IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS
Year: 1881

page_text: LETTERS PATENT to Frederick William Eames, of Leeds, in the County of
York, Engineer, for an Invention of "IMPROVEMENTS IN PNEUMATIC BRAKE
APPARATUS FOR RAILWAYS,"
PROVISIONAL SPECIFICATION left by the said Frederick William Eames
at the Office of the Commissioners of Patents on the 11th March 1881.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer.:
"IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS."
This Invention relates, firstly, to an improvement on the pneumatic brake
apparatus described in the Specification of a Patent granted to me January 20th,
1879, No. 225, the object being to ensure the efficient action of the automatic
brake.
In this apparatus a peculiar arrangement of duplex valve is employed in
connection with two systems of vacuum brake pipes for bringing the pneumatic
levers into communication with the vacuum reservoirs on the breaking up of a
train, and thereby applying the brakes automatically.
The efficient action of this arrangement requires that the ordinary brake pipes
should remain air tight. To provide against the accidental rupture in the line of
the ordinary brake pipes affecting the action of the automatic brake apparatus,
I connect the pneumatic lever through a supplementary valve box with the duplex
valve box which is in connection with the vacuum reservoir, and I also connect
the pneumatic lever through this same valve box with the ordinary brake
pipe.
The valve box is divided into three chambers by means of two cross partitions
which are each formed with a valve seat. The central chamber I put into
communication with the pneumatic lever, and the other chambers with the duplex
valve box and with the ordinary brake, pipe respectively. In this valve box I fit
a double check valve, the opposite ends of which close alternately the openings in
the partitions and thus bring one or other of the end chambers as required into
communication with the central chamber. A spring serves to retain the valve in
such a position as to keep open the communication between the ordinary brake
D

page_text: pipe and the pneumatic lever. When however the automatic system is put into
action the valve in the supplementary valve box will be lifted by the action of the
vacuum of the reservoir, and at the same time the connection of the ordinary brake
pipe with the pneumatic lever will be cut off. Thus the automatic brake apparatus
will retain its efficiency notwithstanding any rupture in the pipes of the ordinary
system.
It should be remarked that the end chamber of the supplementary valve box
which communicates with the duplex valve box has its opening into that box
below the inverted poppet valve, and above the valve in the bottom of the duplex
valve box. This latter valve I now use to close an opening to the air, and by its
means air is admitted to the pneumatic levers in order to release the brakes, the
rise of this valve being consequent on the exhaustion of the automatic brake
pipe.
Another mode of effecting the same object is to furnish the duplex valve box
with a second flexible diaphragm which carries a stem termination in a valve in
like manner to the other flexible diaphragm. A central compartment is formed in
this valve box by two transverse partitions which are each furnished with valve
seats. The valve of the lower diaphragm seats itself by rising upon the lower
partition and the valve of the other diaphragm acts in a similar manner in
connection with the upper partition. The central compartment is in direct
.communication with the pneumatic lever. The chamber formed by the upper
partition and upper flexible diaphragm is in communication with a vacuum reservoir,
and the spaces of the opposite ends of the duplex valve box are permanently
connected together by a pipe. The upper end space also connects with the
automatic brake pipe, and the ordinary brake pipe connects with the space above
the second diaphragm. While exhaustion is maintained in the automatic pipe the
upper valve will be closed and the lower valve open, which position of the
apparatus will permit of the ordinary brake pipe being used.
Should however the air be admitted to the automatic pipe by the rupture of the
pipe or otherwise, air will pass into the duplex valve box and reverse the position
of the two valves, thus cutting off all connection of the ordinary brake-pipo
with the pneumatic lever, and opening the pneumatic lever to the vacuum
reservoir.
In order to prevent the loss of the vacuum in the reservoirs when the carriages
of a train are being uncoupled I propose to construct the coupling for the hose
pipes in such a manner that the act of uncoupling the train pipes shall ensure the
sealing of the exposed ends.
For this purpose I make the hose terminations of, say, a bell shape and fit the
lips of these terminations with elastic gaskets in order to produce elastic contact
surfaces.
Within each bell mouth I fit a poppet valve for closing the pipe, mounting the
same upon the pendent end of a bell crank lever. The horizontal arm of this lever
overlies a cam shaft which has its bearings in the sides of the hose pipe terminations.
External of this bell mouth the cam shaft carries a lever for rocking it and
bringing the cam into action. The result of this movement is to unseat the valve.
The tail of the lever of one hose pipe termination engages with studs of the
adjacent hose pipe termination in the act of coupling up, and with the aid of
tangential lugs or projections on the lower edge of the bell mouths I effect the
locking of the hose couplings. To disengage the couplings I unship the levers
from the stud pins, and at the same time withdraw the acting surface of the cams
from contact with the bell crank levers.
This leaves the poppet valves free to seat themselves by the pressure of the air
against their backs.
To provide against the creeping on of the brakes when the carriages are detached
from the engine I modify my duplex valve, through which communication is made
between the vacuum reservoir and the pneumatic lever, so as to allow of a slight
leakage, which will be inappreciable, however, when the apparatus is in use.

page_text: •
This I effect by fitting the poppet valve which closes the hollow stem in the
duplex valve with a light spring that will keep the valve a little off its seat, and
thereby tend to maintain the equilibrium between the automatic pipe and the
vacuum reservoir.
In order further to facilitate the breaking up and the re-making of a train fitted
with the automatic brake apparatus I provide each pneumatic lever with a valve
for admitting air thereto and the valves of the whole series of pneumatic levers I
operate by a cord or otherwise so as to release the brakes by means independent of
that provided for the working of the brake apparatus.
The Invention relates, secondly, to a novel arrangement of parts for transmitting
the motion from the pneumatic levers to the brake blocks. The brake blocks Ĭ
arrange in pairs, two pairs for each pair of wheels, and these I suspend by means
of links from the under frame of the carriage. The brake blocks are connected
together in pairs by transverse trussed bars, and the two bars for each pair of
wheels are connected through rods to a vertical rock lever, the pins which couple
these rods to the lever being at different levels. By the rocking of this lever the
two pairs of brake blocks embracing one pair of wheels are simultaneously
advanced to grip the wheels or are withdrawn therefrom. The two pairs of wheels
of a carriago being similarly provided with brake blocks, I use the same pneumatio
levers to act upon all the blocks. simultaneously. To this end I connect the rock
levers through a pair of thrust rods with a toggle lever, the coupling joint of which
is made fast to a cross bar, which bar underlies a pair of pneumatic levers. The
opposite ends of the thrust rods are supported by links pendent from the
underframing of the carriage. Attached to the opposite ends of the cross bar are
the pendent rods of, the pneumatic levers. As, therefore, these levers are operated
they will lift the bar, straighten the toggle lever, and cause the thrust rods to put
ou the brakes. This arrangement admits of the brake apparatus being kept
close underneath the carriage and clear of any obstruction in the road.
In order to adjust the brake blocks to their work and compensate for their wear
I propose instead of pivotting the thrust rod to the rock lever to connect it
therewith by a pawle, which taking into ratchet teeth on the thrust rod will
allow of the rod on its return motion moving independantly of the lever and thus
permit of its taking up a new position in relation thereto.
Thus as the brake blocks wear away the thrust rod will virtually lengthen by
bringing up a fresh tooth to the pawle and the slack will by this means be taken
up. To permit of this action of the thrust rod it will be requisite to limit the
back motion of the rock lever. This I effect by extending one of the rods which
couples one of the transverse brake block bars with the rock lever and forming
thereon at the part which lics beyond the pivot pin of the rock lever a rack of
ratchet teeth. This rack is intended to receive a pawle carried by a block which
is free to slide on the end of the rod, its motion being limited by guides through
which the rod passes, such guides being carried by the connecting rod for the
second pair of brake blocks.
The traverse motion of the block between the guides will be short or just
sufficient to permit of the brake blocks falling back clear of the wheel, at which
time the pawle engaging with the ratchet toothed rack will ensure its block
moving with the connecting rod. To give the brake blocks a tendency to fall
apart a coiled spring may be interposed between the guide on the one rod and a
collar on the other.
It will now be understood that when the back movement of the block is arrested
the return motion of the brake block lever will cease. As the brake blocks wear
away it is requisite to increase the movement of the brake block lever in proportion
to such wear.
To provide against this inconvenience the connecting rod carrying the rack will
as the brake blocks are thrust home bring a fresh tooth under the pawle of the
sliding block and thereby restore the relative position of the parts, the change of
which was due to the wearing away of the brake blocks.

page_text: This system of compensation, it should be remarked, is applicable to other
arrangements of brakes than that above referred to.
The Invention relates, thirdly, to a modification of the ejector which is
employed for maintaining a vacuum in the reservoir and exhausting the train
pipes.
In the Specification of my Patent, dated February 19th 1880, No. 743, I
described a novel form of ejector, which stood up vertically, and was connected
with vertical terminations of the train pipes. The disc valve which controlled
these pipes, and also brought into connection the automatic pipe with the
diaphragm that controlled the steam valve, worked between two horizontal faces,
and received an axial motion from a handle which projected from its periphery.
I now propose to rearrange the parts, and thereby to simplify the construction of
the ejector.
The ejector case I set horizontally, and within it parallel with the ejector pipe I
mount the disc valve in a vertical plane.
To avoid the necessity for grinding both faces of this disc valve I cause it to
connect by one face only with the train pipes and the diaphragm which controls
the steam valve. The handle for working the disc valve will be fitted to the
spindle of the valve, and the ejector pipe will conveniently enter the smoke box of
the engine, the ejector being by preference set near the front end of the engine.
In order to provide for a reduction in the size of my ejector I reduce the
diameter of the pipes which connect the train pipes with the disc valve seat, and
to remedy the disadvantage which this reduction of the pipes will occasion in
respect of the admission of air to relieve the brakes I provide, say, at the junction
of the ordinary brake pipe with the coupling pipe, an air valve opening outwards,
and held to its seat by means of a diaphragm on the opposite side of the pipe.
The stem which connects this diaphragm with the valve is hollow for a portion
of its length, and provides a communication between the two coupled pipes. The
top of this stem forms the seat for a poppet valve above the diaphragm. When
exhaustion takes place the poppet valve will rise from its seat and allow the air in
the train pipe to flow to the ejector. To release the brakes it is only necessary to
admit air above the diaphragm, which will then be forced down, driving before it
the valve on the other side of the train pipe. Air will then enter the pipe past the
valve, and instantly release the brakes.
The Invention relates, lastly, to an improved coupling for the train pipes of
vacuum brake apparatus, the object being to secure the scaling of the pipes when
the carriages are intentionally detached from each other, and their remaining open
to the air when an accidental disruption takes place.
The tubular coupling pieces are so shaped at their ends that when brought
together they will form a slanting or scarf joint. In the face of each coupling
piece is a circular opening surrounded by an elastic lip of india rubber, which will
ensure an air tight joint when the parts are forced together.
The opening is faced on its inner edge to form a seat for a valve, which is
carried by a spindle that stands at right angles to the face of the, hollow coupling
piece. This spindle passes through the opposite side of the coupling picce, and is
there connected to one end of a rock lever mounted outside the pipe; the other end
of this rock lever connects with a rod, which passes at right angles through the
tube, a sleeve being formed in the tube to permit of its passing through without
leaving openings for the admission of air to the tube. Within this sleeve is a coiled
spring, which is so connected with the rod as to cause it to tip the rock lever and
seat the valve. This rod carries at its free end a cam lever, which is intended to
lift the rod against the pressure of the coiled spring, and thereby retain it in its
open position. This cam lever overlies a nipple projection carried by a finger,
which is an extension of the scarf joint tube intended to be coupled up. As each
coupling piece in the train is of precisely similar construction this description will
equally apply to the two parts of every joint in the train pipes. When two ends
are to be coupled up the scarf faces are brought together, and the finger of each

page_text: piece will be thrust under the cam lever of the other, the nipple projection forming
an obstruction to the withdrawal of the parts, but yielding to an undue strain,
such as that which will occur on the disruption of a train.
When it is desired to remove a carriago it will only be necessary to raise the cam.
levers out of contact with the fingers.
When this movement of the levers takes place the lifting action of the cam will
cease, and the rod yielding to the pressure of the coiled spring will through the
rock lever force the valve to its seat and close the opening in the scarf joint.
To prevent this valve from opening under the exhaustion of the tube the valve
spindle is fitted with a diaphragm of india-rubber, somewhat larger in diameter
than the valve. The edges of this diaphragm may be gripped between a cover and
the lips of a circular opening made in the tube to receive the cover. By fitting the
spindle loosely to this cover air will be free to enter to the back of the india rubber
diaphragm, and thus a counter action to the suction on the valve will be
provided

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Frederick William Eames in the Great Seal Patent Office on the
10th September 1881.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer.
'IMPROVEMENTS IN PNEUMATIC BRAKE APPARATUS FOR RAILWAYS."
This Invention relates, firstly, to an improvement on the pneumatic brake
apparatus described in the Specification of a Patent granted to me January
Twentieth, One thousand eight hundred and seventy nine, No. 225; the object
being to ensure the efficient action of the automatic brake.
In this apparatus a peculiar arrangement of duplex valve is employed in con-
nection with two systems of vacuum brake pipes for bringing the pneumatic levers
into communication with the vacuum reservoirs on the breaking up of a train, and
thereby applying the brakes automatically.
The efficient action of this arrangement requires that the ordinary brake pipes
should remain air-tight. To provide against the accidental rupture in the line of
the ordinary brake pipes affecting the action of the antomatic brake apparatus, I
connect the pneumatic lever through a supplementary valve-box with the duplex
• valve-box which is in connection with the vacuum reservoir, and. I also connect
the pneumatic lever through this same valve box with the ordinary brake pipe.
This arrangement is illustrated at Fig. 1, Sheet I of the Drawings, in which A
is the duplex valve-box, shewn in vertical section the better to explain its con-
struction and fittings. A' is the flexible diaphragm carrying a hollow stem, which
is closed at top by a poppet valve a, and carries an inverted poppet valve a', which
opens and cuts off communication between the vacuum reservoir and the pneumatic
lever. a is a poppet valve seated in the bottom of the valve box A, and held
down to its seat by the stem of the flexible diaphragm. B is the ordinary working
train pipe connected as usual with the ejector (which is not shewn in the Figure).
B is the automatic train pipe, connected with the top of the duplex valve-box.
C is the vacuum reservoir connected by a pipe C*, with the duplex valve-box
below the diaphragm A'. D is the pneumatic lever connected through the
supplementary valve box E, with the duplex valve-box A by means of the pipes
DI and D².
This valve-box which is shewn in section, also connects by means of a pipe D*
with the ordinary train pipe B.
The valve-box E is divided into three chambers by means or two cross partitions
e, e', which are each formed with a valve seat. The central chamber is in com-
munication with the pneumatic lever through the pipe D³, and the other chambers
connects with the duplex valve-box, and with the ordinary brake pipe by the pipes
D' and D³ respectively. In the valve box E I fit a double check valve El, the
opposite ends of which close alternately the openings in the partitions e, e', and 4
thus bring one or other of the end chambers as required into communication with
the central chamber. A spring e³ serves to retain the valve in such a position as to
keep open the communication between the ordinary brake pipe B and the pneumatic
lever D. When however the automatic system is put into action, the valve E¹ will
be lifted by the action of the vacuum of the reservoir, and at the same time the 4
connection of the ordinary brake pipe with the pneumatic lever will be cut off.
Thus the automatic brake apparatus will retain its efficiency notwithstanding any
rupture in the pipes of the ordinary system.
It should be remarked that the end chamber of the supplementary valve-box
which communicates with the duplex valve-box by the pipe D¹ has its opening into 5
that box below the inverted poppet valve a', and above the valve a² in the bottom
of the duplex valve-box. This latter valve I use to close an opening to the air, and
by its means air is admitted to the chambers of the valve-boxes, thereby forcing
down the valve E' and bringing the ordinary train pipe into communication with

page_text: the pneumatic lever for the purpose of taking off the brakes, the rise of this valve
being consequent on the exhaustion of the automatic brake pipe.
Another mode of preventing the rupture of the ordinary train pipe affecting the
automatic brake apparatus, is to substitute for the supplementary valve-box the
modification of the duplex valve-box shewn in Sheet II., Fig. 2 being a sectional
elevation, and Fig. 3 a plan view partly in section of the same.
In this arrange-
ment it will be seen that the duplex valve-box A is furnished with a second flexible
diaphragm A, which carries a stem terminating in a valve a³, in like manner to the
other flexible diaphragm A', which as already explained carries an inverted poppet
valve a¹. A central compartment is formed in this valve-box by two transverse
partitions, which are each furnished with valve seats. The valve a³ of the lower
diaphragm seats itself by rising up to the lower partition, and the valve a¹ of the
other diaphragm acts in a similar manner in connection with the upper partition.
The central compartment is in direct communication by the pipe D¹ with the
pneumatic lever D. The chamber formed by the upper partition and upper flexible
diaphragm is in communication with a vacuum reservoir C by the pipe C*, and
the spaces at the opposite ends of the duplex valve-box are permanently connected
together by a pipe A³. The upper end space also connects with the automatic brake
pipe B*, and the ordinary brake pipe B connects with the space immediately above
the second diaphragm and below the second partition, the opening in which is closed
by the rising of the valve a³.
While exhaustion is maintained in the automatic pipe B*, the upper valve a¹
will be closed, and the lower valve a³ opened as shewn in Fig. 2, which position of
the apparatus will permit of the ordinary brake pipe being used. Should however
air be admitted to the automatic pipe by the rupture of the pipe or otherwise, air
will pass into the duplex valve-box and reverse the position of the two valves, thus
cutting off all connection of the ordinary brake pipe with the pneumatic lever and
opening the pneumatic lever to the vacuum reservoir.
In order to prevent the loss of the vacuum in the reservoirs when the carriages
of a train are being uncoupled, I construct the coupling for the hose pipes in such
a manner that the act of uncoupling the train pipes shall ensure the sealing of the
exposed ends.
To prevent the creeping on of the brakes when the carriages are detached from
the engine I modify my duplex valve, through which communication is made'
between the vacuum reservoir and the pneumatic lever so as to allow of a
slight leakage which will be inappreciable however when the apparatus is
in use.
This I effect by fitting the poppet valve a which closes the hollow stem in the
duplex valve A with a light spring a* that will keep the valve a little off its seat,
and thereby tend to maintain the equilibrium between the automatic pipe and the
vacuum reservoir.
In order further to facilitate the breaking up and the re-making of a train
fitted with the automatic brake apparatus I provide each pneumatic lever with a
valve for admitting air thereto. This is shewn at d in Sheet I. The whole series.
of valves d I operate by cords (running longitudinally of the train) or otherwise,
so as to release the brakes by means independent of that provided for the working
of the brake apparatus.
In Sheet II. Fig. 4 is a longitudinal section of two end couplings connected,
together; Fig. 5 is a plan view of the same, and Fig. 6 is a cross section taken in
the line 1, 2, of Fig. 4. In these Figures it will be seen that the hose termi-
nations F, F, are bell-shaped and fitted with elastic gaskets f. f, which constituto.
elastic contact surfaces.
3
Within each bell mouth a poppet valve fl is fitted for closing the pipe, the
same being mounted upon the pendent end of a bell crank lever f³ pivotted in the
upper part of the bell. The horizontal arm of this lever overlies a cam shaft ƒ³
which has its bearings in the upper part of the bell. External of the coupling F
the cam shaft carries a lever f' for rocking it and bringing the cam into action

page_text: upon the bell crank lever. The result of this movement is to unseat the valve
and hold it off its seat against the pressure of a light spring f³. The tail of the
lever f of one hose pipe termination engages with studs on the adjacent hose pipe
termination in the act of coupling up, and with the aid of tangential lugs or pro-
jections fo on the lower edge of the bell mouths I effect the locking of the hose
couplings. To disengage the couplings I unship the levers from the stud pins, and
at the same time withdraw the acting surface of the cams from contact with the
bell crank levers.
This leaves the poppet valves f¹ free to seat themselves by the action of the
springs assisted by the pressure of the air as the couplings are disengaged, and
thus the train pipes will be automatically sealed.
Another arrangement for ensuring the sealing of the pipes when the carriages
are intentionally detached from each other, and their remaining open to the air
when an accidental disruption takes place is shewn in the longitudinal section,
Fig. 6, Sheet III.
The tubular coupling pieces are so shaped at their ends that when brought
together they will form a slanting or scarf joint. In the face of each coupling
piece, (one of which is shewn detached at Fig. 6b) is a circular opening f" sur-
rounded by an elastic lip of india rubber 8, which will ensure an air-tight joint
when the parts are forced together, as shown in the Figure. The opening f' is
faced on its inner edge to form a seat for a valve fº, which is carried by a spindle f10
that stands at right angles to the face of the hollow coupling piece. This spindle
passes through the opposite side of the coupling piece, and is there connected to
one end of a rock lever f" mounted outside the pipe. The other end of this rock
lever connects with a rod f which passes at right angles through the coupling, a
sleeve ₤13 being formed in the coupling to permit of the rod passing through
without leaving openings for the admission of air to the coupling. Within this
sleeve is a coiled spring f" which is so connected with the rod as to give it a
tendency to tip the rock lever and seat the valve fº. The rod f" has pivotted to
its free end a cam lever f15 which is intended to lift the rod against the pressure
of the coiled spring f", and thereby retain it in its open position. This cam lever
overlies & nipple projection carried by a fork f", which is an extension of the
scarf joint tube intended to be coupled up. As each coupling piece in the train is
of precisely similar construction, this discription will equally apply to the two
parts of every joint in the train pipes. When two ends are to be coupled up the
scarf faces are brought together, and the fork f1 of each piece will be thrust under
the cam lever of the other, the nipple projection forming an obstruction to the
withdrawal of the parts. The cam levers fi will however be free to yield to an
undue strain such as that which will occur on the disruption of a train.
When it is desired to remove a carriage it will only be necessary to raise the cam
levers out of contact with the fingers, and on this movement of the levers taking
place the rod f" will yield to the pressure of the coiled spring, and through the
rock lever force the valve fº to its seat and close the opening in the scarf joint, as
shewn in Fig. 6³.
To prevent this valve from opening under the exhaustion of the tube the valve
spindle is fitted with a diaphragm f" of india rubber somewhat larger in
diameter than the valve ƒ³. The edge of this diaphragm is gripped between a
cover ₤18 and the lips of a circular opening made in the coupling to receive the
cover.
By fitting the spindle loosely to this cover air will be free to 'enter to the back
of the india rubber diaphragm, and thus a counter action to the suction on the
valve will be provided.
The Invention relates, secondly, to a novel arrangement of parts for transmitting
the motion from the pneumatic levers to the brake blocks. Fig. 7, Sheet III.,
shews this arrangement in side elevation as applied to the wheels on one side of a
carriage, where G, G, are the brake blocks, and D is one of a pair of pneumatic levers.
The brake blocks I arrange in pairs, two pairs for each pair of wheels, and these

page_text: I suspend by means of links g from the under frame of the carriage as usual. The
brake blocks it should be stated are connected together in pairs by transverse
trussed bars, and the two bars for each pair of wheels are connected through
rods g¹ to a vertical rock lever 92, the pins which couple these rods to the lever being
at different levels. By the rocking of these levers g² the two pairs of brake blocks
with which they are respectively connected are simultaneously advanced to grip
their wheels, or are withdrawn 'therefrom, as the case may be. The two pairs of
wheels of a carriage being similarly provided with brake blocks, as is clearly shewn
in Fig. 7, I use the same pneumatic levers to act upon all the brake blocks of the
carriage simultaneously. To this end I connect the rock levers 9 through thrust
rods gs with the joints of toggle levers g'. The pendent ends of these toggle levers
are connected, the one to a link g³ pendent from the carriage framing, and the other
to a cross bar underlying the pair of pneumatic levers D. Attached to the opposite
As therefore
ends of this cross bar are the pendent rods of the pneumatic levers.
these levers are operated they will lift the bar, straighten the toggle levers, and
through the thrust rods g³ cause the rock levers g² to put on the brakes. This
arrangement admits of brake apparatus being kept close underneath the carriage
framing, and clear of any obstruction in the road.
In order to adjust the brake blocks to their work and compensate for their wear
I connect the rock lever g² to the thrust-rod by a pair of pawls, which take into
ratchet teeth on the thrust rod, and allow of the rod on its return motion moving
independently.of the lever, and thus permit of its taking up a new position in
relation thereto. This is illustrated in the enlarged views of the brake apparatus
represented in Sheet IV., in partial side elevation at Fig. 8, and in plan view at
Fig. 9; the rock lever g² it will be seen carries at its upper end an antifriction
roller, upon which the inner end of the thrust rod bears, that rod being retained
in its position by lying between the side plates of which the rock lever is composed.
On the upper side of the thrust rod ratchet teeth are formed, into which takes a
pair of pawls pivotted to the upper end of the rock lever. By this mode of
coupling the parts together the thrust rod will as the brake blocks wear away
virtually lengthen by bringing up a fresh tooth to the pawl, and the slack by this
means will be taken up. To permit of this action of the thrust rod it will be
requisite to limit the back motion of the rock lever. This I effect by extending
one of the rods g' which couple one of the transverse brake block bars with the
rock lever g, and forming on the extension piece a rack to receive a pawl for coupling
it with the brake block cross bar g*. On the underside of this bar is a forked
guide go, which is intended to carry the free end of the rod g¹. Embraced by the
fork is a hollow block ge (see the detached view, Fig. 10), which is furnished with
a weighted pawl g' for taking into the ratchet teeth on the rod g¹. The rod is
passed through the forked guide and block, and is retained by the pawl g' entering
its ratchet teeth. The traverse motion of the block in the guide gb will be short
or just sufficient to permit of the brake blocks falling back clear of the wheels, at
which time the pawl engaging with the ratchet toothed rack will ensure its block
moving with the connecting rod.
To give the brake blocks a tendency to fall apart, a coiled spring g³ is interposed
between the guide g* and a collar on the rod g¹.
It will now be understood that when the back movement of the block g° is
As the brake
arrested, the return motion of the brake block lever g² will cease.
blocks wear away it is requisite to increase the movement of the brake block lever
in proportion to such wear. To provide against this inconvenience the connecting
rod carrying the rack will as the brake blocks are thrust home bring a fresh tooth
under the pawl of the sliding block, and thereby restore the relative position of the
parts, the change of which was due to the wearing away of the brake blocks.
This system of compensation it should be remarked is applicable to other
arrangements of brakes than that above roferred to.
The Invention relates thirdly to a modification of the ejector which is employed
for maintaining a vacuum in the reservoir and exhausting the train pipes.

page_text: In the Specification of my Patent dated February Nineteenth, One thousand eight
hundred and eighty, No. 743, I described a novel form of ejector which stood up
vertically and was connected with vertical terminations of the train pipes. The
disc valve which controlled these pipes and also brought into connection the
automatic pipe with the diaphragm that controlled the steam valve worked
between two horizontal faces, and received an axial motion from a handle which
projected from its periphery; I now propose to rearrange the parts, and thereby to
simplify the construction of the ejector.
In Sheet V. Fig. 11 is a front view, Fig. 12 a plan view, and Fig. 13 an end
view of the improved ejector; Fig. 14, Sheet VI., shews the ejector in front view
partly in section with the cover and disc valve removed, the better to explain the
arrangement of the parts through which the train pipes are connected with the
ejector steam pipes and with the air, and Fig. 15 is a transverse vertical section
through the line 1, 2, of Fig. 14.
In these Figures A is the ejector case cast with a flange at back, by which it is
secured through nuts and bolts with the boiler of the engine; B is the ordinary
train pipe, and B* the automatic pipe made fast to and pendent from the case A;
C is the main ejector steam pipe, and C* a smaller ejector steam pipe, both being
secured to the case A and leading into the smoke box of the locomotive.
These pipes C, C*, are shewn in section in the detached view, Fig. 16, which
represents the former as fitted with a cone for producing an annular jet, and the
latter with a nipple for producing a central jet. Steam is supplied to these pipes
from the boiler by a steam pipe D, which pipe is fitted with a valve d for cutting
off the steam from the main ejector pipe C when that pipe is not required to be
used. The action of this valve is controlled by a lever d' which holds the valve
to its seat, but which by reason of its connection with a flexible diaphragm e in a
diaphragm box E attached to the case A is caused to release the valve when the
main ejector pipe is to be brought into use.
The ejector I set horizontally, and within it parallel with the ejector pipes I
mount the disc valve F in a vertical plane.
To avoid the necessity for grinding both faces of this disc valve as heretofore,
I now cause it to connect by one face only with the train pipes and the diaphragm
box E.
3
For this purpose I construct it as shewn in the detached views, Figures 17 and 18,
Fig. 17 being a face view of the valve, and Fig. 18 a back view of the same; F¹ is 3
the hand lever for working the disc valve, on the spindle of which is keyod an
arm F connected with the band lever by means of a rod F³.
G is the seat for the disc valve, and in it three ports are formed, the port b being
in communication with the train pipe B, the port 6* being in communication with
the automatic pipe B*, and the port c being in communication with the ejector pipe C. 4
The disc valve F is furnished with two ports so arranged as to cover the ports in
the valve seat; the port f is a through port, and serves to admit air through an
opening in the cover of the case A to either of the train pipes as desired through
their respective ports b, b*, and the port f¹ is a covered port serving to bring into
connection the main ejector pipe C with either of the pipes B, B*, through the 4
port c. In the centre of the valve face a shallow chamber f³ is formed, corre-
sponding with a similar chamber g in the valve seat, which chamber by means of a
radial channel g¹ is in permanent communication with the port 6*.
Leading radially from the central chamber f³ of the valve is a channel f',
terminating in a short cross channel. At the same distance from the centre of the 5
valve as this cross channel is a segment-shaped channel f5 communicating with the
back of the valve by a hole fƒ, and on the opposite side of the channel f' is a
hole f', extending through to the back of the valve.
By reference to Fig. 17 it will be seen that a circle described
the valve and cutting the centre of the hole f" will cut also
the channel and through the centre of the channel f³.
arrangement will be presently understood.
from the centre of
through the head of 5
The object of this

page_text: In the valve seat a hole g* is made at a distance from the centre of the valve
seat corresponding to the distance between the holes f, and f" in the valve. This
hole g (see Fig. 14) communicates by a pipe g³ with the diaphragm box E above
the diaphragm e.
By means of these passages in the valve and valve seat the upper chamber of
the diaphragm box is brought into connection with the port 6* and thus at
pleasure a vacuum is produced therein or air is admitted thereto.
•
Pendent from this diaphragm is a stirrup e', through which the end of the rock
lever projects, the other end of the lever overlying, as before stated, the stem
of the valve d.
When a vacuum is formed above the diaphragm e the stirrup e¹ will be caused to
lift the lever d' and hold down the valve d, but so soon as this vacuum is destroyed
the pressure of the steam will lift the valve, and thus open communication between
the steam pipe and the main ejector pipe.
These changes in the condition of the valve-box are effected by turning the disc
valve F, and bringing the hole g* into communication with either the channel fª,
which may be termed the exhaust channel, or with the channel f³ or opening ƒ",
which will put the diaphragm box in communication with the air.
There are five positions which the disc valve F will assume in working the
ejector, and these I have illustrated by five diagrams in Sheet VI. The valve seat
being drawn in full lines and the valve in dotted lines.
Fig. 19 is the normal position of the valve, the brakes being off and the vacuum
reservoirs and automatic pipe exhausted, such exhaustion being maintained by the
small ejector.
In this position the valve has opened communication between the automatio
pipe B and the diaphragm box, consequently the diaphragm is raised and the
lever d holds down the steam valve d, and cuts off the steam from the main
ejector pipe C. In order to put on the brakes the engine driver moves the disc
valve to the position of Fig. 20, by which means air is admitted by the opening fo
and channel fs to the hole g*, and thence by the pipe g² to the diaphragm box E.
This causes the depression of the diaphragm, releases the valve & from the
pressure of the rock lever d', and allows steam to rush into the ejector pipe C.
The same movement of the disc valve will have caused its port f¹ to connect the
ports c and b with each other, and the action of the main ejector will therefore be
to exhaust the train pipe B and apply the brakes.
Should it be necessary to supplement the action of the pipe by the automatic
pipe B, the engine driver will move round the disc valve to the position of Fig. 21,
when air will still be maintained in the diaphragm box for the purpose of keeping
up the supply of steam to the main ejector, and air will be admitted through the
open part to the automatic pipe B. This admission of air to the pipe B* will
set the duplex valve apparatus (Sheet I.) in action and thereby bring the vacuum
reservoirs and pneumatic levers of the brake apparatus into communication with
each other. From this a prompt action of the brakes will result such as is required
in an emergency.
To release the brakes the engine driver shifts the disc valve in the reverse
direction or to the position shewn at Fig. 22, when air is admitted to the pipe B
through the open port fand vacuum is restored to the diaphragm box E. If it is
desired to recover rapidly the vacuum in the vacuum pipes B and reservoirs of
the train, the driver shifts the disc valve to the position of Fig. 23. This move-
ment again admits air to the diaphragm box, but now by the hole f" which comes
into communication with the hole in the valve seat. The lever is by this
means released from holding down the valve d, and this valve rising under the
pressure of the steam permits the main ejector pipe to act; the same movement
of the disc valve F brings the automatic pipe B into connection with the
main ejector pipe and thus vacuum is quickly restored through that pipe to
the vacuum reservoir,
In order to reduce the back pressure on the ejector valve to a minimum I reduce

page_text: the diameter of the pipes which connect the train pipes with the disc valve seat,
and am thus enabled to diminish the size of the ports; and to remedy the disad-
vantage which this reduction of the ports and pipes will occasion in respect of the
admission of air to the brake pipes, I provide, say, at the junction of the ordinary
brake pipe with the coupling pipe an air valve opening outwards, and held to its 5
seat by means of a diaphragm on the opposite side of the pipe, through which
diaphragm the exhaust will take place. Fig. 24, Sheet V., shews in vertical section
this arrangement for admitting air to the ordinary train pipe, that pipe being also
shewn as connected by a small coupling pipe with the ejector; H is the diaphragm
valve-box attached to the pipe B, and his the flexible diaphragm fitted with a 1
stem h¹ made hollow for a portion of its length, and through which the exhaust
takes place. This stem carries a valve h³ which closes an opening in the bottom of
the case.
The top of this stem ¹ forms the sheet for a poppet valve h³ above the diaphragm.
When exhaustion takes place the poppet valve will rise from its seat and allow the 1
air in the train pipe to flow to the ejector. To release the brakes it is only
necessary to admit air above the diaphragm which will then be forced down,
driving before it the valve h³. Air will then enter through the bottom of the
box H, pass into the pipe B, and instantly release the brakes. I provide a similar
arrangement for the automatic pipe B* for admitting air thereto when the brakes 2
are to be applied by the automatic system. This will quicken their application by
admitting air directly to the pipe B* instead of passing it to that pipe through the
ejector valve.
Having now set forth the nature of my Invention of "Improvements in Pneumatic
Brake Apparatus for Railways," and explained the manner of carrying the same 2
into effect, I wish it to be understood that under the above in part recited Letters
Patent I claim,―
First. The means described with reference to Figures 1, 2, and 3 of the Drawings
for preventing the efficient action of the automatic brake pipe being affected by the
rupture of the ordinary train pipe, and thereby ensuring for railway trains an
efficient supplementary brake power.
.
Second. The means described for preventing the creeping-on of the brakes.
Third. The arrangement described with reference to Figures 4, 5, 6, 6ª, and 6b,
for closing the valves of the hose terminations or pipe couplings preparatory to the
detachment of the couplings, and thereby preventing the loss of vacuum in the 3
reservoirs of the train on the separation of the carriages.
Fourth. The arrangement of parts above; described for transmitting the motion
from the pneumatic levers to the brake blocks, whereby the brake apparatus is
kept close underneath the carriage framing and the wear of the brake blocks is
compensated for automatically.
Fifth. The modified arrangement of ejector with single valve seat for the disc
valve as described with reference to Sheets V. and VI. of the Drawings.
Lastly. The use of the air valve described with reference to Fig. 24, by means of
which I am enabled to reduce the size of the ejector apparatus without retarding
the release of the brakes.
In witness whereof, I, the said Frederick William. Eames, have hereunto
set my hand and seal, the Seventh day of September, in the year of our
Lord One thousand eight hundred and eighty one.