IMPROVEMENTS IN VACUUM BRAKES
Year: 1878

page_text: LETTERS PATENT to John Audley Frederick Aspinall, of Inchicore, Dublin, in
the County of Dublin, Engineer, for the Invention of "IMPROVEMENTS
IN VACUUM BRAKES."
Sealed the 18th February 1879, and dated the 7th November 1878.
PROVISIONAL SPECIFICATION left by the said John Audley Frederick
Aspinall at the Office of the Commissioners of Patents on the 7th November
1878.
JOHN AUDLEY FREDERICK ASPINALL, of Inchicore, Dublin, in the County of
Dublin, Engineer. "IMPROVEMENTS IN VACUUM BRAKES."
This Invention relates to improvements in apparatus for operating the brakes of
railway trains.
To accomplish this, atmospheric pressure as opposed to a vacuum is employed,
the vacuum being formed by an ejector, pump, or otherwise.
The improvements in the apparatus for operating the brakes consist in certain
improved devices whereby a vacuum is maintained on both sides of a diaphragm,
piston, or its equivalent by the action of an exhaust, and the application of said
devices for applying railway brakes when the vacuum is destroyed on one side of
the diaphragm or its equivalent, and releasing the brakes when the vacuum is
restored on both sides of the diaphragm or its equivalent.
It also, secondly, consists in devices whereby the object mentioned just above can
be effected, or at will the brakes be operated as follows:-Air is allowed access to
both sides of the diaphragm or its equivalent, and the brakes are applied by
creating a vacuum on one side of this diaphragm or its equivalent, and the brakes
released by readmitting air and destroying the vacuum, or in other words the
systems of vacuum brakes at present in use, such as Smith's and Hardy's, can be
worked by the same arrangements.
It also, thirdly, consists of devices whereby a vacuum is maintained on both sides
of a diaphragm or its equivalent, and the application of said devices for applying
the brakes when the vacuum is destroyed on one side of the diaphragm or its
equivalent, and for releasing the brakes when the vacuum is destroyed on both
.
11

page_text: sides of the diaphragm, and for setting the brakes by again producing a vacuum
on both sides of the diaphragm or its equivalent.
. According to one arrangement for effecting the object set forth under the first
head, the diaphragm, piston, or its equivalent is enclosed in an air-tight casing, and
the rod from the diaphragm to the brake gear works air-tight in this casing. Two
pipes are led throughout the train and communicate with the casings on each
side of the diaphragms through a reversing double beat and double seat valve
appliance.
This valve is so arranged that if both train pipes be exhausted the casings will
be exhausted on both sides of the diaphragm, whereas if air be admitted to either
pipe while the exhaust is continued through the other, the valve will direct the air
to the bottom of the diaphragm and allow the exhaust to be continued from the top.
If air be admitted to both train pipes, as for instance by the parting of the train,
the valve shuts off all communication with the top of the diaphragms and directs
the air to the bottom and the brakes are applied.
To allow the air admitted to one of the pipes by the driver when applying the
brakes to take full effect a valve on a rod connected to a diaphragm may be used
on the engine to stop the communication between that pipe and the ejector when
air is admitted. This valve opens when the exhaust is started to set the brakes or
to release them, and will remain open so long as the vacuum is being maintained
in both pipes but closes when air is admitted to the automatic pipe (as the pipe
to which driver admits air when applying the brakes may be called).
In case air be admitted to either or both pipes from some part of the train
behind the tender a double beat valve is used connecting the pipes on the tender;
it is so arranged that the air will be directed to the pipe or chamber with the said
diaphragm valve in it, and which communicates with the bottom of the diaphragms
on the engine and tender, and the valve at the same time stops the admission of
air to the other pipe on the engine and tender so that the exhaust may be con-
tinued from the top of these diaphragms.
Or instead of this diaphragm valve a single valve may be used in connection
with an admission valve whereby the driver in admitting air to apply the brakes
also shuts off the communication with the ejector.
One method of attaining the objects set forth under the second head is as
follows: The arrangement is the same as described under the first head with the
following additions:-The reversing valve is made double beat and double seated,
and between it and the casings in the pipes communicating with the top and
bottom of the diaphragms are respectively two valves. One is made to close the
pipe in which it is placed when air is admitted to that pipe which the reversing
valve will not now do, when the train parts, and the other or second valve is so
arranged that it can be set to open a through communication between the reversing
valve and the bottom of the diaphragm or to close the pipe from the reversing valve
and admit air direct to the bottom of the diaphragm.
When working automatically this valve is in its first mentioned position, and the
first named valve is free.
When desired to work on the ordinary vacuum system the second valve is fixed
in its second position, and this at same time fixes the first valve open.
Or an automatic valve may be used (instead of the first valve) which will not
require to be set, and then the second valve only will have to be set for the different
systems.
One arrangement for attaining the object set forth under the third head is as
follows: The casing enclosing the diaphragm, or piston, or its equivalent is not
air-tight on both sides of the diaphragm, but in the bottom of the casing (or more
strictly, that end through which the brake rod passes) an opening is left, which is
closed by the diaphragm when the brakes are off. One pipe only is required
throughout the train, and it forks or branches at each sack; one branch is led to
the top and the other to the bottom of the casing.
In the pipe leading to the bottom of the casing is a valve so arranged that it

page_text: will close when a vacuum is formed in the pipe and open to let air out, this valve
is so placed that when the brakes are off, and the diaphragm at its lowest position,
the weight of the brake gear on the diaphragm keeps this valve open.
In the branch to the top of the sack an automatic clack valve is placed; the
action then is as follows:-The brakes are off, and the diaphragm has closed the
opening in the casing, and opened the valve in the pipe leading to the bottom of the
casing.
To set the brakes the driver starts the exhaust, and as both valves (the auto-
matic one and the one at bottom of casing) are open, the casing is exhausted on
both sides of the diaphragm and brakes remain off.
To apply the brakes, admit air to the pipe, the automatic valve then closes so that
the air can only gain admission to the bottom of the casing through the valve there.
This starts the brakes, and as soon as started air can get access to bottom of
diaphragm through the opening in the bottom of the casing, and the valve there is
free to close. The air valve on the engine is then closed, and the exhaust com-
mences once more, thus maintaining the vacuum in top of casing through the
automatic valve which opens, and no air can get into the pipe for valve at bottom
of casing closes.
To take off the brakes air is once more admitted to the pipes, and the automatic
valve now remains open, so that the air enters the top of the casing, and restores
the equilibrium of the diaphragm, and the brakes are released. A valve is used on
the engine for operating the brakes, it is so constructed that on lifting the handle
air is admitted to the pipe, and the exhaust shut off, and on dropping the handle
air is shut off, and the exhaust recommences, so that for the full application of the
brakes the driver has only to lift the handle till. pipe fills with air, and then let it.
go again.
To apply brakes gradually the driver can use in conjunction with this valve the
starting handle of the exhaust.
If air be admitted to the pipe in any part of the train, either by the guards or
passengers, or by breaking away of the train, the brakes will be applied..
An arrangement to enable the train to be worked on either the automatic
principle or the ordinary vacuum principle is as follows:-Two pipes are led
throughout the train one opening to top of diaphragm or its equivalent and the
other to the bottom. The diaphragm is enclosed in an air tight casing. A three way
cock is placed on end of each carriage, and both pipes are led to this cock, and the
coupling hose attached to it. This three way cock is such that when the bottom pipe
is open to the air the other is open to the train, allowing through communication,
and when the cock is turned to its second position the first mentioned or top
pipe is opened to the train and the second closed altogether.
A valve is placed in the branch pipes from the two pipes to the casings,
such that it will open towards the bottom pipe and close towards the top
pipe.,
Working automatically the three way cock is so turned as to close-up the top
pipe at the end of each carriage and allow communication through the other
pipe.
On exhausting, the branch pipe valve allows the casing to be exhausted on both
sides of the diaphragın, but, when air is admitted it can only gain access to the
bottom of the diaphragm, and the brakes are consequently applied.
To take off the brakes exhaust is started again.
To work on the ordinary vacuum system the three way cock is turned so as to open
a through communication with all the top pipes, and at same time open the bottom
pipe to the atmosphere, so that the conditions are exactly those on a train fitted
with the ordinary vacuum brakes at present in use.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Audley Frederick Aspinall in the Great Seal Patent Office on
the 7th May 1879.
JOHN AUDLEY FREDERICK ASPINALL, of Inchicore, Dublin, in the County of
Dublin, Engineer. IMPROVEMENTS IN VACUUM BRAKES."
"
This Invention relates to improvements in apparatus for operating the brakes of
railway trains. To accomplish this, atmospheric pressure opposed to a vacuum is
employed, the vacuum being formed by an ejector pump or other suitable means,
. as is well known.
The improvements in the apparatus for operating the brakes consist in certain
improved devices, whereby a vacuum is maintained on both sides of a diaphragm,
piston, or its equivalent, by the action of an exhaust, these devices causing the
brakes to be applied when a vacuum is destroyed on one side of the diaphragm, and
to be released when the vacuum is restored on both sides of same.
One part of these improvements relates to the peculiar formation or construction
of the casing or vacuum cylinder containing the diaphragm. I make this casing
air-tight, and I make the rod from the diaphragm to the brake gear work air-tight
through one end of the casing, all in the manner now to be described and shewn.
The casing may be of the form shewn in the Patent Specification, No. 4704, of
1876, that is to say, having the capacity of the upper and lower portions sub-
stantially equal.
r
A "cylinder" of this form, but with a closed bottom, and with the piston rod
arranged to work airtight in one of the modes hereinafter described, is shewn
at Figure 1 of the accompanying Drawings. This I call my improved brake
cylinder.
In actual working however I find it advantageous to make my improved brake
cylinder with one side of larger capacity than the other, such as is shewn in
Figures 2, 3, 4, 8, 9, 11, and 12, inasmuch as by such a modification of my improved
brake cylinder when a vacuum is produced in the cylinder on both sides of the
piston, and the vacuum on the smaller side is afterwards.destroyed for the purpose
of operating the brakes; the larger side of the cylinder practically acts instead of a
reservoir, and increases the efficiency of the apparatus.
Figure 1 of the accompanying Drawings is a transverse section of the apparatus
'as fitted to each vehicle of a train fitted with double pipe system; h is the
diaphragm, which is enclosed in the airtight casing k, and the rod from the
diaphragm h works airtight through the bottom of the casing.
The upper and lower parts of the "cylinder" k are united by flange joint, to which
the leather of the diaphragm is also united, as shewn in the usual manner j
Figure 2 shews a modification of my improved brake cylinder, in which the upper
part of the cylinder is so much larger than the lower part, that when a vacuum is
produced in it it practically acts as a vacuum reservoir upon the application of the
brakes, and so obviates the necessity of employing separate reservoir chambers, as
hitherto has been the practice. Although such separate vacuum reservoirs may be
employed with this form of my improved cylinder, where a still greater power and
rapidity of action is desired, the stroke or lift of the diaphragm is limited, and
thereby the durability of the leather ensured by the flange or ledge k'. The same
object is attained in my improved "Hardy" cylinder, shewn in Figure 1, by making
the height of the upper part of the same corresponding to the desired stroke or lift
of the diaphragm. The height or capacity of the upper part of the cylinder, shewn
in Figure 2, should where possible be, say, three times that of the lower part,
because for ordinary practical working purposes a vacuum of twenty inches only
is as much as can be obtained and maintained.

page_text: The rod for working the brake gear is attached to the diaphragm h as usual,
but works airtight through the bottom of cylinder or casing k by an arrangement
constituting an improved flexible or collapsible joint. The joint which acts in place
of an airtight collar or stuffing box is formed by attaching to the outside of the
casing a conical tube, collar, or sleeve m made of india rubber or leather, or other
air tight and durable collapsible or flexible material; this tube m is at one end
fixed to the rod and at the other to the bottom of the cylinder k; it entails very
little resistance. or friction and is durable and convenient.
Figure 3 shews vacuum cylinder k, in which the upper part is also made of the
modified form shewn in Figure 2. The rod in this case is connected with a
bellows like tube m' fitted with wire rings inside, and the tube acts in place of an
airtight collar as a collapsible joint in a manner similar to that shewn on Figures
1 and 2. The outside position of this collapsible tube is very important, because if
the tube m' were arranged to work inside the cylinder or casing (or in a recessed
part of the head or diaphragm h) the grit accumulating in the folds of the tube m
or m¹ would act injuriously on it.
Figure 4 shews another modified form of my vaccum cylinder or sack k, in which
the uppermost part of same is made with parallel sides, and again illustrates the
importance of making the collapsible tube m, shewn in Figures 1 and 2, work out-
side the casing. If it were made the reverse way, that is, with the smallest end
fixed to the bottom of the casing, the dust and grit would accumulate in the folds
or creases of the sleeve, and in a short time wear it out and destroy its practical
efficiency.
Referring again to Figure 1, a and b are two pipes led throughout the train, and
accumulating with the casings or cylinders / on each side of the diaphragm h through
a reversing double beat and double seat valve appliance consisting of the two seats e¹
and e2 with the valve e, which can seat itself on either of them, and the two valve
seats f¹ and g with the india rubber valves fand g respectively therefor. The
pipe c communicates with the bottom of the diaphragm piston h, and the pipe d
with the top of same.
The consequence of this valve arrangement is that if both train pipes a and b be
exhausted the "cylinders" or casings k will be exhausted on both sides of the
diaphragm h, because the valves g and f will open and the valve e be in a position
between the two seats e¹ and e2, whereas if air be admitted to either pipe a or b
while the exhaust is continued through the other b or a, the air will be directed to
the bottom of the diaphragm h and allow the exhaust to be continued from the
top. Thus if for instance air be admitted to the pipe a the valve g will close on its
seat g', and the valve e will be driven over against its seat e' (as shown in the
Drawing), allowing the air from the pipe a to rush into the pipe c and to the
bottom of the diaphragm h. The exhaust at the same time continues through the
train pipe b and the pipe d, the valve f remaining open and a vacuum being main-
tained above the diaphragm h, whereby the valve e is also retained firmly on
its sent c¹.
If air be admitted to both train pipes a and b, as for instance by the parting of
the train, the valves f and g closing on their respective seats shut off all communi-
cation with the pipe d and the top of the diaphragm h, and the air flowing past the
valve seat e' or e, or both, will be directed to the pipe c and bottom of diaphragm h,
raising same against the vacuum above, and thereby apply the brake.
To allow the air admitted to one of the pipes a or b by the driver when applying
the brakes to take full effect, a valve on a rod connected to a diaphragm may be
used on the engine to stop the communication between that pipe and the ejector
when air is admitted.
This arrangement is illustrated in Figure 5. i is the diaphragm, and j the valve.
connected thereto. This valve opens, that is, comes into the position shewn, when
the exhaust or large ejector is started to set the brakes or to release them, and will
remain open so long as the vacuum is being maintained in both pipes a and b, but

page_text: closes when air from any cause is admitted to the automatic pipe a and c orb and c,
Figure 1, as the case may be, viz., the pipe to which the driver admits air when
applying the brakes.
The mode in which this valve, Figure 5, works is as follows:-d is a pipe leading
to the ejector or pump and to the upper portion of the cylinder k; c is a pipe
leading to the lower portion of cylinder k; wis a pipe in communication with c
but closed to the atmosphere by the movable valve g, which can seat itself either on
the mouth of the pipe x or the pipe w, turning on a hinge q'. The pipe x admits
atmospheric air to the top of the diaphragm i, through which a very small hole n
leads to a chamber o, from which a small pipe p is led to the ejector above the valve
usually placed in its base, so that when the large ejector is not exhausting the air
is free to flow into the pipe p and the chamber o. The diaphragm i is by a stem
connected to the valve j, which can close on its seat j¹ and stop communication
between the pipes d and c.
So long as the exhaust is maintained in the pipes & and c the valve j will remain
open, as shewn in Figure 5, but when the driver applies his brake, admitting air to
the pipes wand c, and thence to the bottom of cylinders k, he turns the flap valve q
over on to the pipe x, and the valve j will then close on its seat ¹, because there is
a vacuum in the pipe d. All communication between the pipes d and c is thus shut
off, and the exhaust can be continued from the top of the cylinders k.
The large ejector having been brought into use in order to produce a greater
vacuum above the sack diaphragms. h (Figure 1), in order to intensify the action of
the brakes a vacuum is also created above and below the small diaphragm i,
Figure 5, through the pipe p and the small hole n. The diaphragm i therefore
remains in equilibrium, and does not move the valve j.
To release the brakes the driver moves the valve o from its seat on x to its seat
9
on w, thereby allowing the atmosphere to enter, and preventing it from entering w.
The large ejector can be started at the same time, creating a vacuum in the
chamber o. The air now acts upon the top of the diaphragm i (which is larger than
the valve ), and opens it instantly, and the air once inore flows from the pipe c to
the pipe and out through the ejector.
The valve is also of great use in allowing the driver to graduate or regulate the
power or suddenness with which the brakes are to be applied according to require-
ments.
In case air be admitted to either or both train pipes from some part of the train
behind the tender a double beat valve is used connecting the pipes & and c on the
tender.
This valve device is illustrated by Figure 6. It is placed in some convenient part
of the tender, and is so arranged that the air will be directed to the pipe or
chamber c communicating with the bottom of the sacks on the tender, and con-
nected to the diaphragm valve just above described with reference to Figure 5, and
which communicates with bottom of sacks on the engine and tender. This valve,
Figure 6, at the same time stops the admission of air to the other train pipe on the
engine and tender, so that the exhaust may be continued from the top of these
diaphragms h.
This double valve, Figure 6, is constructed so that if air is admitted to the train
pipe a the valve p, which is connected by a stem 2 with the valve 8, is forced on
to its seat r, shutting off communication with the atmosphere and with top of
engine and tender sacks, and at the same time forcing the valve s from its seat s',
and allowing the air to flow past s through the pipe c to the bottom of engine and
tender vacuum cylinders. If however the air is admitted to the pipe b and not to
the pipe a, the valve s closes on its seat 8' and effects the same result. It is fitted
with a screw 82, which is used when the engine is working a train fitted with the
ordinary vacuum brake. This screw serves to force the valve r on to its seat >¹, so
as to make the communication between the ejector and the top of the engine sacks /
independently of the pipes between the train sacks.

page_text: Or instead of the diaphragm valve described with reference to Figure 5 a single
valve j, as illustrated by Figure 7, may be used in connection with an air admission
valve g, whereby the driver in admitting air to apply the brakes' also shuts off the
cominunication with the ejector, as indicated on the Drawing, but where automatic
action in all cases is required a valve, as shewn at Figure 6, is required.
When the engine is coupled up with the train the brakes are released by
recreating a vacuum in the lower portion of the brake cylinders k. This is done by
dropping the valve q, Figure 7 (when this valve is used instead of that shown at
Figure 5), into its normal position here shewn, when the injector will again exhaust
from train pipe b and lower portion of cylinders k.
The brake apparatus constructed as hereinbefore described with reference to a
double line of train pipes may, according to the second part of my Invention, be so
adapted as to work at will as follows, videlicet, air is allowed access to both sides of
the diaphragm h or its equivalent, and the brakes are applied by creating a vacuum
on one side of this diaphragm or its equivalent, and brakes released by readmitting
air and destroying the vacuum, or in other words, the systems of vacuum brake at
present in use, such as "Smith's" and "Hardy's," can be worked by the same arrange-
ments. Carriages fitted with my apparatus can be interchanged with those fitted
with other systems of vacuum brakes which are likewise operated by double or
single lines of pipe and which are fitted with similar couplings.
The arrangement is the same as hereinbefore first described, with the following
additions:-The reversing valve g, e, f, described with reference to Figure 1, is used,
and between it and the casings in the pipes d and c, communicating with the top
and bottom of the diaphragm k, are respectively two valves; one is made to close
the pipe in which it is placed when air is admitted to that pipe, which the reversing
valve g, e, f, will not now do when the train parts, and the other or second valve is
so arranged that it can be set to open a through cominunication between the
reversing valve and the bottom of the diaphragm h, or to close the pipe from the
reversing valve and admit air direct to the bottom of the diaphragm. When
working automatically this valve is in its first mentioned position and the first
named valve is free. When it is desired to work on the ordinary vacuum system,
the second valve is fixed in its second position, and' this at the same time fixes the
first valve open.
One arrangement for enabling the trains to be operated on either the automatic
principle or the ordinary vacuum principle is illustrated by Figure 8, which is an
arrangement similar to the one shewn in Figure 1 but with the addition of a three
way cock and other parts. In this. Figure I have shewn another form of my.
modified brake cylinder; this form is suitable where saving of space in height is of.
importance.
When working automatically, the plug u of the cock is so set, as shewn, as to
cause communication between the pipe c and the lower portion of brake cylinder k,
the consequence being that the opening through the cock to the atmosphere is
closed.
When working with the ordinary vacuum system (the "Smith" or "Hardy" system).
the plug u of the cock is so set as to open communication between the atmosphere
and the lower portion of the brake cylinder k, and also between the pipe c and the
pipe d leading to the top of the brake cylinder k, as shown in dotted lines, whereby
I establish a continuous communication between the lower portion of the cylinders k
and the atmosphere under all circumstances, and a communication between the top
part of the cylinders k and the train pipe independently of the directing valves g, f, c.
When working with the ordinary vacuum system, the screw 82, Figure 6, in the
valve behind tender is screwed up against the valve r, forcing it against its seat >1.
The driver's valve q, Figure 7, is also used with this system.
My improvements applying to the single pipe system are as follows:-Figure 9
shews my improved "Hardy" cylinder applied to a single train pipe A, which by a
branch pipe B is connected with the bottom of the cylinder k, and by, a pipe D

page_text: with the pipe C leading to the top of the cylinder k. t is a valve between the two
latter pipes; this valve is free to open when there is air in the upper and lower
part of the cylinder k, or vacuum in the upper and lower part of the cylinder k.
When air is admitted to the train pipe A the diaphragms h will be forced up and
the brakes applied, the valves t at the same time closing and retaining the vacuum
in the upper portion of the casings k. To take off the brakes, a vacuum must be
recreated in the train pipe A, or air must be admitted to the upper part of the
cylinders k, if the engine is uncoupled from the train; this latter is effected by
opening the valve t by means of the rod v, which, at the place where it passes out
through a hole in the pipe C is provided with a flexible sleeve or tube joint similar
to that of the rod at the bottom of the cylinder k. By means of a lever y on a
weigh shaft and a lever handle z¹ on each end of the weigh shaft the valve t
may be opened from either side of the carriage; the handles 2¹ are so heavy as to
keep the rod v normally in the raised position here shewn.
Figure 10 shews another arrangement of valve made in the form of a hinged
flap which is capable of being opened as required in a similar manner.
When desirable to put the piston rod connected to the brake gear in compres-
sion instead of in tension, as in the previous examples, I use an arrangement, as
shewn in Figure 11, where the collapsible sleeve m is attached to the larger; in this
case, the lower portion of the cylinder and this sleeve is kept distended laterally
by means of a helical spring either inside the sleeve m, as shown in Figure 11, or
inside the cylinder k, as shown in Figure 11a, the strength of which spring is made
to balance the weight of piston diaphragm h. One advantage of this arrange-
ment is that the pressure of the atmosphere acts upon the outside of the sleeve m,
thus tending to keep the piston up and the brake off.
Figure 12 shews another arrangement in which I more effectually ensure that
the brake has the tendency to keep off or out of action. In this arrangement I
insert in the upper, in this case the larger portion of the brake cylinder, a collap-
sible tube h', which is attached both to the piston h and to the top part of the
cylinder k, and which by one or more very small holes through the top of cylinder k
communicates with the external air, which thus exerts a pressure upon the exposed
or upper area of the piston h, while its entire lower area is exposed to a vacuum;
by this difference of acting area the piston is held in its low or normal position.
And having thus described and ascertained the nature of this my Invention, and
how the same is or may be carried into effect, I declare that I am aware that it has
heretofore been proposed to construct a brake cylinder with closed top and bottom
and the piston rod passing airtight out from the same, I therefore do not claim such
an arrangement broadly or generally, but I claim,-
Firstly. The combination of parts constituting my improved brake cylinder,
wherein an airtight casing, such as k, is used, and in which works a piston or
diaphragm, such as h, having attached to it a rod working in a collapsible tube,
such as m or m², outside the casing, substantially as described, and illustrated in
the various modifications shewn in the accompanying Drawings in Figures 1, 2, 3,
4, 8, 9, 11, and 12.
Secondly. My improved brake cylinder in combination with the directing or
reversing valve device, substantially as described with reference to Figure 1.
Thirdly. My improved brake cylinder in combination with a directing or
reversing device and with the driver's valve, substantially as described with
reference to Figure 5.
Fourthly. My improved brake cylinder in combination with the double beat
valve connecting the two train pipes on the tender, substantially as described with
reference to Figures 6 and 7.
Fifthly. My improved brake cylinder in combination with valve device between
the two train pipes, and with reversing three way cock, substantially as described
with reference to Figure 8.
Sixthly. My improved brake cylinder in combination with a valve between the

page_text: single train pipe and upper part of cylinder, substantially as described with
reference to Figures 9 and 10.
In witness whereof, I, the said John Audley Frederick Aspinall, have here-
unto set my hand and seal, this the Third day of May, in the year of our
Lord One thousand eight hundred and seventy nine.
JOHN A. F. ASPINALL. (L.S.)