Improvements in or applicable to Vacuum Brake Apparatus for Vehicles or Trains Propelled by Steam, Electricity, or other Motive Power.
Year: 1898

page_text: Date of Application, 6th July, 1898
Complete Specification Left, 6th Apr., 1899-Accented. 10th June 1800
ROTIVNAL SPECIFICATION.
Improvements in or applicable to Vacuum Brake Apparatus for
Vehicles or Trains Propelled by Steam, Electricity, or other Motive
Power.
We, JAMES GRESHAM, Director of the Firm of Gresham and Craven Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM, of the same place, Engineer, do hereby declare the
nature of the said invention, to be as follows:-
off"
1. In some cases where vacuum brakes are used, which are applied by a steam
ejector, the brakes may be "put on" when the injector has formed a vacuum,
say equal to twenty two inches of a column of mercury, and to take them "
after having been so put on, an equal vacuum will be required, and in some
cases the same ejector from difference in pressure of steam or the ejector of another
locomotive coupled to the train may not at the time be equal to form the
required vacuum to "take off" the brakes, but may be able to form say a
sixteen inch vacuum, but as this may not be enough to release the brakes, this
part of our invention consists in arrangements and apparatus that will automati-
cally allow air to pass to the vacuum side of the pistons of the brake cylinder
when say a sixteen inch or other vacuum fixed upon, has been formed by the
ejector- this apparatus and arrangement thus automatically effects the object
required whereas without it each valve of the vacuum brake cylinders would have
to be separately forced off their seatings by hand which would take time.
One mode of carrying out this part of our invention consists in forming an
automatic valve and diaphragm arrangement in a part which forms a connection
between the casing of the ordinary vacuum brake ball valve mechanism and the
lower side of the cylinder for the piston of the vacuum brake.
Across this part, cylindrical chambers are formed separated in the middle by a
partition, the centre of which has a boss which is faced on one side to form a
valve seating and the hole through the centre of the boss is a guide for the stem
of the valve.
The head of the valve is enlarged in diameter to form a disc to which an elastic
diaphragm is secured by a nut screwing on a projection from the centre of the
disc, and the circumferential margins of this diaphragm are secured air tight
against a shoulder in the casing by a cap closing the chamber and screwing into
the casing, the edges of which cap press against and secure the margin of the
diaphragm air tight. There is a similar diaphragm secured in the other chamber
to a part having a hole in its boss that fits loosely on the end of the stem of the
said valve, this last named diaphragm is of larger diameter than that for the
valve diaphragm. When a vacuum is formed in the train pipe to release the
brakes it operates upon the chamber of the valve diaphragm from the passage to
the upper side of the piston of the vacuum brake cylinder and upon the chamber
for the other larger diaphragm from the passage leading to the under side of the
piston in the brake cylinder (the vacuum being equal in both chambers) this

page_text: pushes the diaphragm valve off its seating, the other diaphragm having the
larger area, the brake piston being then in equilibrium, it falls and takes off the
brakes, but when air is admitted from the train pipe to apply the brakes it can
rush into the vacuum cylinder on the underside of its piston and lift it, the
vacuum remaining in the cylinder on the upper side of the piston as the ball valve
prevents its passage thereto, and the diaphragm valve remains shut as the
admitted atmosphere acts upon the other diaphragm to withdraw it from the stem
of the valve.
But when the ejector acts and the train pipe is exhausted, it operates equally
in both diaphragm chambers but with more force on the larger diaphragm which
then acting upon the end of the stem of the valve forces it from its seating and
the air can then pass by the valve stem from the valve diaphragm chamber in
communication with the upper side of the piston that chamber communicating
with the lower side of the piston, and this will allow the brake piston to bo
lowered and the brakes taken off by a smaller vacuum than existed when they were
put on, the amount of difference depending upon the size of the diaphragm acting
in opposition to that of the diaphragm of the valve.
By another mode of carrying out this part of our invention, there are two
chambers, as before described, one of which is in communication with the brake
cylinder on the underside and the other with it on the upper side of the brake
piston. In the partition between the two chambers a valve is arranged to close
against a seating and this valve has a stem upon which there is a helical spring,
the end of the stem of the valve is guided in a hole in a plug screwing into the
casing which screw plug also forms the abutment for the said spring. This is
arranged and its pressure may be adjusted by a screw bush in the said screw plug,
to give way when a certain pressure comes upon the valve tending to open it.
When the ejector forming the vacuum in the train pipes operates to take off the
brakes, the two chambers will be in equilibrium and the spring will keep the
valve closed, but when air is admitted into the train pipes to put on the brakes,
it will enter one chamber of the valve and if the vacuum in the
other chamber is greater than that fixed upon, the air will pass slowly through a
small hole to the valve and push it from its seating and enter the other chamber
until the vacuum has been reduced to the point fixed upon represented by the
pressure of the spring.
2. Our invention relates to arrangements and mechanism for applying vacuum
brakes to vehicles or trains propelled by electricity or other motive power.
According to one mode of carrying out this part of our invention there are
vacuum cylinders having pistons connected with the brakes, and there are or
may be two separate train pipes, one communicating with the cylinders on the
under sides of the pistons and the other with the cylinders on the upper sides
of the pistons.
The couplings between the vehicles for the train pipe connected with the vacuum
side of the brake cylinders have each a ball or other valve and the coupling of
the other train pipe nearest the vacuum reservoir hereinafter referred to has a
similar valve so that in case of severance between vehicles, or being uncoupled,
the valves will close to prevent air passing in the one case to the vacuum side
of the brake cylinders above the pistons, and in the other case into the said
vacuum reservoir. The two train pipes are each connected with a separate branch
of the casing for a cock, which casing has two other branches one to a pump or
exhauster, and the other to a vacuum reservoir herein before referred to. The
plug of the cock or valve is so formed that when in one position in its casing,
communication will be formed between both train pipes and the vacuum reservoir
and thus also with both sides of the pistons in the brake cylinders, and in
another position communication will be left open between the vacuum reservoir
and the train pipe for the vacuum cylinders above the piston and air will be
admitted through the hollow of the plug of the cock and a port in it to the train
pipe admitting air to the underside of the pistons to apply the brakes, but when

page_text: the cock is put back to the first position, the brakes are taken off as both train
pipes and consequently both sides of the pistons in the brake cylinders are then
in equilibrium as to vacuum.
By using one or the other of the diaphragm valve arrangements described
under the first part of our invention combined with the ordinary ball valve
arrangement one of the train pipes may be dispensed with, as this will provide
against varying extent of vacuum in the vacuum reservoir and will allow the
brakes to be released when the vacuum in the reservoir is less than when the
brakes were applied, the brakes being then automatically released as described
under the first head of our invention.
In some cases we combine a pump with the brake arrangements actuated by
an excentric or crank from an axle of one of the vehicles to exhaust air from the
vacuum reservoir, which pump is or may be connected with a pipe leading to one
branch from the casing of the said cock-such pump will thus work only when
the vehicle is travelling, or the pump or exhauster may be worked by a small
independent electric motor (when the vehicle or train is propelled by electricity)
which could be kept in motion at all times if required, or put out of action when
the vacuum in the reservoir arrived at a fixed maximum, by a loaded diaphragm
connected with the reservoir operating to switch the electricity to and from the
motor and thus stop and start it into motion as required or the pump may be
worked from the gas or other motive power propelling the engine and the vehicle
or train.
In some cases the vacuum reservoir is exhausted when the vehicle or train is
standing by coupling the pump pipe up with a stationary ejector worked by steam
or by a stationary exhauster and when sufficiently exhausted, the pipe is
uncoupled from the stationary exhauster, and this leaves the pump worked by the
travelling vehicles less work, as in such case the pump would only have to main-
tain vacuum used in working the brakes and by leakage.
The details and arrangements above described under both heads of our invention,
may be varied.
Dated this Fifth day of Tul 1908
PETER J. LIVSEY,
Agent.
Improvements in or applicable to Vacuum Brake Apparatus for
Vehicles or Trains Propelled by Steam,Electricity, or other Motive
Power.
We, JAMES GRESHAM, Director of the Firm of Gresham and Craven, Limited,
Craven Iron Works, Salford, Manchester, in the County of Lancaster, Engineer,
and HARRY EDWARD GRESHAM, of the same place, Engineer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
"
<
"
1. In some cases where vacuum brakes are used, which are applied by a steam
ejector, the brakes may be "put on when the injector has formed a vacuum,
say equal to twenty two inches of a column of mercury, (such vacuum existing in
the vacuum chamber when the brakes are put on ") and to take them "off"
after having been so put on, an equal vacuum will be required on both sides of the
piston or it will not open, as unless the air is exhausted to the same extent as
the vacuum in the vacuum chamber of the brake cylinder at the top side of the
piston on the underside of the piston, it is held up and will not fall as it does
when the vacuum on both sides of the piston is equal, and in some

page_text: "
cases the same ejector from difference in pressure of steam or the ejector of another
locomotive coupled to the train may not at the time be equal to form the required
vacuum to take off" the brakes (that is to make the vacuum on the underside
equal to that on the upper side of the piston) but may be able to form say a
sixteen inch vacuum, but as this may not be enough to release the brakes, this
part of our invention consists in arrangements and apparatus that will automati-
cally allow air to pass to the vacuum side of the pistons of the brake cylinder
when say a sixteen inch or other vacuum fixed upon, has been formed by the
ejector this apparatus and arrangement thus automatically effects the object
required whereas without it each valve of the vacuum brake cylinders would have
to be separately forced off their seatings by hand which would take time.
One mode of carrying out this part of our invention consists in forming an
automatic valve and diaphragm arrangement in a part which forms a connection
between the casing of the ordinary vacuum brake ball valve mechanism and the
lower side of the cylinder for the piston of the vacuum brake.
Across this part, cylindrical chambers are formed separated in the middle by a
partition, the centre of which has a boss which is faced on one side to form a
valve seating and the hole through the centre of the boss is a guide for the stem
of the valve.
The head of the valve is enlarged in diameter to form a disc to which an elastic
diaphragm is secured by a nut screwing on a projection from the centre of the
disc, and the circumferential margins of this diaphragm are secured air tight
against a shoulder in the casing by a cap closing the chamber and screwing into
the casing, the edges of which cap press against and secure the margin of the
diaphragm air tight. There is a similar diaphragm secured in the other chamber
to a part having a hole in its boss that fits loosely on the end of the stem of the
said valve, this last named diaphragm is of larger diameter than that for the
valve diaphragm. When a vacuum is formed in the train pipe to release the
brakes it operates upon the chamber of the valve diaphragm from the passage to
the upper side of the piston of the vacuum brake cylinder and upon the chamber
for the other larger diaphragm from the passage leading to the underside of the
piston in the brake cylinder (the vacuum being equal in both chambers) this
pushes the diaphragm valve off its seating, the other diaphragm having the
larger area, the brake piston being then in equilibrium, it falls and takes off the
brakes, but when air is admitted from the train pipe to apply the brakes it can
rush into the vacuum cylinder on the underside of its piston and lift it, the
vacuum remaining in the cylinder on the upper side of the piston as the ball valve
prevents its passage thereto, and the diaphragm valve remains shut as the
admitted atmosphere acts upon the other diaphragm to withdraw it from the stem
of the valve.
But when the ejector acts and the train pipe is exhausted, it operates equally
in both diaphragm chambers but with more force on the larger diaphragm which
then acting upon the end of the stem of the valve forces it from its seating and
the air can then pass by through the annular space left round the valve stem
from the valve diaphragm chamber in communication with the upper side of the
piston to that chamber communicating with the lower side of the piston and this
will allow the brake piston to be lowered and the brakes taken off by a smaller
vacuum than existed when they were put on, the amount of difference depending
upon the size of the diaphragm acting in opposition to that of the diaphragm
of the valve.
By another mode of carrying out this part of our invention, there are two
chambers as before described, one of which is in communication with the brake
cylinder on the underside and the other with it on the upper side of the brake
piston. In the partition between the two chambers a valve is arranged to close
against a seating and this valve has a stem upon which there is a helical spring,
the end of the stem of the valve is guided in a hole in a plug screwing into the

page_text: casing which screw plug also forms the abutment for the said spring. This is
arranged and its pressure may be adjusted by a screw bush in the said screw plug,
to give way when a certain pressure comes upon the valve tending to open it.
When the ejector forming the vacuum in the train pipes operates to take off the
brakes, the two chambers will be in equilibrium and the spring will keep the
valve closed, but when air is admitted into the train pipes to put on the brakes,
it will enter one chamber of the valve and if the vacuum in
other chamber is greater than that fixed upon, the air will pass slowly through a
small hole to the valve and push it from its seating and enter the other chamber
until the vacuum has been reduced to the point fixed upon represented by the
pressure of the spring.
the
2. Our invention relates to arrangements and mechanism for applying vacuum
brakes to vehicles or trains propelled by electricity or other motive power.
According to one mode of carrying out this part of our invention, there are
vacuum cylinders having pistons connected with the brakes, and there are or
may be two separate train pipes, one communicating with the cylinders on the
under sides of the pistons, and the other with the cylinders on the upper sides
of the pistons.
The
The couplings between the vehicles for the train pipe connected with the vacuum
side of the brake cylinders have each a ball or other valve and the coupling of
the other train pipe nearest the vacuum reservoir hereinafter referred to has a
similar valve so that in case of severance between vehicles, or being uncoupled,
the valves will close to prevent air passing in the one case to the vacuum side
of the brake cylinders above the pistons, and in the other case into the said
vacuum reservoir. The two train pipes are each connected with a separate branch
of the casing for a cock, which casing has two other branches one to a pump or
exhauster, and the other to a vacuum reservoir herein before referred to.
plug of the cock or valve is so formed that when in one position in its casing,
communication will be formed between both train pipes and the vacuum reservoir
and thus also with both sides of the pistons in the brake cylinders, and in
another position communication will be left open between the vacuum reservoir
and the train pipe for the vacuum cylinders above the piston, and air will be
admitted through the hollow of the plug of the cock and a port in it to the train
pipe admitting air to the underside of the pistons to apply the brakes, but when
the cock is put back to the first position, the brakes are taken off as both train
pipes and consequently both sides of the pistons in the brake cylinders are then
in equilibrium as to vacuum.
By using one or the other of the diaphragm valve arrangements described
under the first part of our invention combined with the ordinary ball valve
arrangement one of the train pipes may be dispensed with, as this will provide
against varying extent of vacuum in the vacuum reservoir and will allow the
brakes to be released when the vacuum in the reservoir is less than when the
brakes were applied, the brakes being then automatically released as described
under the first head of our invention.
In some cases we combine a pump with the brake arrangements actuated by
an excentric or crank from an axle of one of the vehicles to exhaust air from the
vacuum reservoir, which pump is or may be connected with a pipe leading to one
branch from the casing of the said cock-such pump will thus work only when
the vehicle is travelling, or the pump or exhauster may be worked by a small
independent electric motor (when the vehicle or train is propelled by electricity)
which could be kept in motion at all times if required, or put out of action when
the vacuum in the reservoir arrived at a fixed maximum, by a loaded diaphragm
connected with the reservoir operating to switch the electricity to and from the
motor and thus stop and start it into motion as required or the pump may be
worked from the gas or other motive power propelling the engine and the vehicle
or train.
In some cases the vacuum reservoir is exhausted when the vehicle or train is

page_text: standing by coupling the pump pipe up with a stationary ejector worked by steam
or by a stationary exhauster and when sufficiently exhausted, the pipe is
uncoupled from the stationary exhauster, and this leaves the pump worked by the
travelling vehicles less work, as in such case the pump would only have to main-
tain vacuum used in working the brakes and by leakage.
The details and arrangements above described under both heads of our invention,
may be varied.
Fig. 1, is an elevation with parts in section illustrating the modes of carrying
out the second part of our invention, but which will also assist in explaining
the first part of our invention.
Fig. 2, is a vertical section of the casing in the line A-B Fig. 3, and which
section is at a right angle to the valve stem for the valve and diaphragms for
carrying into effect the first part of our invention according to the first modifi-
cation referred to.
Fig. 3, is a vertical section on the line E-F Figs. 2 and 4, of the said casing
valve, diaphragms and screw plugs complete in a plane through the axis of the
valve stem.
Fig. 4, is a plan section in the line C-D Figs. 2 and 3 of the casing alone, in
a plane through the axis of the hole for the stem of the valve shown in Fig. 3.
Figs. 5, 6 and 7 are views corresponding respectively to Figs. 2, 3 and 4 illus-
trating the second modification referred to under the first head of our invention.
The section of Fig. 5, is on the line A-B Figs. 6 and 7, the section of Fig. 6,
is on the line E-F Figs. 5 and 7 and the section of Fig. 7, is on the line C-D
Figs. 5 and 6.
a, Figs. 2, 3 and 4 is a casing having ears forming its upper and lower flanges
in which are holes a¹, for bolts corresponding to those in the ordinary ball valve
casing of the vacuum brake cylinder, so that the same bolts, but longer, can be
used to secure the ordinary ball valve casing to the vacuum brake cylinder with
the casing a, for the diaphragm valve between the ball valve casing and the
vacuum brake cylinder in the position shown in Fig. 1, in which a, is the casing
(Fig. 2) of the valve and diaphragm arrangement and b, is the casing for the
ordinary ball valve arrangement for the vacuum brake cylinder c, the one shown
in Fig. 1, being one with trunnions c', upon which the cylinder oscillates-, being
the ordinary piston shown in dotted line having the ordinary rolling elastic pack-
ing ringe, being the piston rod from the piston, which rod is connected with
the brake lever for applying and withdrawing the brake from the wheels.
In the casing a, there is a passage a³, which is a continuation of that from the
ordinary ball valve arrangement b, to the vacuum cylinder c, at the upper side of
the piston this passage a², coming in front (or seating side of the valve) of
the partition a³, in the casing a.
The other passage a', is in communication with the corresponding passage in
the ball valve casing b, for the under side of the piston of the brake cylinder c,
but this passage a', is connected with the opposite side of the said partition a³, in
the casing a, thus the passage a², is in communication with the chamber a5, in the
casing a, formed between the partition a³, and the diaphragm of the valve in the
casing, and the other passage at, is in communication with the chamber a formed
between the other side of the partition a³, and the diaphragm on that side of the
partition.
The boss in the centre of the partition a³, is faced to form a seating for the
valve d, which has a stem d', from its disc or valve head that passes loosely
through the hole in the boss so that when the valve is open air can pass through
the annular space thus left between the stem d', of the valve and the guiding hole
for it in the partition a³.
The head of the valve d, has a disc d², upon it to which the central part of a
disc of suitable flexible material d³, having a hole through it is secured by another
disc and screw nut d, on the stem which makes the diaphragms d³, connected
with the valve d, air tight.

page_text: The margins of this circular disc of material d³, come against a shoulder in the
casing a, which casing is screw threaded for a disc or plug d, which when
screwed in lightly against the margin makes the diaphragm d³, air tight with the
casing a. The exterior projection from the centre of the screw plug d³, has
squares or flats for a key to screw it in or out, and there is a small hole do, in
the screw plug to allow the full pressure of the external atmosphere to act upon
the outer side of the diaphragm d³, consequently when a vacuum or partial vacuum
is formed in the chamber a³, the atmosphere presses the valve d, against its
seating so that no air can enter the chamber a"."
On the other side of the partition a³, a similar but larger diaphragm d', is
arranged in like manner to that for the valve d. But the central boss do, to which
the diaphragm d7, is secured has a hole in it that fits upon the end of the stem d',
of the valve which projects through the hole in the partition a³.
..
When air is admitted into the chamber aº, as when the brakes are to be applied
it acts to place the diaphragm d', in equilibrium so as to allow the valve d, to
be pressed and kept tightly against its seating to the full extent of the vacuum
then formed in the chamber a³.
But when the brakes are to be withdrawn or taken off the vacuum then formed
in the chamber a, causes the diaphragm d, being of larger area than the
diaphragm d³, to act upon the end of the stem of the valve d', and force it off its
seating and consequently air will pass from the chamber a, to the chamber a5,
which is in communication with the vacuum chamber at the upper side of the
piston, until both chambers a³ and a, and thus both sides of the piston c³, are
in equilibrium when the piston c², falls and the brakes are thus taken off. The
modification illustrated by Figs. 5, 6 and 7, is the same as to the arrangement
of the passages a² and a, in the casing and as to the chambers a5 and a6, one
of which (a) communicates with the vacuum brake cylinder c, on the upper, and
the other a, on the lower side of the piston c², and the casing a, of this modi-
fication is connected and combined with the casing 6, for the ball valve and with
the vacuum brake cylinder c, in the same manner as the casing a, Figs. 2, 3
and 4 with the vacuum brake cylinder and ball valve arrangement 6, as above
described.
The difference being that in this case a valve do, is used loaded to the required
extent by a spring.
The partition a³ has the seating for the valve d", formed in it, and the hole
in the partition a³, is a guide for the wings of the valve do, its outer stem db, is
guided in a plug ds, that screws into the casing a, and there is an helical spring d",
on the stem abutting at one end against the inside of the screw plug ds, and at
the other end against the back of the disc of the valve dº.
The abutment for the spring d", may be the end of a screw in the plug de
having a hole in its centre for the stem db, to slide in, so as to be able to adjust
the pressure of the spring. When a vacuum is formed in the train pipe to take
off the brakes, it will operate on both chambers a and a, which will be in
equilibrium, and the spring da, will keep the valve do, closed, but when air is
admitted into the train pipes to put on the brakes it will enter the chamber aº,
and if the vacuum in the other chamber a³, is in excess of that given by the
spring, the air will enter slowly through a small hole d°, from the chamber a",
past the valve do, to the chamber as, until the vacuum therein is reduced to the
pressure at which the spring da, is adjusted to resist the opening of the valve
which then prevents further passage of air to the vacuum chamber of the brake
cylinder c.
By this arrangement any excess of vacuum above that fixed upon and repre-
sented by the spring. d, will be brought to the vacuum fixed upon as soon as air
is admitted into the train pipe.
Fig. 1, illustrates the second part of our invention, both when one or two train
pipes are used.

page_text: The vacuum brake cylinder c, its trunnion c¹, piston c³, and piston rod c, have
already been referred to.
The train pipe e (when one or two) is intended to have a branch from it to
communicate with the brake cylinder c, upon the underside of the piston 2, and
may communicate directly with the cylinder without the air having to pass
through a valve so that the ordinary ball valve casing b, and the casing a, shown
in Fig. 1, may be dispensed with.
The connection between the main train pipe e, and each vacuum cylinder c,
is by a branch e¹, and short length of flexible tube e², to allow
the vacuum brake cylinder c, to oscillate on its trunnions a¹, as the
end of the piston rod 4, follows the arc made by the brake lever
with which it is connected. f, is the other main pipe (where two are
used) with a branch f¹, and short length of flexible tube f³, from it connected
directly with a junction on the brake cylinder c, for the upper side of the piston .
In this branch pipe f', or in the junction with the vacuum brake cylinder c,
there may be a valve opening to allow air to be withdrawn from the cylinder c,
above the piston c², but closing against its return thereto.
The train pipes e and f, are coupled between vehicles forming a train by the
ordinary flexible pipes having the ordinary vacuum brake couplings except that
in each half coupling f3, for the train pipe f, there is a ball valve f*, arranged,
which will close when there is a vacuum in the train pipe or vacuum brake
cylinder when the half couplings f³, are apart as then the atmosphere acts to
force the valves against their seatings, and this prevents the air from entering
the train pipe f, or the vacuum chamber of the brake cylinder c, above the
piston c², or the vacuum reservoir, which vacuum in the brake cylinder will cause
the brakes to be put and kept "on" when air is admitted into the other train
pipe e. The ball valves f4, are each arranged in a passage in the lengthway of
the coupling and are pushed from their seatings when the half couplings are
brought in proper connection by a finger f5, projecting from each half coupling,
the finger f, from one half coupling acting to push the ball valve from its seating
in the other half coupling so that there is an open passage through the couplings
and train pipe when they are properly coupled together.
In the couplings for the train pipe e, a ball valve f, is only required in that
half of the coupling f³, nearest the vacuum reservoir (hereinafter mentioned) to
prevent air from passing thereto when the couplings are separated, the finger f³,
being in that half coupling without ball valve.
Each train pipe e and f, is connected with a branch g' and g², from the casing 9,
of a hollow cone plug ³, which has small holes 9, at one end admitting the
atmosphere into the hollow of the plug, and it has a port g, through which the
air may pass to the train pipe e, when the cock is turned to bring this port g³,
opposite the branch g¹, to this train pipe c, by which movement of the cone plug
the communication between the train pipe e, and the vacuum reservoir h, (an air
tight hollow vessel) is cut off. The casing, of the cock has two other branches
one g, for a pipe to the vacuum reservoir h, the other g7, to a pipe leading to
any suitable pump or exhauster of air.
In the position in which the cone plug g³, of the cock is shown, the vacuum
reservoir h, has communication with the train pipe f, at all times by a passage 98,
and with the train pipe e, through the passage 9, in the side of the cone plug.
When the cone plug g³, is turned to bring the port 95, opposite the branch g,
from the train pipe e, air is admitted to the vacuum brake cylinders (c) on the
underside of the pistons 2, and the brakes are applied because the vacuum is
ready to operate on the upper side of the piston c³, which are at all times in com-
munication with the vacuum reservoir h, when the train pipes e and f, are all
properly connected therewith, and thus the brakes are put on," and they are put
off." when the cone plug g³, of the cock is turned to the position in which it is
shown in Fig. 1.
66
The brakes may be worked by one train pipe e, dispensing with the train

page_text: pipe f, and its branch g², to the casing of the cock when an ordinary ball valve
arrangement together with a diaphragm valve arrangement shown by Figs. 2, 3
and 4 or a valve loaded by a spring Figs. 5, 6 and 7 is used.
Such a combination is shown in Fig. 1, in which b, is the casing of the ordinary
ball valve for vacuum brake cylinders c, which is used with the diaphragm valve
arrangement illustrated by Figs. 2, 3 and 4 as such last named arrangement will
permit of a variable amount of vacuum in the vacuum reservoir h, and allow the
brakes to be taken off by a less vacuum than they were put on.
The pump or exhauster connected with the branch g, Fig. 1, may be worked
and the apparatus may be used as hereinbefore described.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:-
1. The combination with vacuum brake cylinders of an arrangement of a valve
actuated by diaphragms substantially as and for the purpose herein before described
and illustrated by Figs. 2, 3 and 4 of the drawings.
2. The combination with vacuum brake cylinders of an arrangement of valve
and loading spring substantially as and for the purpose hereinbefore described and
illustrated by Figs. 5, 6 and 7 of the drawings.
on
"
3. The combination of a vacuum reservoir, a cock for putting the brakes "
and "off" with two train pipes one for the vacuum brake cylinders under the
piston, and the other above the piston with couplings between vehicles having
valves substantially as and for the purpose hereinbefore described and illustrated
by Fig. 1 of the drawings.
"
4. The combination of a vacuum reservoir, a cock for putting the brakes on
and "off" with one train pipe for the vacuum brake cylinders, an ordinary ball
valve arrangement on the brake cylinder, and an arrangement similar to that
illustrated by Figs. 2, 3 and 4 or 5, 6 and 7, one coupling nearest the vacuum
reservoir with a valve in it substantially as and for the purpose hereinbefore
described and illustrated by Fig. 1 of the drawings.
5. The combination of a pump or exhauster driven from the axle of the vehicle
or driven by an independent motor actuated by electricity or the motor medium
employed for driving the vehicles or train to maintain a vacuum or partial vacuum
in the vacuum reservoir substantially as and for the purpose herein before
described, when used in combination with either of the arrangements hereinbefore
described and illustrated by Fig. 1 of the drawings.
בד
1
1
727
T
1
1000