IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES AND SPRINGS OF RAILWAY VEHICLES BY FLUID PRESSURE
Year: 1883

page_text: LETTERS PATENT to Joseph Armstrong of 30 Wellington St New Swindon
in the county of Wilts Engineer for an Invention of IMPROVEMENTS IN
APPARATUS FOR WORKING BRAKES AND SPRINGS OF RAILWAY VEHICLES BY
FLUID PRESSURE
PROVISIONAL SPECIFICATION left by the said Joseph Armstrong at the
Office of the Commissioners of Patents on the 23rd April 1883.
JOSEPH ARMSTRONG of 30. Wellington Street, New Swindon in the County of
Wilts Engineer
IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES AND
SPRINGS OF RAILWAY VEHICLES BY FLUID PRESSURE
In automatic Vacuum (so called) and automatic air pressure brakes the main
pipes are usually exhausted or charged (as the case may be) when the brake is off,
and the air let in or out as the case may be to apply the brakes In a convenient
part of the Engine or tender I arrange a steam piston and cylinder or their
equivalents opposed by a vacuum cylinder and piston, the two pistons being on
the same piston rod or if necessary working indirectly. The Steam piston I place
in direct communication with the steam or water in the Locomotive boiler and the
vacuum piston in direct communication with the main pipe When the vacuum is
destroyed in the main. pipe the steam overcomes the opposition of the vacuum
piston and thus applies the brake when the vacuum is formed in the main pipe
the vacuum piston overcomes the steam piston and thus takes off the brakes It
will thus be seen that the Engine and tender brakes can be applied proportionately
with those of the train or if it is desired that the brake on the Engine and tender
be not applied until the vacuum in the main pipe is reduced considerably the areas
of the steam and vacuum pistons can be proportionately altered. The brakes are
taken off by the creation of a Vacuum in the main pipe by an ejector pump or
other contrivance in a similar manner to that of the Carriages. In compressed
air brakes such as Westinghouse's or Wenger's or Steel and McInnes' I place the
vacuum Cylinder aforesaid by a compressed air cylinder and attach it to the main
pipe, and the aforesaid steam cylinder will be in direct communication with the
boiler as in the Vacuum arrangement.
If it is desired that the Engine and tender brakes should be essentially vacuum
brakes I place in any convenient position a cylinder and piston or their equivalents
so arranged that the pump or small ejector or their equivalents, is always in direct
communication with one side of the piston always in direct communication with
the main pipe, a Valve intervenes between the one side of the piston and the other
which is worked by a piston diaphragm or their equivalent one side of which is

page_text: always in direct communication with the atmosphere the other side being in
communication with the main pipe.
I load the Valve with a weight or spring which can be adjusted at will. When
a vacuum is formed by the Ejector or by other means in the main pipe to a degree
Bufficient to lift the loaded valve, the pump or small Ejector, is then placed in
communication with the main pipe, but when the Vacuum is destroyed low enough
to allow the Valve to close, the pump or ejector is only in communication with one
side of the piston and the brake is then applied.
This entirely does away with the necessity for a reservoir of rarefied air which
is generally used and the Valve can be so weighted that the brake on the Engine
and tender is not applied until there has been a considerable diminution in the
degree of vacuum in the main pipe. A somewhat similar valve to this may also
be placed on the steam and vacuum or air cylinder before described to act as a
reducing pressure valve so that the pressure on the steam piston can be assimilated
to that of the air or vacuum I sometimes arrange one cylinder to be situated
either on the Engine or tender to supply brake power for both the tender and
engine, I arrange a shaft at the back of the Engine, and a shaft at the front of the
tender a lever is fixed to the Centre of each shaft if the brake cylinder is fixed on
the Engine I prefer to place it underneath the foot-plate and attach a bell crank
to the moving part (which may be either the cylinder or piston this bell crank
will form a floating lever between the Engine and Tender One end of the bell
crank is attached through a push rod to the lever on the tender brakeshaft the
other joint of the bell crank to the lever on the engine brakeshaft direct. When
the piston or cylinder moves the 2 levers will then force the brake blocks to the
Wheels in the ordinary way a slot can be made in the push rod to allow the
working of the tender or engine hand brake. When pumps are used for pumping
in or out the air used for compressed or vacuum brakes it is sometimes necessary
that a high degree of vacuum or high pressure should not be used a loaded Valve
is sometimes placed on the main pipe so that the air flows in and reduces the
degree of vacuum or the pressure, but as this air flows through the pump it entails
unnecessary work on it. In double acting pumps I lead a pipe from the top of the
suction Valve at one end of the pump to the top of the suction valve at the other
end of the pump in this pipe I place a Valve or Cock which is worked by a
diaphragm piston, or their equivalents loaded to the degree of Vacuum or pressure
requisite, when this is attained the atmospheric pressure overcomes the opposition
of the weight or spring and the Valve is opened putting one end of the pump
cylinder in communication with the other end
For slip trains I arrange a Valve or Cock in the hose coupling of the automatic
brake pipe and another one on the main pipe both of which are under the
manipulation of the slip guard or guards and so constructed that the continuous
brake pipe is open throughout until the slip guard wishes to disconnect his portion of
the train he then closes the Valve in the coupling of the front portion of his train
and that in the main pipe he is then enabled to pull the slip hook lever cord or
their equivalents and so detach his train but until he has closed both Valves he
will be unable to move the slip lever for I arrange a detent worked by a diaphragm
piston or their equivalents which holds the slip lever or its equivalent rigidly.
For short coupled or slip trains or on any trains where it is required to take the
brake off quickly I arrange a Valve box and valves close to the brake cylinder or
their equivalents of any Railway Vehicle this Valve or Valves I work with a
diaphragm piston or their equivalents on to one side of the diaphragm the main
pipe is directly connected and to the other side an auxiliary continuous pipe when
the pressure or vacuum (so called) is greater on the one side than the other the
Valve or Valves lift and the main pipe is shut off from direct communication with
any part of the cylinder, but when the Vacuum or pressure is greater on the other
side of the diaphragm piston or their equivalents the Valve opens and the main
pipe is thus put in communication with the Cylinder. The auxiliary pipe may
be rarefied or charged by a reservoir I fix on the guards Compartment or on the

page_text: engine. This enables the Engineman or Guard through a cock he has in the Van
or on the Engine to regulate and put on and take off the brakes with rapidity
for I arrange sometimes the Valves on the carriages so that when moved one way
one side of the piston or pistons is put in communication with the other and the
brake is thus taken off and when the Valve is moved in the reverse direction the
brake is applied. I arrange also that the reservoir of rarefied or compressed air
or other fluid situated on the Engine or Van is put in direct communication with
the brake cylinders so as to prevent too great an expansion of the power stored
up in the brake cylinders through the too numerous applications of the brake or
through leaks or other causes Sometimes I place along from one end of the
train to the other an Electric Wire which is. in communication with an Electro
magnet or magnets on each carriage. Under the guards compartment or under
each carriage if necessary I place a Voltaic battery or accumulator battery or.
dynamo electro machines or any source of electricity which can be put in communi-
cation with the wire running along the train, so that the Electro magnets on the
carriages attract the Valve or Valves that govern the brake cylinders. In ordinary.
automatic brake cylinders it is sometimes desirable to rapidly assimilate the
pressure on each side of the pistons so as take off the brakes quickly I arrange.
in any convenient position in the brake cylinders a Check Valve which ordinarily
seals what may be called the reservoir part of an automatic brake cylinder the.
Valve I arrange to lift with a diaphragm piston or its equivalent when the Vacuum
so called or pressure is created quickly by the Ejector or pump or other fluid
motor but when the fluid is let in or drawn out slowly the Valve is not moved.
I arrange this by having a spindle working through a Chamber connected to a
diaphragm or its equivalent this spindle is hollow, and the fluid can be let in or:
out readily from that side of the diaphragm, but the other side of the diaphragm
is only in communication with the main pipe through the fine annular space
around the spindle
In automatic vacuum and automatic pressure brakes automatic Valves are
sometimes placed in the Guard's compartment or on the Cylinders, in order that
the air may be let in or out (as the case may be) more quickly on long trains These
automatic Valves are usually constructed with a leakage hole or leakage Valve in,
order that it may be possible for the Engine man to regulate the brake. On long.
trains it is sometimes found that these Valves do not work when required
owing to the Vacuum or pressure in the main pipes not being reduced quickly.
enough.
I sometimes arrange an automatic Valve so constructed that it will let in or out,
(as the case may be) air at any required pressure whether the Vacuum or pressure.
is reduced quickly or not in the main pipes.
I arrange a diaphragm piston or its equivalent opposed by a Valve or Valves, the
Valve or Valves being of larger area than the diaphragm piston on their equivalents.
Above the diaphragm piston on their equivalents I arrange a reservoir which is
exhausted past a check Valve the high degree of Vacuum or pressure is maintained.
in the reservoir until that in the main pipe is reduced down to the pressure at
which it is required that the Valve or Valves shall open then the pressure on the
diaphragm piston or their equivalents being greater than that on the Valve or,
Valves, the Valve or valves open and air is let in or out of the main pipe.
When the Valve or Valves are open the air runs through a hollow spindle or pipe,
thus reducing the pressure in the reservoir the Valve or Valves then close I arrange
the duration of time the Valves are open by adjusting the size of the hole in the
hollow spindle or pipe.
The Valve or Valves I sometimes arrange to be of equal area with those of the
diaphragm piston or their equivalents I then load the Valve or Valves with weights,
springs or their equivalents so arranged that the Valve or valves will lift at the
required pressure I sometimes arrange a small hole instead of the Check valve
aforementioned but I arrange a comparative large hole in the Valve or Valves
hollow spindle or pipe so that the Valve or Valves may close quickly.

page_text: I sometimes arrange that the afore mentioned check Valve is removed from its
seat by the movement of diaphragm piston or their equivalents in order that the
vacuum or pressure in the reservoir may be destroyed or reduced In order that
the brake power may be better regulated throughout the train I arrange on the
Engine or Tender of trains working fluid pressure brakes an automatic Valve so
constructed that the degree of brake block pressure is dependent on the speed I
place a small governor which controls a valve on the main pipe so arranged that
the difference between the pressure or vacuum (as the case may be) in the main
pipe when the brake was applied is adjusted by the governor to the required brake
block-pressure I sometimes use three degrees of this pressure which may be under
the control of the driver and called "dry rail" "medium rail" and "greasy rail"
It is known that the best result is obtained when the friction between the wheel
and the brake block is nearly that of the wheel and the rail, I sometimes use on
trains that are generally of one capacity a release hole on the engine so that when
the brake is applied fully by the driver the air flows in or out through this hole,
and reduces the power on the brake blocks to that necessary, this release hole can
be varied in size by the Driver, or by a diaphragm or piston and cylinder, or their
equivalents or by differential pistons and cylinders working a Valve, so that the
regulating piston and cylinder on the engine is inversly proportioned to that of
the Train. The amount of air to be let in or out (as the case may be) I place
under the control of the Driver to arrange according to the state of the rails. On
trains that are fitted with fluid pressure brakes I arrange in any convenient position
between the bodies and the wheels of Railway Vehicles cylinders and pistons which
are charged with compressed air or the fluid that works any continuous brakes I
take the fluid through a branch from the main pipe (of such brakes as those of
Westinghouse's or Wenger's or Steel and McInnes') and run it through a check
valve into a reservoir which will be constantly charged with this fluid, any leakage
will be made good by the fluid being pumped into the pipes to put off or on the
brakes, the fluid I then lead from the reservoir through a reducing pressure valve
which is regulated to suit the weight to be carried) to the air cylinders, a check
valve is sometimes necessarily situated between the Cylinders and pistons
diaphragms or their equivalents to prevent excessive straining of the reducing
pressure Valve. The fluid will when sufficient pressure has been attained act as an
elastic medium between the bodies of the Vehicles and the Wheels. Instead of
Cylinders and pistons I sometimes use a cup or basin the contained air being
seized by an impenetrable fluid such as treacle I sometimes use an india rubber
sack or bellows or concertina or any Vessel that will hold the fluid when it is acting
as an elastic medium. I sometimes use a valve situated near the Elastic fluid so
arranged that any excessive amount of pressure is taken to the other side of the
piston diaphragm cup bellows or their equivalent in order that the compression
induced by the movement of the springs or the body is compensated and the shocks
are absorbed by friction a separate Valve being provided for the release of the
escaping fluid.
I sometimes arrange a piston and cylinder passing over a port or ports after the
manner of Husband's power hammer, I sometimes make the pistons and cylinders
of differential areas in order to allow for the upward shocks varying in power with
the downward shocks I sometimes use a separate pipe, carried along the train in
order to supply the Cylinders or their equivalents with compressed air or other
fluid
I sometimes utilise the movement of the body or frame or the Wheels of Vehicles
to pump the air or fluid that acts as the elastic medium to the required pressure,
and I occasionally absorb the Vibrations and shocks by passing the air or fluid
through a series of small holes. The compressed gas used for lighting Railway
Vehicles I sometimes utilize as the Elastic fluid.
..

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, and
of an Order of the Lord Chancellor, filed by the said Joseph Armstrong in
the Great Seal Patent Office on the 1st November 1883.
JOSEPH ARMSTRONG of 30 Wellington Street New Swindon in the County
of Wilts Engineer IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES AND
SPRINGS OF RAILWAY VEHICLES BY FLUID PRESSURE
"
In automatic vacuum (so called) and automatic air pressure brakes the main
pipes are usually exhausted or charged (as the case may be) when the brake is off
and the air let in or out as the case may be to apply the brakes. In a convenient
part of the engine or tender, I arrange a steam piston and cylinder or their
equivalents, opposed by a vacuum cylinder and piston, the two pistons being on
the same piston-rod or if necessary working indirectly The steam piston I place
in direct communication with the steam or water in the Locomotive boiler and the
vacuum piston in direct communication with the main pipe When the vacuum is
destroyed in the main pipe the steam overcomes the opposition of the vacuum
piston and thus applies the brake, when the vacuum is formed in the main pipe
the vacuum piston overcomes the steam piston and thus takes off the brakes. It
will thus be seen that the engine and tender brakes can be applied proportionately
with those of the train, or if it is desired that the brake on the engine and tender
be not applied until the vacuum in the main pipe is reduced considerably, the areas
of the steam and vacuum pistons can be proportionately altered The brakes are
taken off by the creation of a vacuum in the main pipe by an ejector pump or
other contrivance in a similar manner to that of the carriages. In compressed air
brakes such as Westinghouse's or Wenger's or Steel and M'Innes, I replace the
vacuum cylinder aforesaid by a compressed air cylinder and attach it to the main
pipe, and the aforesaid steam cylinder will be in direct communication with the
boiler as in the vacuum arrangement. If it is desired that the engine and tender
brakes should be essentially vacuum brakes, I place in any convenient position a
cylinder and piston or their equivalent so arranged that the pump or small ejector,
or their equivalent is always in direct communication with one side of the piston,
and the other side of the piston always in direct communication with the main
pipe a valve intervenes between the one side of the piston and the other which is
worked by a piston diaphragm, or their equivalent, one side of which is always in
direct communication with the atmosphere, the other side being in communication
with the main pipe. I load the valve with a weight or spring which can be
adjusted at will. When a vacuum is formed by the ejector or by other means in
the main pipe, to a degree sufficient to lift the loaded valve, the pump or small
ejector is then placed in communication with the main pipe, but when the vacuum
is destroyed low enough to allow the valve to close, the pump or ejector is only in
coinmunication with one side of the piston and the brake is then applied. This
entirely does away with the necessity for a reservoir of rarefied air which is
generally used and the valve can be so weighted that the brake on the engine and
tender is not applied until there has been a considerable diminution in the degree
of vacuum in the main pipe. A somewhat similar valve to this may also be
placed on the steam and vacuum or air cylinder before described, to act as a
reducing pressure valve so that the pressure on the steam piston can be assimilated
to that of the air or vacuum I sometimes arrange one cylinder to be situated
either on the engine or tender to supply brake power for both the tender and
engine I arrange a shaft at the back of the engine and a shaft at the front of the
tender, a lever is fixed to the centre of each shaft, if the brake cylinder is fixed on

page_text: the engine, I prefer to place it underneath the foot plate and attach a bell crank to
the moving part (which may be either the cylinder or piston) this bell crank will
form a floating lever between the engine and tender
One end of the bell crank is attached by a push rod to the lever on the tender
brakeshaft the other end of the bell crank to the lever on the engine brakeshaft
direct. When the piston or cylinder moves, the two levers will force the brake
blocks to the wheels in the ordinary way, a slot can be made in the push rod to
allow the working of the tender or engine band brakes. When pumps are used
for pumping in or out the air used for compressed air or vacuum brakes it is
Bometimes necessary that a high degree of vacuum or high pressure should not be
used, a loaded valve is sometimes placed on the main pipe so that the air flows in
and reduces the degree of vacuum or the pressure but as this air flows through the
pump it entails unnecessary work on it. In double acting pumps I lead a pipe
from the top of the suction valve at one end of the pump to the top of the suction
valve at the other end of the pump, in this pipe I place a valve or cock which is
worked by a diaphragm piston or their equivalent loaded to the degree of vacuum
or pressure requisite, when this is attained the atmospheric pressure overcomes the
opposition of the weight or spring and the valve is opened putting one end of the
pump cylinder in communication with the other end or I arrange the valve to be
situated on the pipe leading from the main pipe to the pump when the necessary
degree of vacuum is obtained this valve prevents any more air from entering the
pump and so causes the vacuum to be maintained at one set pressure.
For slip trains I arrange a valve or cock in the hose coupling of the automatic
brake pipe and another one on the main pipe both of which are under the manipu-
lation of the slip guard or guards and so constructed that the continuous brake
pipe is open throughout, until the slip guard wishes to disconnect his portion of
the train, he then closes the valve in the coupling of the front portion and that in
the main pipe, he is then enabled to pull the slip hook lever cord or their
equivalent and so detach his portion of the train, but until he has closed both
valves he will be unable to move the slip lever, for I arrange a detent worked by
a Diaphragm piston or their equivalent which holds the slip lever or its equivalent
rigidly. For short coupled or slip trains or on any trains where it is required to
take the brake off quickly I arrange a valve box and valves or their equivalent
close to the brake cylinder of any railway vehicle, this valve or valves I work
with a diaphragm piston or their equivalent on to one side of the diaphragın, the
main pipe is directly connected, and to the other side an auxiliary continuous pipe,
when the pressure or vacuum (so called) is greater on the one side than the other,
the valve or valves lift and the main pipe is shut off from direct communication
with any part of the cylinder, but when the vacuum or pressure is greater
on the other side of the diaphragm, piston or their equivalent, the valve opens
and the main pipe is thus put in communication with the cylinder. The auxiliary
pipe may be rarefied or charged by a reservoir I fix in the guard's compartment or
on the engine. This enables the engine man or guard through a. cock in the van
or on the engine to regulate and put on and take off the brakes with rapidity, for
I arrange sometimes the valves on the carriages so that when moved one way, one
side of the piston or pistons is put in communication with the other and the brake
is thus taken off, and when the valve is moved in the reverse direction the brake
is applied. I arrange also that the resevoir of rarefied or compressed air or other
fluid situated on the engine or van is put in direct communication with the brake
cylinders so as to prevent too great an expansion of the power stored up in the
brake cylinders through the too numerous applications of the brake or through
leaks or other causes. In ordinary automatic brake cylinders it is sometimes
desirable to rapidly assimilate the pressure on each side of the pistons so as to
take off the brakes quickly I arrange in any convenient position in the brake
cylinders a check valve which, ordinarily seals what may be called the reservoir
part of an automatic brake cylinder the valve I arrange to lift with a diaphragm
'piston or its equivalent when the vacuum (so called) or pressure is created quickly

page_text: by the ejector or pump or other fluid motor, but when the fluid is let in or drawn
out slowly the valve is not moved. I arrange this by having a spindle working
through a chamber connected to a diaphragm or its equivalent, this spindle is
hollow, and the fluid can be let in or out readily from that side of the diaphragm,
but the other side of the diaphragm is only in communication with the main pipe
through the fine annular space around the spindle. In automatic vacuum and
automatic pressure brakes, automatic valves are sometimes placed in the guard's
compartments or on the cylinders in order that the air may be let in out (as the
case may be) more quickly on long trains. These automatic valves are usually
constructed with a leakage hole or leakage valve in order that it may be possible
for the engineman to regulate the brake. On long trains it is sometimes found
that these valves do not work when required owing to the vacuum or pressure in
the main pipes not being reduced quickly enough.
I arrange an automatic valve so constructed that it will let in or out (as the case
may be) air at any required pressure, whether the vacuum or pressure is reduced
quickly or not in the main pipes.
I arrange a diaphragm, piston or their equivalent opposed by a valve or valves,
the valve or valves being of larger area than the diaphragm piston or their
equivalent Above the diaphragm piston or their equivalent I arrange a small
reservoir or chamber which is exhausted past a check valve, the high degree of
vacuum or pressure is maintained in the reservoir or chamber until that in the
main pipe is reduced down to the pressure at which it is required, that the valve or
valves shall open that the pressure on the diaphragm piston or their equivalent
being greater than that on the valve or valves, the valve or valves open and air is
let in or out of the main pipe
When the valve or valves are open the air runs through a hollow spindle or pipe
thus reducing the pressure in the reservoir, the valve or valves then close.
I arrange the duration of time the valves remain open by adjusting the size of the
hole in the hollow spindle or pipe
:
The valve or valves I sometimes arrange to be of equal area with those of the
diaphragm piston or their equivalent. I then load the valve or valves with
weights, springs, or their equivalents so arranged that the valve or valves will lift
at the required pressure.
I sometimes arrange a small hole instead of the check valve aforementioned but
I arrange a comparatively large hole in the valve or valves hollow spindle or pipe,
so that the valve or valves may close quickly I sometimes arrange that the afore-
mentioned check valve is removed from its seat by the movement of a diaphragm
piston or their equivalents in order that the vacuum or pressure in the reservoir or
chamber may be destroyed or reduced.
In Fig 1 A is a vacuum cylinder and B is a steam cylinder, C is the piston of
the vacuum cylinder and D is the piston of the steam cylinder Both of these
pistons are attached to one piston rod E which works through the gland F. The
top of the vacuum cylinder above the piston is in direct communication with the
vacuum main pipe through the port P and the top of the steam cylinder B is in
direct communication with the steam or water in the boiler through the port S
The cylinder is hung on trunnions T. The areas of the pistons I so arrange that
when a moderate amount of vacuum is created in the main pipe by the ejectors
pumps or other means the upward pressure on the vacuum piston overcomes the
downward pressure on the steam piston and the brake is taken off, but when the
vacuum is wholly or partially destroyed, the pressure on the steam piston over-
comes the pressure on the vacuum piston and the brake is applied in proportion to
the amount of vacuum destroyed.
Fig: 2 illustrates its application to compressed air brakes such as those of
Westinghouse Wenger or Steel and McInnes D is a steam piston in direct
communication with the boiler and C. is a piston in direct cominunication with
the main pipe. Their areas I arrange to suit the pressures attained when a certain

page_text: amount of air is let out of the main pipe the steam piston D over comes the pressure
on piston C and the brake is applied
Fig 3 represents a vacuum brake cylinder A. B is the piston attached to a
hollow piston rod D. The diaphragm L is connected to the valve V through the
spindle Q and is prevented from rising by the spring S P is a port leading to the
ejector or pump through the trunnion joint T P¹ is a port leading to the main pipe
through the trunnion joint T¹ The ports R and R¹ are for the purpose of allowing
the air to flow freely from the hollow piston into the space underneath the piston.
The ports X and X¹ are arranged so as to allow the air to flow freely from the
bottom to the top of the piston when the valve V is open.
When a sufficient vacuum has been obtained in the main pipe the diaphragm L
lifts and opens the valve V putting the top and bottom parts of the cylinder in
communication the small ejector or pump can then be utilized to maintain a
vacuum in the main pipe and cylinder, but if the vacuum be reduced by the engine-
man, guard, or other cause sufficiently low to allow the spring to overcome the
pressure on the diaphragm the valve V is closed and the pump or ejector will only
maintain a vacuum on the top of the piston which, if higher than that maintained
at the bottom of the piston the brake will be applied. The spring S can be
regulated to the degree of vacuum at which it is desired that the brake shall be
applied As it is sometimes desirable when trains are being regulated by the
brakes down long inclines that the engine or tender brakes should not be applied,
or the tyres would heat
Fig. 4 represents the attachments I use when working the engine and tender
with one cylinder
A is the cylinder and D the piston rod K is a bell crank attached at one end to
the piston rod, and at the other end to the push rod W, the joint M forms what is
called a floating fulcrum on the lever N which is attached to the engine shaft J, a
slot is made at one end of the push rod to allow for the working of the hand brake,
and the other end is attached to a lever F on the tender brake shaft H
When the piston rises the joint M is pulled towards the piston rod and the
push rod W pushed towards the tender shaft thus putting on the brakes of the
engine and tender
Fig: 5 represents a double acting vacuum pump or exhauster, a double beat
valve V is fixed rigidly to a spindle Z on to which is fixed a flexible diaphragmi
P is a pipe leading direct to the main pipe a sping S resting on a plate above the
diaphragm is held in position by the nuts on the spindle, these nuts are screwed
down until it is found that a vacuum of the desired degree being obtained under-
neath the diaphragm causes the diaphragm to overcome the opposition of the
spring and close the valve or valves, which action isolates the pipe P from the
pump.
:
When the vacuum in the pipe P is reduced by leakage or other causes below the
set vacuum, the spring over comes the pressure on the diaphragm, and opens the
valve which allows the pump to exhaust the main pipes until the set vacuum is
again attained
Fig: 6 shows another modification
A represents a portion of the pump cylinder and P a port leading from one end
of the cylinder to the other, a valve V intervenes on the spindle of which a flexible
diaphragm is fixed a spring S bearing on the diaphragm tends always to close the
valve and is so arranged that until a vacuum is obtained in the chamber Q which
is in direct communication with the main pipe the valve remains closed, but
when this set vacuum is obtained the pressure on the diaphragm over comes the
opposition of the spring the valve opens and the rarefied air flows backwards and
forwards from one end of the cylinder to the other
:
Figs 9. 10. 11. 12. 13. represent the plug cocks and check valve situated in
the slip guards compartiment a shewn in Fig: 7 and on the Engine as shewn in
Fig: 8.

page_text: When these valves are used in the slip guard's compartment M. is the main pipe
leading to the front portion of the train M¹ is the main pipe leading to the rear
portion of the train and H are two plugs kept to the seats by the spring_S
1" pipe R leads to a reservoir which I place in any convenient position on the slip
coach P is a 1" auxilary pipe leading along the train (and connected with the
piston rod of each cylinder) C is a check valve intervening between the main pipe M'
and the reservoir pipe-R.
In Fig: 11 L is a small hole drilled through the casing.
The top plug Cock Q is used entirely, for the regulation of the air or vacuum
in the main pipes M and M¹ but the bottom cock H has only control of the
connection between the reservoir and auxilary pipes R and P.
Fig 15 illustrates a coupling cock T placed in the main pipe between the front
portion and slip portion of the train as shewn in Fig: 7.
Fig 14 illustrates an automatic valve I place on the top of the piston rod of
each cylinder V is a hollow piston rod, the annular space around the pipe X lends
to the top of the brake cylinder such as generally used by the Great Western
Railway Company and the pipe X leads to the bottom part of the cylinder.
F is a port connected with the auxiliary pipe P and E is a port connected
with the main pipe M' Z is a valve which can either seat itself on A or on G.
When it is seated as shown the top of the cylinder is in direct communication
with the main pipe M¹ through the ports J. K and E but when a higher vacuum
is created above the diaphragm D than there is underneath it the valve Z rises to
the seat A which puts the top and bottom of the piston in equilibrium, for the
piston rod V and the pipe X are in direct communication through the ports J
and J. The ball B acts as a check valve to prevent any air from passing into
the brake cylinder from the pipe P through the port F.
When the vacuum in the pipe P greater than the vacuum in the brake
cylinder the ball B rises and allows the vacuum to be equalized
When the train is running in the ordinary way the handle W is situated one
quarter of a revolution to the left putting the pipes M and M' in communication,
and the pipe P in communication with the atmosphere through the port N
When a vacuum is created by the ejector or pump or their equivalent on the
engine the reservoir or reservoirs before mentioned are exhausted past the check
valve C.
:
In Fig 7 is shewn a section of a slip train A special coupling cock T (a section
of which is shewn in Fig: 15) is placed between the ordinary hose coupling and
is kept open when running in the ordinary way so as to enable the engineman to
work the brakes on the slip train or trains. The plug cocks Q and H also shewn
in Fig 9 are worked by the handle H¹
:
Y. is a diaphragm which is connected to the slip lever quadrant I, a pipe U leads
from the diaphragm to the main pipe M
When the guard desires to slip his train he closes the cock T by reaching out of
a front window he then closes the cocks Q and H in his compartment then he is
enabled to pull the slip lever Z and so disconnect his train but until he shuts both
cocks a vacuum remains in the main pipe M and also in the pipe U leading to the
diaphragm Y the vacuum between the two cocks T and U is destroyed through
the small hole. L shewn in Fig: 11.
As the guard shuts the cocks Q and H he destroys the vacuum in the main
pipe M for it will be seen in Fig: 11 that a port in the hollow plug is open to the
port leading to the pipe M¹ and as the hollow plug is open to the atmosphere at
the bottom the air can flow in at the same time the opening of the plug of the
cock H puts the reservoir pipe R in communication with the auxilary pipe Pas
this pipe is connected with the diaphragm and valves shewn on Fig: 14 the
automatic valves on the top of each piston-rod rises and the top and bottom of
each cylinder are put in equilibrium but when the guard wishes to apply the brake
he pushes his handle further round which destroys the vacuum in the auxilary
pipe through the side port N Fig: 12, the valve and diaphragm drop and the air

page_text: flows in from the main pipe M¹ the quantity being regulated by the plug Q so it
will be seen that the brake can be applied and taken off many times with rapidity
and ease.
Fig: 8 shows an arrangement suitable for short coupled trains the only difference
being that instead of an exhausted reservoir on the guards compartment I prefer
to exhaust the pipe P¹ by an ejector direct through the pipe R' leading from it to
the cock H. Sometimes I prefer to do away with the 2" main pipes along the
trains and work entirely with the auxilary pipe P. I place a cock at each end of
the carriage or train in order that the brakes will not be applied when the pipes
are disconnected
Fig: 16 illustrates an arrangement of diaphragm and valve or their equivalent
which I situate on or in conjunction with any automatic vacuum brake cylinder in
order to more rapidly assimilate the degrees of vacuum on each side of the brake
pistons or their equivalent.
V is a hollow piston rod which is open to the top of the piston of the brake
cylinder such as those used by the Great Western Railway Company and X is a
tube leading to the bottom or reservoir portion of the cylinder
Z is a check valve that usually seals the pipe X so that air can be drawn out of
the bottom part of the cylinder past the valve Z but cannot enter it without the
valve Z being lifted *
E is a port connected direct to the main pipe, S is a hollow spindle working
through a plate B which, separates the chamber C₁ from the chamber K in which
is situated the valve Z
D is a diaphragm attached to the spindle S, P is a port opening into it, L is a
lever which can be used from the outside for the purpose of lifting the valve Z by
hand in order to release the brake when necessary.
When a vacuum is created quickly in the main pipe by the ejector or other
means the top chamber C is exhausted sooner than the chamber C', for the chamber
C is open to the chamber K through the ports P¹ and P but the air in the chamber
C can only be drawn out through the space around the spindle S. where it passes
through the plate B which I arrange very small, when a vacuum is thus created
in the chamber C of a higher degree then that in the chamber C¹ the diaphragm
lifts the valve Z from off its seating and allows the vacuum to be equalized on each
side of the piston through the ports J and J¹ Directly the port P rises above the
plate B the vacuum above and below the diaphragm D is equalized and the valve
falls to its seat again where it acts as an ordinary check valve
Figs 19. 20 21 and 22 illustrate automatic valves I generally place in the
guard's compartment but which may be placed anywhere on the main pipe, in
order to facilitate the admission of air to the brake cylinders when it is required to
apply the brakes quickly
In Fig: 19 when the main pipe is exhausted the pipe M which is connected with
it is also exhausted and the top of the ball B being open to the pipe M, the air
underneath the ball and in the chamber C is drawn down the ports P and P¹,
when the vacuum in the chamber C is equal to the vacuum in the main pipe, the
ball falls and prevents any air that is let into the main pipe from entering the
chamber C.
V, is a valve on an annular seating, D is a flexible diaphragm attached to the
valve V through the hollow spindle F
The area of the valve is greater than the area of the diaphragm
When the vacuum in the main pipe is destroyed to such a degree that the
pressure on the diaphragm is greater than the pressure on the valve V the valve V
opens and allows air to flow into the main pipe, at the same time allowing a small
amount of air to flow into the chamber C through the port P, the diameter
of which can be adjusted to suit the time it is desired the valve shall remain open
Figs: 23 and 24 show a modification the check valve B being adapted to the
automatic brake valve generally used by the Midland Railway Company. The
valves V and V' are attached to the spindle 1 but the valve V is greater in area
I.

page_text: than the valve V₁ the chamber C is exhausted in a somewhat similar way to that
in Fig 19
When the vacuum is reduced in the main pipe M to the set degree the pressure
on the valve V' overcomes the pressure on the valve V and the spindle and valves
lift, the valve V allows the air to flow into the main pipe through the pipe M
and a small groove G cut underneath the valve V₁ allows air to flow into the
chamber C and the valve to fall in the required time. The piston Q has a hole
drilled in it at S to allow the air to flow freely from one side of it to the other
Fig 17 represents the adaptation of the aforementioned check valve to the
automatic valve generally used by the Great Western Railway Company, the
diaphragm D is of smaller area than the valve V, the areas of each of these being
regulated as herein before described. When the valve and spindle lift, one end of
the trigger T strikes the lip L and the other end lifts the ball valve B and allows
the valve to close in the required time.
Fig 18 represents an automatic valve in which, the check valve has for a
substitute a small hole
The differential areas of the valves V and V' are the same as shown in Fig: 23
and the groove G is the same at the bottom of the port P a very small hole H
is drilled the air from the chamber C is drawn out through this hole.
Considerable time is taken up in destroying the vacuum in the chamber through
the small hole H but the valve when lifted can be arranged to close when required
by cutting the groove G underneath the valve V¹ to the depth found to be most
Buitable
I have now particularly described the nature of my said invention and the modes
of carrying the same into effect and claim as my invention
Firstly The combination and arrangement of a steam piston and a vacuum or
air piston to put on and take off the brakes substantially as described and
illustrated by figs: 1 and 2.
;
Secondly The combination and arrangement of a vacuum or air cylinder and
piston and valve mechanism which I place between the pump or ejector and the
main pipe for the purposes substantially described and illustrated by Figs 3 & 4.
Thirdly The combination and arrangement of pumps and valve mechanism so
that a constant degree of vacuum or air pressure is maintained substantially as
described and illustrated by Figs: 5 and 6.
Fourthly The combination and arrangement of pipes diaphragms or their
equivalents and valve mechanism for the better working of brakes of slip and
other trains and for the prevention of failures of slip connections substantially as
described and illustrated by Figs 7. 8. 9. 10. 11. 12. 13. 14. 15
Fifthly The combination and arrangement of valve mechanism whereby the
brakes are more easily released substantially as described and illustrated by
Fig: 16.
.
Sixthly The combination and arrangement of automatic valves for the more
regular working of brakes substantially as described and illustrated by Figs: 17.
18. 19. 20. 21. 22 23 and 24.
In witness whereof I the said Joseph Armstrong have hereunto set my hand
and seal the first day of November in the year of our Lord 1883
דותTACT