IMPROVEMENTS IN OR APPLICABLE TO VACUUM BRAKE APPARATUS
Year: 1881

page_text: LETTERS PATENT to James Gresham, of the Firm of Gresham and Craven,
of Craven Iron Works, Salford, in the County of Lancaster, Engineers and
Machinists, for an Invention of "IMPROVEMENTS IN OR APPLICABLE TO
VACUUM BRAKE APPARATUS."
PROVISIONAL SPECIFICATION left by the said James Gresham at the Office
of the Commissioners of Patents on the 23rd November 1881.
JAMES GRESHAM, of the Firm of Gresham and Craven, of Craven Iron Works,
Salford, in the County of Lancaster, Engineers and Machinists. “ImprovemenTS
IN OR APPLICABLE TO VACUUM BRAKE APPARATUS."
Firstly. My Invention relates to improvements upon the ejectors and other
apparatus described in the Specification of Letters Patent granted to myself,
numbered 4801, and dated the 26th November 1878, and its object is to combine
all the apparatus for operating the brakes in one connected apparatus, so as to be
able to place it in the "cab" of the engine, or within reach of the driver or
fireman, and thus dispense with rods, levers, and pipes hitherto used when the
separate apparatus has been placed at different parts of the engine; also to
simplify the apparatus and so construct it that its internal parts can be readily
removed, and examined, and replaced without disturbing the pipo connections.
"
One modification of the apparatus under this head of my Invention is intended
for working simple vacuum brakes when such brakes have a tell-tale," which
requires a small ejector to form a partial vacuum, as described in the Specification
of my aforesaid Patent, No. 4801, 1878, and in a Provisional Specification in
application for Letters Patent by me, No. 4642, and dated 24th day of October
1881, and this modification, according to my present Invention, consists in an
improved combination, arrangement, and construction, namely, of an external
casing, into which is screwed by a screw at one end a nozzle which forms the
steam cone of the large ejector, and within it there is another nozzle carried on a
cross bar forming the discharging cone of the small ejector, and in the first large
minn 8,71

page_text: nozzle there is a small nozzle screwed, within which a plug is screwed, upon the
end of which a seating formed for a ball valve for the small ejector.
Within the interior of the outer casing first named there are ports and an
annular passage to convey the steam to the exterior of the large ejector nozzle, and
there is also a port and passage in the interior of the outer casing that comes
opposite a passage formed in a cross bar of the large central nozzle to convey
steam to the small central ejector nozzle.
There are also side passages in the steam nozzle for the large ejector, which
communicate with a port and passage in the interior of the outer casing that leads
to the train pipe, and there is a valve arranged in this passage to open towards the
large ejector.
There is also a passage and port in the interior of the outer casing which
communicates with the train pipe, and this passage forms a junction with a cavity
in the large steam nozzle port, which cavity communicates by side passages with
the interior of the steam cone plug for the small ejector.
Thus the steam cone part for the large ejector contains in itself all the internal
parts of the large ejector, and also all the parts of the small ejector, so that when
it is screwed out of the end of the outer casing all internal parts are removed, and
then by screwing the two plugs out of it (which are one within the other) in like
manner the parts of the small ejector can be examined, and this can be done
without breaking the connections of the steam and train pipes with the outer
casing.
The steam is admitted to the small and large ejector by the same handle or lover
by a slide valve or cock, which when in one position shuts off the steam from both
ejectors, but when in about mid position it will open to allow the steam to pass to
the small ejector to work the "tell-tale;" and when the brakes are to be applied
the handle or lever is moved to one extreme, when both ejectors will act.
Combined with the outer casing there is a valve actuated by a lever to admit the
atmosphere into the train pipe when the brakes are to be taken off.
The improved compound ejector above described is partly upon the principle of
that illustrated by Figs. 8 and 9, and described in the Specification of my aforesaid
Patent, No. 4801, 1878, but my present improvements in construction may be
combined with the other combinations of small and large ejectors, which are also
illustrated and described in the Specification of the same Letters Patent, but having
also combined therewith valves for admitting the atmosphere to take off the brakes
according to my present Invention.
For automatic vacuum brakes I also use my improved ejectors, as hereinbefore
described, but differently proportioned, as the small continuously acting ejector in
this case works to maintain a sufficient constant partial vacuum in the train pipe to
keep off the brakes and exhaust the vacuum chambers ready to put on the brakes,
and the brakes are put on when the atmosphere is admitted by a valve or from any
other cause into the train pipe, so that the valvo combined with the ejectors for
this purpose, which may be arranged in any convenient manner, is used to admit
air to the train pipes to put on the brakes and not to release them, as when used
for simple vacuum brakes.
By my present Invention the combined apparatus above described, both for
simple and automatic vacuum brakes, is placed in the "cab" of the engine, within
the reach of the driver or fireman, and the mixed steam and air from the ejectors
is taken by a pipe through the interior of the boiler or along the outside of it, and
thus a longer pipe than in the usual arrangement is employed, which tends to
diminish the noise when the ejectors are in use.
This part of my Invention also relates to a separate small ejector to be used
with the "tell-tale" apparatus bereinbefore referred to, which ejector apparatus
is intended more particularly to be applied in cases where the ordinary large
ejectors for applying the brakes are already in use, and my Invention consists in a
combination and arrangement, namely, in a casing which has a branch for steam
and another with a ball valve arranged in it to communicate with the train pipe,

page_text: this said casing being also formed with the discharging cones of an ejector, and
prepared to receive a cone plug or cock, which has passages for steam, the end of
the cone plug for the cock also forming the steam nozzle of the ejector. By turning
the cone plug the steam is turned on or off, and thus the small ejector is stopped
5 and started.
Secondly. My Invention relates to and consists in a modification of the valve
apparatus, illustrated by Figs. 4 and 5, and described in the Specification of Letters
Patent granted to me, dated the 9th November 1880, and numbered 4583, and
also consists in its combination with the sacks or cylinders for actuating the
) brakes.
器
"
23
The said valve has hitherto been used with what is known as the "Hardy
ог Aspinall" automatic brake, sack, or cylinder, in which arrangement two
independent pipes having separate junctions with the train pipe are used to connect
it with the two compartments of the cylinder formed above and below the sack or
diaphragm.
My improvements as applied to what is known as the " Hardy" or the
Aspinall" sack or cylinder, and to similar brako sacks or cylinders, consists in
dispensing with one of the two independent pipes and in forming two passages in
the cylinder, one to communicate with the cylinder at the upper, the other with
the cylinder at the lower side of the diaphragm or sack, and in forming two
corresponding passages in the casing of the said valve apparatus, one from behind
the valve (which can close the passage) to form a junction with the passage to the
vacuum chamber, the other passage from the front of the valve (which cannot be
closed theroby) to form a junction with the passage to the other or underside of the
diaphragm piston or sack.
This improved arrangement of valve apparatus is connected with the train pipe
by a single pipe.
This part of my Invention also relates to what is known as the "Clayton brake,"
and will obviate some disadvantages complained of in that arrangement of brake
apparatus, one of which is that the brakes do not "hold on "long enough at
certain times owing to the passage of the atmosphere through the small orifice in
the piston (which is loft constantly open) into the vacuum chamber, so that tho
brakes after being applied a short time are allowed to "leak off."
My improvements will remedy this defect, and will also have an advantage in
compelling the driver to properly exhaust the vacuum chambers ready to apply
the brakes before ho starts the train, which he is not compelled to do in the
ordinary "Clayton brake," consequently the brakes may become inoperative when
required from neglect on the part of the driver to maintain the vacuum necessary
for the proper working of the brakes.
In applying my improvements to the "Clayton" and similar brakes, my Invention
consists in arranging the valve apparatus before referred to in the same manner as
for the "Hardy "sack or cylinder, but the two passages are in this caso arranged,
one to communicate with the chamber or cylinder above, and the other with the
cylinder below the piston, and the small orifice or orifices in the piston of the
Clayton cylinder are closed or dispensed with.
With my improved arrangement the cylinder or chamber on both sides of the
piston is rapidly exhausted, and when air is admitted to put on the brakes they
cannot be taken off until a vacuum is again formed equal to that by which the
brakes were applied; but when required, by arrangements provided (as described
in my aforesaid Specifications), the brakes may be taken off when in train by the
driver, or when the vehicles to which the brakes are applied are detached from the
train.
Thirdly. My Invention relates to an improved arrangement and combination of
ball valves to be used in conjunction with vacuum brake apparatus where thero
are two separate train pipes in each train, one for working the brakes auto-
matically, and the other by simple vacuum; and my Invention consists of a casing
having junctions for four pipes, that is, for the two train pipes on opposite sides of

page_text: the casing, and in the same lino with seatings for a ball valve between the two,
and which will close either passage according to the direction of the current or
pressure produced. This ball valve rests on a pin or other support when away
from the seatings, which support is in a passage in the casing leading from the
two seatings, which passage has a pipe connecting it with the lower side of the
brake cylinder.
In the casing there is a passage from that passage on each side of the ball valve
which leads in each case to a chamber in the casing closed by a screw plug which
has a seating for a ball valve; and with the passage from the seatings of these two
ball valves there is another passage in the casing that forms a junction with a pipe
leading to the upper side of the suck, piston, or cylinder of the brake.
The casing is so placed that the axes of the seatings of all the three ball valves
are horizontal, and the balls have to move horizontally when closing against their
seatings.
Fourthly. My improvements relate to the cock or valve for putting automatic
brakes "on" and "off," or in and out of action, illustrated by Figs. 19, 20, and 21
of the Specification of my said Patent, No. 4801, 1878, and by Figs. 10 and 13 of
the Specification of my said Patent, No. 4583, 1880.
In some cases there is not sufficient space on the engine or tender for the vacuum
chambers of automatic brakes, and by my present improvements I propose to use
simple vacuum brakes on the engine and tender, and automatic brakes for the
train.
And this part of my Invention consists in forming the ports and passages of the
cock so that by the same movement of the handle the simple vacuum brakes of the
engine, or engine and tender, and the automatic brakes of the train are put "on
or "off" simultaneously.
"
This part of my Invention further consists in combining with the cock or valve
a cylinder and piston, or cylinder and sack or diaphragm, similar to those used for
putting on the brakes, but smaller, or a diaphragm and weight or spring, this
cylinder, sack, or diaphragm being acted upon by connection by a pipe with the
train pipe of the automatic brakes, so that as long as the vacuum exists in the train
pipe the cock or valve will not be affected, but when this vacuum is destroyed
and the brakes go on automatically, the piston, sack, or diaphragm will act or
allow the weight or spring to act upon the lover of the cock or valve to
simultaneously actuate the simple vacuum brakes of the engine, or engine and
tender.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said James Gresham in the Great Seal Patent Office on the 22nd May
1882.
JAMES GRESHAM, of, the Firm of Gresham and Craven, of Craven Iron Works,
Salford, in the County of Lancaster, Engineers and Machinists. "IMPROVEMENTS
IN OR APPLICABLE TO VACUUM BRAKE APPARATUS."
Firstly. My Invention relates to improvements upon the ejectors and other
apparatus described in the Specification of Letters Patent granted to myself,
numbered 4801, and dated the 26th November 1878, and its object is to combine
all the apparatus for operating the brakes in one connected apparatus, so as to be
able to place it in the cab of the engine, or within reach of the driver or
fireman, and thus dispense with rods, levers, and pipes hitherto used when the
separate apparatus has been placed at different parts of the engine, also to
simplify the apparatus and so construct it that its internal parts can be readily
removed, and examined, and replaced without disturbing the pipe connections.
One modification of the apparatus under this head of my Invention is intended
for working simple vacuum brakes when such brakes have a "tell-talo" which
requires a small ejector to form a partial vacuum, as described in the Specification
of my aforesaid Patent, No. 4801-1878, and in the Specification of Letters Patent
granted to me, No. 4642, and dated 24th day of October 1881, and this modifi-
cation according to my present Invention consists in an improved combination,
arrangement, and construction, namely, of an external casing into which is screwed
by a screw at one end a nozzle, which forms the steain cone of the large ejector,
and within it there is another nozzle carried on a cross bar forming the discharging
cone of the small ejector, and in the first large nozzle there is a small nozzle
screwed, within which a plug is screwed, upon the end of which a scating is formed
for a ball valve for the small ejector.
Within the interior of the outer casing first named there are ports and an annular
passage to convey the steam to the exterior of the large ejector nozzle, and there is
also a port and passage in the interior of the outer casing that comes opposite a
passage formed in a cross bar of the large central nozzle to convey steam to the
small central ejector nozzle.
There are also side passages in the steam nozzle for the large ejector which
communicate with a port and passage in the interior of the outer casing that leads
to the train pipe, and there is a valve arranged in this passage to open towards the
large ejector.
There is also a passage and port in the interior of the outer casing which com-
municates with the train pipe, and this passage forms a junction with a cavity in
the large steam nozzle port, which cavity communicates by side passages with the
interior of the steam cone plug for the small ejector.
Thus the steam cone part for the large ejector contains in itself all the internal
parts of the large ejector, and also all the parts of the small ejector, so that when
it is screwed out of the end of the outer casing all internal parts are removed; and
then by screwing the two plugs out of it (which are one within the other in like
manner) the parts of the small ejector can be examined, and this can be done
without breaking the connections of the steam and train pipes with the outer
casing.
The steam is admitted to the small and large ejector by the same handle or
lever by a slide valve or cock, which when in one position shuts off the steam from
both ejectors, but when in about mid-position it will open to allow the steam to

page_text: pass to the small ejector to work the "tell-tale," and when the brakes are to be
applied the handle or lever is moved to one extremo when both ejectors will act.
Combined with the outer casing there is a valve actuated by a lever to admit the
atmosphere into the train pipe when the brakes are to be taken off.
The improved compound ejectors above described is partly upon the principle
of that illustrated by Figs. 8 and 9, and described in the Specification of
my aforesaid Patent, No. 4801-1878; but my present improvements in con-
struction may be combined with the other combinations of small and largo ejectors,
which are also illustrated and described in the Specification of the same Letters
Patent, but having also combined therewith valves for admitting the atmosphere
to take off the brakes according to my present Invention.
For automatic vacuum brakes I also use my improved ejectors, as herein-before
described, but differently proportioned, as the small continuously acting ejector in
this case works to maintain a sufficient constant partial vacuum in the train pipe
to keep off the brakes and exhaust the vacuum chambers ready to put on the
brakes, and the brakes are put on when the atmosphere is admitted by a valve,
or from any other cause, into the train pipe, so that the valve, combined with the
ejectors for this purpose, which may bo arranged in any convenient manner, is
used to admit air to the train pipes to put on the brakes and not to release them,
as when used for simple vacuum brakes.
By my present Invention the combined apparatus above described, both for
simple and automatic vacuum brakes, is placed in the cab of tho engine, within the
reach of the driver or fireman, and the mixed steam and air from the ejectors is
taken by a pipe through tho interior of the boiler or along the outside of it, and
thus a longer pipe than in the usual arrangement is employed, which tends to
diminish the noise when the ejectors are in use.
"
This part of my Invention also relates to a separate small ejector to be used with
the "tell-talo apparatus hereinbefore referred to, which ejector apparatus is
intended more more particularly to be applied in cases where the ordinary large
ejectors for applying the brakes are already in use, and my Inverou consists in a
combination and arrangement, namely, in a casing which has a branch for steam,
and another with a ball valve arranged in it to communicate with the train pipe,
this said casing being also formed with the discharging cones of an ejector, and
prepared to receive a cone plug or cock which has passages for steam, the end of
the cone plug for the cock also forming the steam nozzle of the ejector.
By turning the cone plug the steam is turned on or off, and thus the small
ejector is stopped and started.
Secondly. My Invention relates to and consists in a modification of the valve
apparatus illustrated by Figs. 4 and 5, and described in the Specification of Letters
Patent granted to me, dated the 9th November 1880, and numbered 4583, and also
consists in its combination with the sacks or cylinders for actuating the brakes.
The said valve has hitherto been used with what is known as the "Hardy "
or "Aspinall" automatic brake, sack, or cylinder, in which arrangement two
independent pipes having separate junctions with the train pipe are used to
connect it with the two compartments of the cylinder formed above and below the
sack or diaphragm.
My improvements, as applied to what is known as the "Hardy" or the Aspinall
sack or cylinder, and to other similar brake sacks or cylinders, consists in dispensing
with one of the two independent pipes and in forming two passages in the cylinder,
one to communicate with tho cylinder at the upper, the other with the cylinder at
the lower side of the diaphragm or sack, and in forming two corresponding
passages in the casing of the said valve apparatus, one from behind the valve
(which can close the passage) to form a junction with the passage to the vacuum
chamber, the other passage from the front of the valvo (which caunot be closed
thereby) to form a junction with the passage to the other or under side of the
diaphragm, piston, or sack.

page_text: This improved arrangement of valve apparatus is connected with the train pipe
by a single pipe.
This part of my Invention also relates to what is known as the "Clayton
brake," and will obviate some disadvantages complained of in that arrangement of
brake apparatus, one of which is that the brakes do not "hold on" long enough at
certain times owing to the passage of the atmosphero through the small orifice in
the piston (which is left constantly open) into the vacuum chamber, so that the
brakes after being applied a short time are allowed to "leak off."
My improvements will remedy this defect, and will also have an advantage in
compelling the driver to properly exhaust the vacuum chambers ready to apply
the brakes before he starts the train, which he is not compelled to do in the
ordinary "Clayton brake," consequently the brakes may become inoperative when
required fom neglect on the part of the driver to maintain the vacuum necessary
for the proper working of the brakes.
In applying my improvements to the "Clayton and similar brakes," my
Invention consists in arranging the valve apparatus before referred to in the same
manner as for the "Hardy "sack" or cylinder, but the two passages are in this caso
arranged one, to communicate with the chamber or cylinder above and the other
with the cylinder below the piston and the small orifice or orifices in the piston of
the Clayton cylinder are closed or dispensed with.
With my improved arrangement the cylinder or chamber on both sides of the
piston is rapidly exhausted, and when air is admitted to put on the brakes they
cannot be taken off until a vacuum is again formed, equal to that by which the
brakes were applied, but when required by arrangements provided (as described in
my aforesaid Specifications) the brakes may be taken off when in train by the driver,
or when the vehicles to which the brakes are applied are detached from the train.
Thirdly. My Invention relates to an improved arrangement and combination of
ball valves to be used in conjunction with vacuum brako apparatus where there
are two separate train pipes in each train, one for working the brakes automatically
and the other by simple vacuum, and is a substitute for the flap valve arrange-
ment hitherto used for the purpose; and my Invention consists of a casing having
junctions for four pipes, that is, for the two train pipes on opposite sides of tho
casing and in the same line with seatings for a ball valve between the two, and
which will close either passage according to the direction of the current or pressure
produced. This ball valve rests on a pin or other support when away from the
seatings, which support is in a passage in the casing leading from the two seatings,
which passage has a pipe connecting it with the lower side of the brake cylinder.
In the casing there is a passage from that passage on each side of the ball
valve, which leads in each case to a chamber in the casing closed by a screw plug
which has a seating for a ball valve, and connected with the passage from the
seatings of these two ball valves there is another passage in the casing that forms
a junction with a pipe leading to the upper side of the sack, piston, or cylinder of
the brake.
The casing is so placed that the axes of the seatings of all the three ball valves
are horizontal, and the balls have to move horizontally when closing against their
seatings.
Fourthly. My improvements relate to the cock or valve for putting automatic
brakes "on" and "off," or in and out of action, illustrated by Figs. 19, 20, and 21
of the Specification of my said Patent, No. 4801, 1878, and by Figs. 10 and 13 of
the Specification of my said Patent, No. 4583, 1880.
In some cases there is not sufficient space on the engine or tender for the vacuum
chambers of automatic brakes, and by my present improvements I propose to use
simple vacuum brakes on the engine and tender, and automatic brakes for the
train.
And this part of my Invention consists in forming the ports and passages of the
book so that by the same mauament of the hou
L

page_text: the engine, or engine and tender, and the automatic brakes of the train are put
on or "off" simultaneously.
"
"
This part of my Invention further consists in combining with the cock or valve
a cylinder and piston, or cylinder and sack or diaphragin, similar to those used.
for putting on the brakes, but smaller, or a diaphragm and weight or spring, this
cylinder sack or diaphragm being acted upon by connection by a pipe with the
train pipe of the automatic brakes, 50 that as long as the vacuum exists in the
train pipe the cock or valve will not be affected, but when this vacuum is destroyed
and the brakes go on automatically, the piston, sack, or diaphragm will act or
allow the weight or spring to act upon the lever of the cock or valve to
simultaneously actuate the simple vacuum brakes of the engine or engine and
tender.
.
Fig. 1 is a longitudinal section illustrating one modification under the first head
of my Invention for compound ejectors and valve mechanisın, more particularly
adapted and intended for actuating simple vacuum brakes with a "tell-tale
arrangement.
a is the main casing in which the receiving and discharging cones of the main
injector are formed.
The main steam cone b is screwed into the end of the main casing a.
Within the main steam cone 6 carried on a cross stay b' is the receiving and
discharging cone c of the small ejector, and within the main steam cone 6 is
screwed the steam cone c¹ for the small ejector, and screwed within the steam
cone c¹ for the small ejector is a screw plug d for retaining a ball valve d¹, and
upon the end of which plug d the seating for the ball valve for the small ejector
is formed.
The main casing a has a passage a' in it for steam to get to the exterior of the
steam cone b.
It has also a passage and junction a² for connection with the train pipe, and
this junction branches into two passages, one closing by a valve e and leading to
an annular space a³ in the main casing (a) round the main steam cone (b), into
which there are openings from the annular space a³ to the interior of the steam
cone b.
The smaller branch a' forms a junction with a small annular space in the
casing a round the main steam cone, which space communicates with the interior
of the main steam cone b by holes in the sides of the latter, but the two cavities
for air in the interior of the main steam cone aro kept separate by a partition b².
There are lateral holes in the steam cone c' for the small ejector, which
communicate with the central hole in the axis of the central plug & upon which
the seating is formed for the ball valve d¹, which is kept from moving too far
away from its seating by a pin d².
The steam for the small ejector comes from the valve f to an annular cavity a³
in the interior of the main casing a, and the hollow stay or stays b' carrying the
receiving and discharging cone c of the small ejector communicates with the
annular cavity a³.
The valve for supplying steam in this modification is a slide valve f, and works
on a facing formed upon the exterior of the main casing, and the valve box a is
screwed to the main casing a and has a stuffing box for the spindle f', which
actuates the valve f, and the valve box a carries the fulcrum f of the lever or
bandle f for actuating the valve f.
The handle has a regulating screw f' through it, the point of which will in
one position come against the valve box a, which has a junction a' upon it for the
steam pipe.
There is a valve g hinged to the main casing a upon which a valve facing is
formed, and the valve g has a handle g₁ by which it can be opened to admit air to
the train pipe to take off the brakes.
In the position in which the steam valve fis shown, the ports, both to the small
and large ejector, are closed, but by turning the regulating screw f' the valve f

page_text: may be moved to admit steam to the small ejector, which is or may be constantly
working, and when this is once adjusted no further attention is required, as the
lever handle is moved to give steam to the large ejector to put on the brakes
and then shut off, leaving the amount of steam as fixed by the adjusting screw f'
to pass to the small ejector to work the "tell-tale."
In this modification a pipe is supposed to be connected with the end of the main
casing a to convey the steam and air away on the exterior of the boiler to tho
chimney of the locomotive.
Fig. 2 is a longitudinal section; Fig. 3 is also a longitudinal section, but taken
at a right angle to Fig. 2; and Fig. 4 is a cross section on the line A-B, Fig. 2.
These Figures illustrate a compound large and small ejector similar to that illus-
trated by Fig. 1, but proportioned for automatic vacuum brakes, and modified in
the valve arrangements.
The ejector is also supposed to be adapted to the front of the boiler plate w of a
locomotive, so that the pipe conveying the steam and air from it passes through tho
boiler to the chimney.
a, part of receiving cone and main casing; a7, branch for steam; a³, branch for
train pipe; b, main steam cone; c, receiving and discharging cone of central small
ejector; c', steam cone for small ejector; d, central plug for small valve d', but in
this case it is an ordinary cone valve. The passages for air and steam are arranged
between the casing and cones, substantially as heroin-before described in reference
to Fig. 1, but the steam supply to the small ejector is regulated by a cone cock h
and a handle h¹, shown in peculiar dotted line, Fig. 2. The steam enters an
annular cavity in the casing a, and passes through small holes c² in arms to the
steam cone c¹ of the small ejector. c, self closing valve in the junction for the
train pipe.
The valves for air and steam which are to be actuated by hand are arranged as
follows:-
There is a valve box as formed in the main casing a, which is faced for a disc
valve that is oscillated by flats on the end of a spindle f', which fits loosely a slot
in the boss of the disc valve f
This spindle has its bearing in a disc plate i screwed into the valve box as of
the casing for the disc valve, and the spindle f¹ has a cone facing upon it which fits
and works against a seating on the boss of the disc plate i. A spring f round the
boss of the disc valve comes between it and the shoulder of the cone on the spindle f¹,
and its pressure acts to keep the disc valve fand the cone of the spindle f¹ against
their respective facings, and thus keeps both steam tight.
But to still further secure steam tightness in the spindle f¹ there is a packing
gland in the disc plate i round the spindle f', as shown best in Fig. 3.
The disc plate has ports in it, and three of them (2) lead to a cavity aº in the
main casing, which joins with the train pipe junction a¹ (see Fig. 4); and another
port leads to an annular cavity in the interior of the main casing, which com-
municates through small holes with the interior of the steam cone c' of the
small ejector; and another port leads to a passage a¹º, which is or can be
connected with a pipe leading to the upper sides of the engine or tender vacuum
brake cylinders.
"
"
on or
Upon the spindle f¹ a hollow disc valve g is secured, which has three ports g' in
it corresponding to those in the disc plate i, and a long concentric cavity port g³,
and this disc valve has a handle g¹ formed upon it by which it can be placed in
two extreme positions, where it comes against suitable stops formed upon the disc
plate i, and in one or the other of which extreme positions the brakes are
off," but there is a position for the handle g' between these two positions, which I
term the "running position," when the brakes are off, and where the small ejector
only is working to maintain the vacuum ready for putting on the brakes; and to
enable the driver to place the handle g' in this position with certainty there is a
point attached to a spring g³ secured to the handle g', and this spring point
enters a hole in the face of the disc plate i, over which the handle passes, and as the

page_text: handle requires more force to move it from this position the driver feels and knows
when it is in the "running position."
In the back of the cavity disc valve g there are a series of small holes (not
shown) to admit the atmosphere to the cavity.
From the steam branch a' there is a passage leading to the disc valve box a³ (see
Fig. 4), so that steam will pass from it to the large ejector when the two ports f³
in the disc valve f come opposite the corresponding ports a* in the facing.
Fig. 5 is a diagram showing the form and position of the ports for steam and air,
and in this diagram the two disc valves are supposed to be in the "running
position."
The three ports g', shown in full line, are in the cavity disc valve g, and those i³,
shown in even dotted lines, are the corresponding ports in the disc plate i.
The ports shown in one long line to two dotts are the steam ports f³ in the disc
valve f, and those a* shown in one long line to one dot are the corresponding ports
in the facing for the steam valve.
The port g is a concentric cavity in the face of the disc valve g and corresponds
with the ports and in the disc plate i, shown in dotted line which leads to
the air cavity a³, and is a port in the disc plate i leading to the passage a¹º to
the top side of the engine brake sacks or oylinders.
When the handle g¹ is in the running position x, as shown in Fig. 5, the air
ports i² are shut, and the steam ports a to the large ejector are also shut, the
steam to the small ejector is always on through the cock in ordinary working,
and the air can be drawn by the small ejector from the junction (a³) of the train
pipe through one of the ports along the cavity port g, through the port i³ to the
small ejector through the holes c³.
When the handle g¹ is placed in the extreme position a¹ to take the brakes
"off" quickly, the air ports are closed, the steam ports a* are open to the large
ejector, and the air can (also) pass from the train pipe to the small ejector through
the cavity port g³, same as when the handle of the disc valve g is in the running
position.
When the handle g' is placed in the extreme position to put the brakes "on,"
the air ports are open, the ports a* for steam to the large ejector are shut, and
the small ejector is then shut off from the train pipe and is open through the
cavity port g³ with the port i leading to the upper side of the sacks or cylinders
for the engine or tender brakes, thus keeping on those brakes with full pressure as
long as required.
Fig. 6 is a diagram of steam and air disc valves for simple vacuum brakes, and
is or can be combined with an arrangement of ejectors, as shown by Fig. 1, and
when so used the slide valve f is only employed to admit steam to the small
ejector, or a cock h, same as that shown in Fig. 2, is used in place of a slide valve f
and a disc for steam and a disc g for air is employed for the large ejector, and
to admit or shut off steam and air.
When the handle g' of the disc valve g in this modification is in the running
position the steam ports a* are closed and the air ports i also, but the steam is
always passing to the small ejector.
When the handle g' is in the position ¹ to admit air to take off the brakes the
air ports are open and the steam ports a* are shut.
"
When the handle g₁ is in the brakes " on position ² the steam ports a* are
open and the air ports are shut.
Fig. 7 illustrates a compound ejector similar to that shown by Figs. 2, 3, and 4,
except that the valve arrangements are modified so that it will act for automatic
vacuum brakes of a train and steam brakes for the engine or tender.
The disc besides the ports f³ to admit steam to the large ejector has a cavity
port fin it to exhaust steam from the steamn brake. There is a port a" in the
casing a which which leads to a cavity round the interior of the casing that
communicates with a junction a¹ connected by a pipe with the steam brake
cylinder or cylinders.

page_text: Fig. 8 is a diagram showing the ports in the steam and air disc valves and
faces.
9 are ports in the cavity valve g; i³ corresponding ports in the disc i, opening
into the cavity a, in the casing leading to the train pipe junction a²; f³, ports
in the steam discf; and a* corresponding ports in casing for the large steam ejector;
all port to steam brakes; f* cavity port in disc f for the steam brakes.
port in disc plate i for air to pass to small ejector from train pipe; g³ corre-
sponding cavity port in the air disc valve g.
When the handle g' of the valve g is in the running position x the air ports **
are shut, the steam ports a* are also shut, and the exhaust from the steam brake
is open through the cavity port f in the discf to one of the steam ports a*
leading to the large ejector, and the air is drawn by the small ejector from the
train pipe a through one of the ports 2, through the cavity port g³ and port i³ to
the small ejector.
When the handle g' of the valve g is in the position ¹ to quickly take off the
brakes, the steam ports a* are open, the ports all to exhaust the steam brakes is
shut, and the port is is open through the cavity port g, with one of the ports ¿³
in communication with the train pipe.
"
When the handle g' of the valve g is in the position ³ to put the brakes "on'
the air ports are open; the steam ports a* are shut, but the steam port a¹ to
the steam brakes is open because one of the steam ports in the disc f is then
opposite the port a".
The air port to the small ejector in this position of the handle is closed, as
the cavity port g³ does not in this position of the handle come over the port ³.
A screw plug not shown is or may be used screwing through the front of
the disc valve g, the cone point of the screw fitting the holo or valve seating
in the valve g, which hole when the handle g' is in the position a¹ (Figs. 5, 6,
and 8) will be opposite one of the ports i².
This screw plug acts in the place of the screw plug i, Fig. 10, described in my
aforesaid Specification, No. 4583, 1880, to allow the brakes to gradually "leak off"
before detaching the engine from the train, the steam passing to the small ejector
being first shut off.
Fig. 9 illustrates the mode of constructing the small ejectors made separate for
the "tell tale" according to the first part of my Invention.
a is a casing; a¹ the branch for steam; a' the branch (having a seating for a
ball valve d') which branch is connected by a pipe with the train pipe. The
casing a is formed with a receiving and discharging cone, and prepared for a plug
tap c, the end of which forms the steam cone, being hollow and having a side port
opposite the steam branch a'.
By turning the cone plug c¹ by the handle c³ the small ejector is stopped and
started.
The ball valve d' kept in position by a pin ďª closes the passage when the large
ejector operates to apply the brakes.
The second part of my Invention is illustrated by Fig. 10, a sectional elevation
through an "Hardy" sack or brake cylinder of similar type, and my improved
arrangement of valve apparatus.
a is the cylinder formed in two parts and united by flanges holding the diaphragm
or sack between them. a¹ is the rod connected to the diaphragm or sack which is
jointed with the brake levers.
In the upper part of the cylinder there is a passage a³ leading to the space above
the diaphragm, and there is a corresponding passage a" in the lower part of the
cylinder leading to the underside of the diaphragm.
These two passages are parallel to each other and side by side, and have flange
faces by which they are united to the casing b for the valve apparatus which has
passages, one leading to the upper, the other to the lower side of the diaphragm.
In this casing b there is a valve seating for a ball valve, which rests when free on
a lip or ledge, as shown, and is prevented from moving too far back by a pin, as

page_text: shown. This valve when free allows air to be withdrawn from the cylinder, but
will with a sufficient current close and prevent nir from going through the passage a³
to the space at the upper side of the diaphragm, but there is a projection c on the
end of a sliding rod e' which when the latter is pulled outwards by any suitable
connection will push the ball from its seating and allow the air to enter and take
off the brakes. The joint is made round the rod c¹ as described in the Specification
of my aforesaid Letters Patent, No. 4583, 1880, by a small diaphragm secured by
the gland through which the rod or piston c' works, this gland screwing into the
casing b, and securing the small diaphragm; a2 is the pipe connected with tho
train pipe.
When a partial vacuum is formed in the train pipe (a) the cylinder on both
sides of the diaphragm is exhausted to a corresponding extent, but when air is
admitted into the train pipe a³ the ball valve closes the passage a leading to the
upper side of the diaphragm, and the pressure of the air enters through the
passage a and acts under the diaphragm to apply the brakes.
The second part of my Invention, as applied to "brakes" of the " Clayton" type,
is illustrated by Fig. 11, a longitudinal section through the cylinder and valve
apparatus.
a, the vacuum chamber; and a* the cylinder; as, the piston with rolling
packing; a', the piston rod connected with the brake levers.
In this case the cylinder is also prepared with two passages a³ and a*, one
leading to the upper the other to the lower side of the piston, as shown.
The valve casing b is secured to the cylinder so that the passages in the valve
casing come opposite those in the cylinder. There is a ball valve to close the
passage to the upper side of the piston, and this valve is kept from moving too
far from its seating by a pin b' screwed through the side of the casing b.
a² is a pipe connected with the train pipe.
When a vacuum or partial vacuum is formed in the train pipe the cylinder on
both sides of the piston a³ is exhausted more or less, but when air is admitted the
ball valve closes the passage to the upper side of the piston and maintains the
partial vacuum, the pressure of the atmosphere acting on the under side of the
piston applies the brakes.
"t
As before stated one disadvantage complained of in the "Clayton brake" is the
leaking off" of the brake a short time after it has been applied through the orifice
provided for the purpose, and when all the brakes of a train are actuated by such
arrangements, it is an inconvenience in some circumstances, but if thoso brakes on
the engine or tender and guards' vans could be under control, the disadvantage
would be in part removed, as they would be sufficient to hold the train, and this
object can be partly accomplished by connecting a pipe with the upper side of the
cylinder or vacuum chamber of the "Clayton brake" in the guard's van or on the
engine or tender and the train pipe, and placing a cock or valve in this pipe
within reach of the guard or driver, so that it can be opened or closed.
This cock or valve is a substitute for the leakage orifice of the Clayton brake,
which in this case is dispensed with, and if when the brakes are put on the cock is
turned to close the passage, the brakes upon the van or engine or tender to which
the arrangement is applied will remain "on "until the cock is turned to allow
them to leak off again; a cock is or may be used similar to that illustrated by
Fig. 12, but I make no claim to this cock arrangement.
The third part of my Invention is illustrated by Fig. 13 a longitudinal section,
and Fig. 14 a cross section through the middle of Fig. 13.
"There is a casing b containing passages and seatings for three ball valves; a³ nre
pipes connected with the train pipes either for simple or automatic vacuum
brakes.
There is one ball valve 62 which will close either one or the other passages to the
two pipes a² according to the direction of the current produced. There are two
seatings for this ball valve a³ in the casing, and the ball is inserted through a

page_text: passage a leading to the lower side of the diaphragm of the cylinder, and it is
prevented from moving out of its place by a pin b².
On each side of each seating for the valve be there is a vertical passage in the
casing, each passage leading to a chamber in the casing 6 closed by a screw plug b³,
and in each chamber there is a seating for a ball valve as shown.
The passage from the seating of each ball valve opens into a chamber between
them, and from this chamber there is a lateral passage a³ to the upper side of the
sack or cylinder.
There is an arrangement similar to that described in reference to Fig. 10 for
pushing one of the ball valves from its seating to admit air to the upper side of
the sack or cylinder to take off the brakes,
When the brakes are to be worked by simple vacuum, the formation of the
vacuum in one train pipe a' causes the air entering the other pipe to close the
valve b against the seating on the vacuum side, and the small ball valve on that
side is kept away from its seating or kept open, but the air tending to enter
through the passage for the other small ball valve closes it, so that a vacuum is
formed on the upper side of the diaphragm while the full pressure of the
atmosphere is permitted to enter through the passage at to the under side of the
diaphragm or sack.
When the brake is worked automatically, the train pipes are exhausted and the
ball valves leave the passages both to the upper and lower side of the diaphragm
or piston open, and the brakes are thus held off, but when air is admitted it can
enter to the underside of the diaphragm or piston, but the two small valves both close
the passages to the upperside of the piston and consequently the brakes are put on.
The fourth part of my Invention is illustrated by Fig. 15 an outside elevation,
and Fig. 16 a cross section.
a is the casing of the cock; a³, junction between the casing and the train pipe
of the automatic brakes of the train.
a³, junction with the simple vacuum sack or cylinder on the engine or tender.
a, junction pipe with the continuously acting ejector; a' is the grid or opening
from the casing to the atmosphere; b, the cone plug of the cock, and b', the handle
by which it is oscillated into the "on" and "off" position.
c is the screw plug valve for gradually admitting air to take off the brakes as
explained in the Specification of my said Letters Patent, No. 4583, A.D. '1880.
There are ports and passages formed in the cone plug b and its casing a, as
shown in Fig. 16, and the cone plug b is shown in that position in which the
passage from the train pipe a² of the automatic brakes of the train are open
through a port 6 into the hollow of the plug which has also a port b³ open to the
passage in the casing leading to the pipe a for the injector.
There is also a passage b' on the exterior of the plug open between ports in the
casing 6 of the cock, one port open to the atmosphere through the air grid, the
other to the pipe a³ leading to the simple vacuum brake of the engine or tender.
The cone plug b of the cock is shown in Fig. 16 in the position when the brakes
of the engine and train are "off" and the handle bis in the position marked 1,
Fig. 16, but when it is moved into the position marked 2, Fig. 16, the brakes are
put "on" as the port 63 is brought by this movement opposite the port a³, and
thus communication with the injector is cut off and the port b² is brought opposite
the air grid a', and thus air is admitted into the train pipe of the automatic
brakes of the train, and this movement in the conc plug b closes the communi-
cation through the passage b' between the atmosphere and the brake sack or
cylinder of the engine or tendor and opens it with the ejector.
I have now particularly described the nature of my said Invention and the
modes of carrying it into effect and claim as my Invention,-
Firstly. The combination, arrangement, and construction of compound ejectors
and valve mechanism for vacuum brakes, substantially as hereinbefore described
and illustrated by Figs. 1 to 8 inclusive of the Drawings.
Secondly. The combination, arrangement, and construction of single ejectors

page_text: for vacuum brakes, as hereinbefore described and illustrated by Fig. 9 of the
Drawings.
Thirdly. The combination, arrangement, and construction of valve mechanism
with vacuum brake sacks or cylinders, substantially as hereinbefore described and
illustrated by Figs. 10 and 11 of tho Drawings.
Fourthly. The combination, arrangement, and construction of ball valve
mechanisin for vacuum brakes having two train pipes, as hereinbefore described
and illustrated by Figs. 13 and 14 of the Drawings.
"
Fifthly. The combination, arrangement, and construction of cock for putting
combined automat and simple vacuum brakes " on or "off," as hereinbefore
described and illustrated by Figs. 15 and 16 of the Drawings.
In witness whereof, I, the said James Gresham, have, hereunto set my hand
and seal, this Twentieth day of May, in the year of our Lord One thousand
eight hundred and eighty two.