IMPROVEMENTS IN OR APPLICABLE TO AIR OR OTHER FLUID PRESSURE OR VACUUM BRAKES FOR RAILWAY TRAINS OR VEHICLES "
Year: 1883

page_text: LETTERS PATENT to Arthur George Evans, of the City of Manchester, in the
County of Lancaster, Civil Engineer, for an Invention of "IMPROVEMENTS IN
OR APPLICABLE TO AIR OR OTHER FLUID PRESSURE OR VACUUM BRAKES FOR
RAILWAY TRAINS OR VEHICLES
"
PROVISIONAL SPECIFICATION left by the said Arthur George Evans at the
Office of the Commissioners of Patents on the 26th June 1883.
ARTHUR GEORGE EVANS, of the City of Manchester, in the County of Lancaster,
Civil Engineer, " IMPROVEMENTS IN OR APPLICABLE TO AIR OR OTHER FLUID
PRESSURE OR VACUUM BRAKES FOR RAILWAY TRAINS OR VEHICLES,"
My invention has for its object means for showing or indicating to the Driver or
Fireman when the pipes between the Locomotive and the vehicles of a train, in the
case of what are termed continuous brakes whether automatic or non-automatic are
properly coupled up and perfectly reliable.
Firstly. My invention consists in arranging a small pipe (which I shall hereinaftor
term the "Indicator pipe") so as to pass and form a continuous pipe from the
Locomotive to the rear vobicle of a train this pipe is arranged on each vehicle and
is coupled in the same as or in a similar manner to the ordinary train pipe of the
continuous brake:-and this Indicator pipe may either have separato couplings, or
couplings so arranged that the train pipe and Indicator pipe will be coupled at one
and the same operation.
The Indicator pipe, forms a communication with the train pipe of the brakes at
the last or rear vehicle of a train or by connection with a branch pipe from the
brake train pipe or the pipe communicating with the pressure or vacuum gauge or
tell-tale in the guards van or rear vehicle of the train.
That end of the Indicator pipe on the Locomotive or Tender communicates with
a pressure or vacuum gauge or tell-tale Indicator.
When the train and Indicator pipe are both properly coupled up, and a pressure
or vacuum has been formed (as the case may be) for the proper working of the
brakes in the train pipe of the rear vebicle of the train, the pressure or vacuum
formed therein is transmitted from that vehicle through the Indicator pipe, and
shows on the Guage or tell-tale on the Locomotive or Tender and thus proves that
pressure or vacuum for actuating the brakes forms a complete circuit from the
the
Prins G1

page_text: Engine to the rear vehicle of the train and back from it through the independent
Indicator pipe to the Engine again. If the Indicator or train pipes are not properly
coupled the gauge or Indicator goes to zero.
This arrangement will also act in the case of non-automatic or simple vacuum
brakes, when a small partial vacuum is formed by a continuously acting Ejector or
other means, to test the condition of the train pipes or couplings, this test being
more effective and complete, when the tell tale guage vacuum Indicator used for
the purpose is connected with the Indicator pipe according to my invention.
A guards van generally forms the rear vehicle of a train, but sometimes, guards
vans form other parts of the train, and to carry out my invention I arrange a cock
or valve in the indicator pipe, of each guards van (or rear vehicle of the train) so
that when it forms the rear of a train the cock may be turned to close the Indicator
pipe to the rear and leave communication open with the train pipe; but when a
_ guards van (or other vehicle having the cock or valve) is not in the rear of the
train the cock is turned so that the indicator pipe will be continuous to the rear
vehicle of the train; but shut to the train pipe.
This is or may be done automatically by a lever or other arrangements which
must be brought into a position to turn the cock as required, before the ordinary
coupling of the vehicles is or can be effected, the coupling link holding the lever
acting upon the cock in the required position, but when the van forms the rear
vehicle of the train there is no carriage coupling link and the weight of the lever
moves the cock into or keeps it in the position in which it is required for a rear
veliiclo
This cock may also be actuated by movement given to the couplings in the act
of coupling or uncoupling the train pipe.
Cocks are or may be provided in the Indicator pipe to close communication
between it and the train pipe, when there is any leakage in the Indicator pipe, or
it has been cut or damaged so that the brakes may be worked in the ordinary
manner.
Secondly. My invention consists in substituting an electrically insulated wire or
conductor for the small Indicator pipe referred to under the first head of my
invention, which is or may be arranged so that the ends of the wire or conductor
at the ends of each vehicle will be brought in contact with those of the adjoining
vehicle at the same time as the couplings for the train pipe for the brakes.-A
piston or diaphragm is arranged in the rear vehicle of the train to be acted upon
by the pressure or vacuum formed in the train pipe, the movement thus produced
will bring an electric battery or other source of electricity in communication with
the insulated conductor and thus transınit movement to an Indicator on the
Locomotive or Tender-When the pressure or vacuum is absent from the train pipe
the movement of the piston or diaphragın will disconnect or cut off the contact or
communication with the source of electricity.
Thirdly My invention consists in connecting with a piston or diaphragm,
actuated by connection with the brake train pipe, a seinaphore or semaphores
which will be moved to be scon at the outside, or sides of the rear or other vehicle
of a train by the driver or fireman when the brakes are in order, being withdrawn
from view when the brakes are not in order
These semaphores in dark weather or at night are illuminated by a lamp or
lamps in the carriage, or the semaphore is or may be a lamp or lamps moved to
show light or no light or a different color of light, or cover and uncover a light as
desired.

page_text: SPECIFICATION in pursuance of the conditions of the Letters. Patent filed
by the said Arthur Georgo Evans in the Great Seal Patent Office on the
24th December 1883.
ARTHUR GEORGE EVANS, of the City of Manchester, in the County of Lancaster,
Civil Engineer. "IMPROVEMENTS IN OR APPLICABLE TO AIR OR OTHER FLUID
PRESSURE OR VACUUM BRAKES FOR RAILWAY TRAINS OR VEHICLES,"
My invention has for its object means for showing or indicating to the Driver
or Fireman when the pipes between the Locomotive and the vehicles of a train,
in the case of what are termed continuous brakes whether automatic or non-
automatic, are properly coupled up and perfectly reliable.
My invention consists in arranging a small pipe (which I shall hereinafter term
the "Indicator pipe ") so as to pass, and form a continuous pipe from the Locomotivo
to the rear vehicle of a train-this pipe is arranged on each vehicle and is coupled
the same as, or in a similar manner to the ordinary train pipe of the continuous
brake, and this Indicator pipe may either have separate couplings or couplings
so arranged that the train pipe and Indicator pipo will be coupled at one and the
same operation.
The Indicator pipe, forms a communication with the train pipo of the brakes at
the last or rear vehicle of a train, or by connection with a branch pipe from the
brake train pipe or the pipe communicating with the pressure or vacuum guage or
tell-tale in the guards van, or rear vehicle of the train.
That end of the Indicator pipe on the Locomotive or Tender communicates with
a pressure or vacuum guage or "tell tale" Indicator.
When the train and Indicator pipe are both properly coupled up and a pressure
or vacuum has been formed (as the case may be) for the proper working of the
brakes, in the train pipe of the rear vehicle of the train, the pressure or vacuum
formed therein is transmitted from that vehicle through the Indicator pipe, and
shows on the guage or tell-tale on the Locomotive or Tender and thus proves that
the pressure or vacuum for actuating the brakes forms a complete and unobstructed
circuit from the Engine to the rear vehicle of the train and back from it through
the independent Indicator pipe to the Engine again. If the Indicator or train
pipes are not properly coupled or if they are obstructed the guage or Indicator goes
to zero.
This arrangement will also act in the case of non-automatic or simple vacuum
brakes, when a small partial vacuum is formed by a continuously acting Ejector
or other means, to test the condition of the train pipes or couplings, this test
being more effective and complete, when the tell-tale guage vacuum Indicator
used for the purpose is connected with the Indicator pipe according to my
invention.
A guards van generally forms the rear vehicle of a train but sometimes guards
vans form other parts of the train, and to carry out my invention, I arrange a
cock or valve in the indicator pipe, of each guards van (or rear vehicle of the train)
so that when it forms the rear of a train the cock may be turned to close the
Indicator pipe; to the rear, and leave communication open with the train pipe ;
but when a guards van (or other vehicle having the cock or valve) is not in tho
rear of the train the cock is turned so that the Indicator pipe will be continuous
to the rear vehicle of the train; but shut to the train pipe.
This is or may be done automatically by a lever or other arrangements which
must be brought into a position to turn the cock as required before the ordinary
coupling of the vehicles is or. can be effected, the coupling link holding the lever

page_text: acting upon the cock in the required position, but when the van forms the rear
vehicle of the train there is no carriage coupling link at its rear, and the weight
of the lever moves the cock into or keeps it in the position in which it is required
for the rear of a rear vehicle
This cock may also be actuated, if desired, by movement given to the couplings
in the act of coupling or uncoupling the train pipe.
Cocks are or may be provided in the Indicator pipe to close communication
between it and the train pipe, when there is any leakage in the Indicator pipe or
it has been cut or damaged, so that the brakes may be worked in the ordinary
manner.
Fig 1 is a diagram in elevation illustrating the application of my invention to
'a railway train having the brakes worked by a partial vacuum. Fig 2 is a plan
of part of the apparatus detached.
Figs 3 and 4 are sections on an enlarged scale one taken at a right angle to the
other of cocks used therewith.
Fig 5 is a longitudinal section of a valve on an enlarged scale and fig 6 is a
cross section thereof.
Fig 7 is an end, and figs 8 and 9 aro sido elevations illustrating the application
of my invention to what are known as pressure brakes.
Fig 10 is a longitudinal section of a valve, and fig 11 a cross section of the same.
The parts a fig 1 are supposed to represent the Locomotive or Locomotive and
Tender, the part b. a brake van, the part e a carriage and the part b¹ the roar
brake van or carriage of a train ; & is the ordinary main train pipe arranged and
coupled in the usual manner; e is the indicator pipe according to my invention
arranged and coupled same as the train pipe d with the exceptions hereinafter
named.
The main train pipe d is closed in front of the Engine and at the rear of the
train by being coupled with a blank or duminy coupling attached to the framing
of the Engine or Tender (as the case may be) and to the carriage, or by any other-
convenient arrangement
In vacuum brakes the air is exhausted by the Ejector or other means at the
Engine from the main train pipe d, and at the rear end of the train a communi-
cation is made with the indicator pipe e from which the air is thus also drawn;
this pipe e communicating by a branch e on the Engine with a tell-tale guage c¹
which, when the air is not exhausted shows the words "Brake Wrong"-but when
the air is exhausted shows the words "Brake Right "-Tell-tale guages of this
class are well known and in use for railway Brakes.
Between the Indicator pipe e and the branch pipe el to the Tell-tale guage there
is a double ball valve e, shown detached, and enlarged by figs 5 and 6, one of the
ball valves acts to close one end of the indicator pipe when the rear of the
Locomotive or Tender is attached to the train, and the other when the front of
.the Locomotive is attached to the train, these valves acting automatically to close
the indicator pipe against the admission of air from that end of it which is not
.coupled up.
To facilitate the proper coupling up of the vehicles of a train with the Engine
and Tender and to prevent the addition of vehicles to an already properly coupled
train, without properly coupling up the brakes of the additional vehicles, certain
arrangements are made which are applied to carriages or Brake vans that are to
be used as the rear vehicles of a train-These arrangements are applied to both
ends of the Brake van so that either end of the van may be coupled to the train.
The indicator pipe e is made to form a junction with three branches of a three
way cock (see fig 3) that is, the indicator pipe e is coupled with the lower branch
of the cock, the upper branch of the cock by a pipe e with the main train pipe d
the middle branch of the cock with a part e forming the continuation of the
indicator pipe 6.
The plug of the cock is attached to a short shaft co in bearings on the framing
and this shaft has an arm e' upon it that is shaped so that in one position it

page_text: prevents the coupling link x from being put on the draw hook y of the vehicle
until it is first lifted up.
When at liberty the arm e' has weight and leverago enough to turn the cock
into one position, and when it is lifted to couple the vehicle the cock is turned to
another position and held in that position by the cross piece at the end of the
arm e' resting upon the coupling link when in its horizontal position as shown in
figs 1 and 2.
When the arm e' is hold up, tho cock is turned so that the passage between the
cock and the branch pipe e' is closed and the passage between the cock and that
part e³ of the indicator pipe e is opened-but at the rear of the rear van, the arm c²
is down and the cock is turned to close the passage between it and that part e³ of
the indicator pipe and to open communication between the main and indicator
pipe through the branch pipe e, the end of the train pipe d at the rear of the
vehicle being closed by connection with the dummy coupling in the ordinary
manner.
Thus it will be seen that in Automatic vacuum brakes the air must first be
exhausted from the entire length of the train pipe before it is drawn from the
indicator pipe e, and when it is drawn from the latter the tell-talo c² shows that
the Brakes are right.
The same arrangement is applicable for simple vacuum brakes where the brakes
are brought into action by the formation of a vacuum at the time they are to bo
applied when such brakes have a small ejector acting continuously to form a small
partial vacuum in a manner well understood and in use for testing simple vacuum
brakes.
The small vacuum has in this case to extend the entire length of both the main
train pipe d and Indicator pipo e.
In figs 7, 8 and 9, my invention is illustrated as applied to pressure brakes-tho
same letters of reference are used on the same and corresponding parts as are
employed in explaining the figures hereinbefore described.
For each van or vehicle to be used as the rear vehicle of a train there is at each
end of the vehicle the ordinary cock on the pipe & and a similar cock on the
pipe c.
Both cocks are operated by the same handle g-In figs 7 and 9 tho handle of
the cocks is shown in the shut position and in fig 8 in the open position.
The cock connected with the pipes c, e and e is shown detached in figs 3 and 4
but it has four branches, three only of which are required for the vacuum brakes
hereinbefore described.
The fourth branch of the cock is connected by a pipe e with an air tight
cylinder e secured to the carriage or van framing.
In pressure brakes one object when making an addition to a train, is to keep
the air reserved in the train pipes of that portion of the train already coupled up,
and this is done by the handle g at the rear of the rear vehicle of the train which
turns the cocks and prevents the air from escaping from the pipes & and e.
When the addition has been made to the train and the pipes d and e have been
coupled up, the cocks g at the rear of the added portion of the train are shut by
the handle g and then the cocks at the rear of what was the rear part of the train
before the addition are opened, thus no air under pressure is lost.
When the added portion of the train is coupled, the lever e' has to be lifted, as
in fig. 8, this turns the cock which allows the pipes e and e to communicate but
closes the communication between the cock and the branch e-It also brings the
cavity of the plug of the cock (see figs 3 and 8) so as to open a communication
between the pipe e and the pipe and chamber 6, which is then empty,
consequently the air in the pipe e enters the chamber e and this causes a reduced
pressure in the pipes which is shown on the toll-tale guage, as compared with
the pressure guage (in ordinary use) connected with the main pipe d.
This shows the brakes not to be properly coupled, but when the cocks are
opened by the handle g the pressure of air can then enter from the main pipo d

page_text: at the rear of the added part of the train passing first along the pipe e in the
added portion of the train to the Indicator pipe e communicating with the Engine
and this will show the brake right on the tell-tale guage-When the lever or
arm e' is allowed to fall into the position shown in fig 9 the cavity in the plug of
the cock opens a communication between the chamber e through the pipe es, and
a small hole ex in the cock and allows the air from the chamber e to escape to the
atmosphere.
The valve shown by figs 10 and 11 is for the same purpose as that shown by
figs 5 and 6 except that it is used for pressure brakes and one ball valve only is
required, having two seatings as shown.
I have now particularly described the nature of my said invention and the modes
of carrying the same into effect and claim as my invention,
1. The combination and use with railway brakes actuated by vacuum or
pressure, whether automatic or non-automatic of an indicator pipe passing from
end to end of the train, substantially in the manner and for the purpose hereinbefore
described.
-
2. The combination and use with railway brakes actuated by vacuum or pressure,
whether automatic or non-automatic of an indicator pipe, cocks, valves and
mechanism, substantially in the manner and for the purpose hereinbefore described
and illustrated by the drawings.
In Witness whereof I the said Arthur George Evans have hereunto set my
hand and seal this twenty first day of December in the year of our Lord one
thousand eight hundred and eighty three.