inattention and negligence and oversight on the
part of those having charge of the mechanism.
In the ordinary ejector mechanism, the valve for preventing the admission of
air from the small ejector to the train pipe when not in action is within its axis, and
that for preventing air from passing from the large ejector when not in use, is a
hinged flap valve within the casing and below the ejectors.
According to my present improvements these valves (which I term stop valves)
are lifting or mushroom valves, having seatings in the casing on the upper side
of the ejectors, and the guiding stem of each valve is formed in a plug that screws
into the upper side of the casing giving easy access to the valves.
The passages are so arranged that the air from the train pipe must first pass
through the valve for the small ejector, and then through that for the large ejector,
when the latter is in operation.
The valves being in this position, the condensed water from steam which may
leak past the steam valves cannot readily ascend to and pass through the stop
valves.
In the screw plug for the small ejector stop valve, a small ball valve is arranged,
which is closed by being drawn against its seating, when the ejector is at work,
but it opens by falling away from its seating when the small ejector is not at work,
and thus air is admitted to the stop valve to take the place of that which may
leak past it, and this air being thus supplied, there is no suction drawing leaking
steam from the steam valve or from the chimney of the locomotive as whatever
suction there may be from leakage through the stop valve (when there is a vacuuun
in the train pipe) is supplied through the said ball valve.
There is a pipe to take any condensed steam from the steam valve for the large
ejector, and this condensed steam is thus discharged before it can ascend to the air
stop valve for the large ejector.
The facing or seating for the disc valve which controls the air passing from or
to the train pipe, is made by my present improvements solid with the casing in
place of being separate therefrom, thus avoiding a joint which might be likely to
leak and being less liable to be damaged by carelessness, and the stuffing box for
the central axis of the steam valve spindle is screwed into the casing separately,
and is readily inserted and removed.
A. small ball valve is used in the auxiliary pipe communicating with the brake
cylinders upon the engine and tender (when used) to prevent leakage past the brake
controlling valve, from destroying the vacuum is those brake cylinders, and near
this small ball valve there is a screw plug valve arranged so that air may be
conveniently admitted, from the foot plate, into the brake cylinders upon the engine
and tender when required.
The brake controlling and ejector mechanism is also combined by my present
invention with the steam valves for controlling the steam brakes upon the engine
and tender when such steam brakes are used so that both steam and automatic
vacuum brakes may be simultaneously controlled by the same handle.
It will be understood that the arrangement of valves above referred to as in
combination with the ejector and brake controlling mechanism may be used apart
therefrom where the large and small ejectors are arranged separately upon the
engine.
Fig. 1 is an outside elevation of the ejector apparatus, with the parts upon one
side of it shown in section on the line A-B Fig. 2 such section being taken in a
plane parallel to the longitudinal axis of the apparatus, and at a right angle to
the axis of the short shaft for actuating the steam disc valve for the large ejector.

page_text: Fig. 1, is a vertical section of the screw cap detached showing an alternative
arrangement of the ball and valve, and another valve (hereinafter described).
Fig. 1, is a plan section in the line A-B Fig. 1ª.
Fig 2 is a section through the longitudinal axes C-D Fig. 1 of the nozzles of
the ejector, and in a plane passing through the longitudinal axes of the said shaft
for actuating the steam disc valve.
Fig. 3 is a section at a right angle to the longitudinal axes of the nozzles of the
ejector in the line E-F Fig. 2 through the casing for the nozzles and showing
the hollow arms or webs for passing the air and steam from the annular space
inside the main casing to the annular space round the steam nozzle of the small
ejector.
Fig. 4 is a section on the line G-H. Fig. 1 in a plane parallel to the longitudinal
axes of the nozzles and vertical to the axes of the mushroom lifting valves.
Fig. 5 is a section also on the line G-H Fig. 1 through one side of the main
casing and in a plane passing through the longitudinal axes of the nozzles and
through the longitudinal axis of the steam valve for the small ejector.
Fig. 6 is a section on the line I-J Fig. 1 in a plane at a right angle to the
longitudinal axes of the nozzles.
Fig. 7 is a section in a line K-L Fig. 6 in a plane at a right angle to the
axis in which the air disc valve oscillates.
The above described Figs. 1 to 7 inclusive illustrate the improvements in the
ejector, apparatus, and the figures described below, illustrate the combination of
the improved ejector apparatus, with the apparatus for operating brakes actuated
by steam upon the engine, or engine and tender.
Fig. 8 is partly an outside elevation and partly a section, the latter being taken
on the line M-N Fig. 9 in a plane at a right angle to the longitudinal axes of the
nozzles..
Fig. 9 is partly a plan or top view, and partly a section, the latter being taken
in a line O-P Fig. 8 in a plane parallel to the longitudinal axes of the nozzles.
Fig. 10 is a section in the line Q-R Fig. 8, and on the line Q-R', Fig. 9 in
a plane parallel to the longitudinal axes of the nozzles.
The main casing a, of the apparatus is formed in one casting, and it is secured
by preference in the front of the fire box of the locomotive boiler with its
longitudinal axis in a horizontal position.
b, is a part of the pipe to convey the steam and air to the chimney of the
locomotive; c, is the pipe conveying steam to the apparatus; d, is the pipe
connected with the train pipe.
The casing e, for the small ejector and for a part of the large ejector is formed in
one casting.
The casing e, for the small ejector is bored out to receive the steam nozzle e',
which is tubular, but is coned upon its exterior at the nozzle end.
The steam nozzle e', has on its exterior, a collar e, to fit a flange, steam tight in
the interior of the casing e, as shown, and at its outer end is screw threaded to
screw into its casing e, the outer end having flat sides e; for a wrench to screw it
in and out of the casing e.
When screwed into its place there is an annular space ell, as shown between the
outer surface of the tubular part of the nozzle e', and the interior of the casing e,
for air which can enter its interior bore through a series of holes made through its
sides as shown in Fig. 2.
There are arms or webs e, which connect the exterior of the casing e, for the
small central ejector with the casing ex, for the large ejector which arms or webs
have passages e¹³, through them as shown in Fig. 3.
The exterior of the casing ex, for the large ejector is turned to fit air and steam
tight flanges projecting inwards from the interior of the main casing a, of the
apparatus, when screwed therein and it is screwed in by a wrench which fits faces
or flats e, formed on the exterior outer end of the casing e, for the small ejector,

page_text: and when inserted the end of the main casing is closed by a cap a², that screws
therein.
The steam nozzle f, for the large ejector is formed to screw into the casing ex,
and when the casing ex, and e, for the nozzles is screwed into its position in the
casing a, as shown in Fig. 2 there are four annular steam and air tight spaces
formed between its exterior and the interior of the main casing a.
One annular space is round the steam cone f¹, of the large ejector, to which
steam is supplied from the passage, (see Fig. 6) after passing the ports in the
disc valve, and its facing ports, hereinafter referred to.
Another aunular space e², is supplied with steam from the passage f³, (sec
Figs. 4, 5 and 6) passing a valve e; the stem of which is in a hole in the end of a
spindle, that screws into the casing as shown in Fig. 5 which spindle e', is made
steam tight, by a stuffing box packing, as shown, and it is rotated by a handle e³,
secured in the outer end of the spindle.
The steam entering the annular space e², from the valve e³, passes from it through
holes in the arms or webs as shown in Fig. 3 and in dotted line in Fig. 2, to
the annular space e, between the interior of the casing e, and the exterior of the
small steam nozzle e¹.
Another annilar space e, is in connection with the passage es, communicating
with the train pipe (see Fig. 6) as hereinafter explained.
The fourth annular space or cavity f*, is in connection with the passages, which
communicates with the train pipe d, as hereinafter explained.
The air from the train pipe d, goes by a passage d', in the main casing a, to the
passage or cavity d², Fig. 1, and then past the mushroom valve dx, which is a valve
having its seating in the casing and is provided with guiding wings on its under
side, and a three or more sided guiding stem upon its upper side, the guiding stem
fitting a hole bored out for it in a cap or plug d³, screwing into the main casing a,
by which screw cap or plug d³, access is given to the valve.
In the hollow of the screw cap d³, there is a passage d', leading to a seating for
a ball valve 9, which rolls to and from its seating horizontally and which is retained.
in position when away from its seating by the end of a pin g', screwed through the
top side of the hollow cap d³, as shown in Fig. 1, where the ball valve 7, is shown
away from its seating, in which position it will admit air from the atmosphere to
pass to the valve dx, in case of leakage past it, and this will destroy any partial
vacuum between the valve d, and the ejectors tending to draw leaking steam or
vapour into the train pipe when the ejectors are not working, the ball valve g, being
upon its seating when the ejector or ejectors are at work.
The air from the train pipe d, which passes the valve d, goes along the passage d',
shown in Fig. 1, to the passage e³, leading to the annular space e', for air to the small
ejector.
It will be seen that there is another mushroom valve ď, arranged in a screw
cap d, similar to the valve d*, and air from the train pipe d, after passing. the
valve d, may enter to the passage f³, communicating with the annular space f",
for air to the large ejector e*.
It will thus be seen that condensed steam cannot accumulate in the passages in
the ejector casing, as any that may arise while. the small ejector is at work passes
through and is expelled by it, and when the ejectors are not working, any water that
is formed, will pass down the drip pipe h, which communicates by a small hole in.
the main casing with the passage f³, (see Fig. 1)..
The steam valve for the large ejector ex, is a disc i, with two ports i", through it,"
(see Fig. 7) which allow steam to pass to the large ejector when turned opposite
the two ports, in the seating or facing for it.
The disc i, has a U shaped boss projection i*. The slot ³, (see Fig. 7) fits the.
flats formed on the end of the spindle, which has a collar, with a cone face on
one side to fit against a facing on the inside of a box, which forms a stuffing box
for the spindle, as shown in Fig. 6.
This box., is screwed to fit steam tight into the main casing, a, as shown in Fig. 2..

page_text: Upon a square on the outer end of the spindle, an annular hollow disc valve /,
is secured by a screw nut 77, as shown, so that when the annular hollow disc valvek,
is oscillated, the spindle and steam disc valve, is oscillated at the same time.
The annular hollow disc valve has its facing or seating formed on the main
casting, as shown in Fig. 6.
The annular hollow disc valve is divided by midfeathers or partitions k³, as shown
in Fig. 7 in which figure are also shown the ports in its seating and in the face of
the disc valve k.
The annular disc valve k, is oscillated by a handle k', partly shown in Fig. 7 also
shown in peculiar dotted line in Fig. 6 and in Fig. 1, which handle, is
arranged in a well known manner to be held in the middle or running position as it
is termed in which it is shown in Fig. 7 or against one or the other of the stops ², and k³.
When the side of the handle k', is against the stop 2, the brakes are
"off" or
withdrawn, and when the side of the handle k, is against the stop k³, the brakes are
on" or they are applied to the wheels.
66
=
When the handle, is against the stop 2, the steam disc valve, is open and
when against the stop k³ or in the middle or running position the steam disc valve i,
is closed.
The annular valve k, is a hollow box with an annular face k, which fits air tight
against the seating 1, formed upon the main casting a.
The valve k, is divided by partitions ³, into two separate cavities 4, and .
In the cavity, the atmospheric air can enter directly through a series of
small holes, (see Fig. 6) drilled in its outside walls, but the cavity, is closed
to the atmosphere except what passes through the ports in the valve and in its seating.
In the face of the valve k, there are two ports ', and also a long cavity
between the points marked 1, 1 and 2 Fig. 7, and there is also a port k³.
In the seating, for the valve k, there is a port A, through which air can pass to
the stop valve d*, and on to the ejectors, and also two ports 12, in direct com-
munication with the train pipe d, and also a port 13, to the auxiliary pipe, hereinafter
referred to.
22
on then the
In the middle or running position of the valve k, no air can pass to the train pipe
through the ports 12, in the seating and ports k', in the valve k, but the small ejector,
(which is constantly at work), can draw air from the train pipe d, through the port !',
and the cavity, and one of the ports 12, (that on the left of Fig. 7).
When the handle k', is against the stop ³, to put the brakes"
ports, in the valve k, are brought opposite the ports 12, and air rushes into the
train pipe, the communication between the small ejector and one of the ports 12, is
closed, but the small ejector remains in communication through the narrow
continuation of the cavity, and the port 8, with the port 3, leading to the
auxiliary pipe hereinafter referred to.
:
When the handle. is against the other stop ², to take the brakes "off" then
both the ports, are closed against the admission of air from the cavity A, to the
train pipe, but air can pass from the train pipe through one of the ports 12, and
cavity, and port , to the two ejectors.
In Fig.
a small cock m, is shown partly in dotted line, and the end of this cock
screws into a hole m¹, shown in Figs. 4 and 5, and by means of this cock, lubricant
is supplied to the steam passage f³, which is carried by the steam to the face of the
steam disc valve i, for the large ejector.
In Fig. 6 a small casting n, is shown, the upper end of which is screwed into the
main casting a, the hole for which small casting shown in Fig. 1, and marked '.
This small casting n, is in communication with the port 1, and in the casting n, a
seating is formed for a small ball valve n², and there is a pin n³, screwed through
the side of the casting to limit the lift of the ball valve.
This ball valve lifts to allow air to be drawn past it, but closes against the passage
of air in the opposite direction..
Below the ball valve n³, there is a projection formed, which is drilled and screwed
for a haudle n', having a cone formed upon its end to fit upon a-cone seating in the

page_text: casting n, so that when the end of the screw plug cock m, is withdrawn from its
seating, air can pass into the bore of the small casting n, through a series of small
holes (one only being shown) formed on the side of the projection upon
casting n, (see Fig. 6).
the
To the casting a pipe ne, is coupled, leading to the brake cylinder upon the upper
side of the diaphragm or piston, for actuating the brakes on the engine or tender,
so as to keep those brakes "on when required by providing against any leakage
which would take them off."
::
By means of the cock n', the brakes on the engine and tender may be readily
released when required by admitting air into the auxiliary pipe nº.
"
Fig. 1 and Fig. 1B, illustrate an alternative arrangement of the ball valve 9,
when another valve e, is combined with the ejector for allowing air to enter the
train pipe when the partial vacuum formed therein exceeds the pressure fixed upon.
³, is the screw cap; d, passage in it; ', a bent piece of metal (having the same
function as the screw pin g', Fig. 1) secured by a screw, to the cap d³, as shown
in Fig. 1.
The upper part of the screw cap d³, is bored out to receive the guiding stem e¹,
having flat sides of a disc valve e, which has a seating on the inside of a cap ², that
screws upon the upper part of the screw cap d³. The stem, of this valve u, below
its disc has a helical spring ³ upon it, the lower end of which abuts against a
recess or internal flange in the screw cap d³, and the other end acts against the
underside of the disc valve u, to keep it closed.
This spring, is arranged to exert the pressure desired, and when the partial
vacuum formed in the train pipe, exceeds the pressure below the atmosphere fixed
upon, (that is, when the absolute pressure in the train pipe decreases) the spring ³,
is compressed by the then superior pressure of the external atmosphere, and the
valve, opens, thus admitting air past it, and its guiding stem into the train pipe,
but the valve closes again, when the absolute pressure in the train pipe increases
and becomes equal to or greater than that fixed upon.
In Figs. 8, 9 and 10, some of the letters and figures of reference used in' the
preceding description will be repeated upon those parts in these figures which are
the same as those hereinbefore described or referred to.
The main casing a, of, the apparatus is modified so that the apparatus (when used)
for automatically actuating the steam brakes on the engine and tender, can be
combined therewith so that the air brakes and steam brakes may be simultaneously
operated by the same handle (¹). The apparatus for actuating the steam brakes
combined with my improved ejector and vacuum brake operating mechanism is
similar to that described in the Specification of a British Patent granted to me
numbered 1494 of 1881.
p, is the main casing of the apparatus.
A passage, is formed in the main casing a, between the steam supply passage f³,
and the passage p', for steam in the casing p, which is secured by a flange p², and
screws to the main casing a.
The passage p', leads to the lower part of the casing p, and comes into an
annular recess p³, in the inside of the bore in the casing p, for the lifting steam
valve.
.
The lower end of the bore in the casing for the valve is prepared to receive a
hollow screw plug r, which has openings round. it, so that the steam from the
annular recess p³, may pass into the hollow of the screw plug r, the inner end of
which is made to form a seating for a valve, screwed into the end of a part
an enlarged diameter forming a piston, which fits the enlarged part of this part
of the bore of the casting p, as shown.
of
The upward continuation from the part of enlarged diameter, is reduced in
diameter, and is formed as a cone valve, the seating for which is made upon the
end of a bush screwed into the upper part of the bore of the casting, through which
bush the upper part of the spindler, passes, there being a stuffing box 7ª, formed
round the spindle 7, within the outer part of the bush ...

page_text: .
There is a small hole », drilled diagonally from the underside of the enlarged
piston part 2, on one side, to the other side as shown, to allow of the escape of
any steam that may leak past the contracted part, of the bore to the exhaust
outlet.
30
There is a junction p, upon the casing p, for a pipe q', conveying steam to and
from the steam brake cylinder, and from this junction p', there is a passage p,
formed, one branch of which being in communication with an annular chamber p
round the steam inlet valve », (see Figs. 9 and 10) and the other branch with an
annular chamber pl, round the inlet side of the exhaust valve, and there is
another ammular chamber pl, round the outlet side of the exhaust valve 3, which
has an outlet through a hole in the side of the bush, into another passage p',
formed in the inner face of the flange part p², of the casting p, and from this
passage the exhaust steam passes through a small hole ², drilled obliquely into
the side of the combining cone of the large ejector and so passes away with the
steam and air from the ejectors.
7
There is an arm p8, from the casing p, which has a hole in it for a screws, which
is secured by a screw nut above and below the arm (see Fig. 10).
The upper end of the screw s, forms the fulcrum s¹, of a lever s² that passes
through a slot in the spindle, for the inlet and exhaust steam valves.
This lever s², also passes through a slot in the piston rod (2, of a piston, that
fits a cylinder t, formed in a part of the casting p. There is a cover ³, to the
cylinder which also forms a guide for the piston rod t¹.
There is a hole t, in this cover, (which need not be air tight) to admit air
to pass freely to and from the cylinder t, above the upper side of the piston t'.
There is a passage t, in the casting from the lower part of the cylinder t, to a
ball valve to, which has its seating formed in the face of the junction flange p, there
being a cavity for the ball valve formed in the side of the casing a, and from this
ball valve there is a passage 7³, in the casting a, to the passage d, communicating
with the train pipe.
The lid 3, for the cylinder t, is arranged to carry the fulcrum u' of a two armed
lever, one arm u, has a handle formed upon it, and a hook to latch when required
upon a pin 3, in the lever, and when so latched, the lever s2, acting upon the
spindle presses the inlet steam valve, close down upon its seating.
The other arm u², of the two armed lever is at about a right angle to its handle
arm, and it enters a slot in the piston rod .
When the piston t¹, is in the position shown in Fig. 10, the upper end of the slot
has come against the arm u², and has moved the handle arm u, of the lever, so that
its hook has been released, from the pin 3, in the lever s² and this takes place when
the vacuum is formed in the train pipe d.
The spindle, for the steam valves and the piston rod t2, for the piston t', are
each drilled for a round steel pin marked respectively, and t, the side of which
pin in each case forms the point which acts or is acted upon by the lever s².
The manner in which the combined apparatus operates is as follows.
When the vacuum brakes are withdrawn from the wheels of the train, the steam
brakes are also at the same time withdrawn from the wheels of the engine and
tender, and the vacuum and steam brakes are applied in like manner.
When the brakes are "off" there is a vacuum or partial vacuum in the train
pipe d, and air is exhausted from the underside of the piston ', of the cylinder t
through the ball valve to, and this causes the atmospheric pressure to act upon the
upper side of the piston t', and to pull down the lever s², which acting through the
spindle presses down the steam inlet valve against its seating, closing it, and
by the same movement opens the steam outlet valve, as shown in Figs. 9 and 10,
thus any steam in the steam brake cylinder or any leakage of steam past the inlet
valve r, has free outlet to the exhaust and the steam brakes are withdrawn from
the wheels.
If the vacuum brakes are applied, air rushes into the train pipe d, and closes the
ball valve to, which is intended to act to prevent the air from the train pipe d

page_text: passing too suddenly into the cylinder t, as when the ball valve to, is upon its
seating, the air can only pass slowly from the train pipe to the cylinder t, through a
small hole to, in the casing p, and this gives time to allow the steam brakes to
be applied about the same time as the vacuum brakes are being applied to the
train.
When the vacuum or partial vacuum has been destroyed in the cylinder t, there
is no pressure acting to hold down the lever s², and thus keep the steam inlet
valve, closed, it therefore lifts by the pressure of the steam until the exhaust
steam valve, comes against its seating, and as then there is no escape for the
steam from the passage p, it goes along the pipe g', to the steam brake cylinder
and acts upon its piston to apply the brakes.
و
When the locomotive is working without the vacuum brakes in the train or
without them being in operation, the steam brakes are prevented from operating by
pressing down the lever s², and latching the hook on the lever , upon the pin s³, in
the lever 2, to keep it down, but the moment the automatic vacuum brakes
come into action the latching lever u, is automatically released as before
explained.
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 arrangement of the lifting stop valves and their combination with steam
ejector and vacuum brake controlling mechanism, substantially as and for the
purpose hereinbefore described and illustrated by the drawings.
2. The combination of a ball valve (g) with the steam ejector and vacuum brake
controlling mechanism, substantially as and for the purpose hereinbefore described
and illustrated by the drawings.
3. The arrangement of the steam valve disc for the large ejector its spindle or
shaft and stuffing box and combination with the main casing (a) of the apparatus,
and with the annular disc valve (k) substantially as and for the purpose hereinbefore
described and illustrated by the drawings.
4. The combination and arrangement of the large and small ejector and brake
controlling mechanism, substantially as and for the purpose hereinbefore described
and illustrated by Figs. 1 to 7 inclusive of the drawings and as when modified as
hereinbefore described in reference to Fig. 14, and Fig. 18, of the drawings.
5. The construction arrangement and combination of automatic mechanism for
operating steam brakes upon the engine or tender of a locomotive with steam ejector
and automatic vacuum brake controlling mechanism substantially as hereinbefore
described and illustrated by Figs. 8, 9 and 10 of the drawings.
Dated this 20th day of Anril 1891
PETER J. LIVSEY,
Agent.