IMPROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS."
Year: 1879

page_text: LETTERS PATENT to Frederick William Eames, of Leeds, in the County of
York, Engineer, for the Invention of "IMPROVED APPARATUS FOR WORKING
VACUUM BRAKES FOR RAILWAYS."
PROVISIONAL SPECIFICATION left by the said Frederick William Eames at
the Office of the Commissioners of Patents on the 20th January 1879.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer. “IM-
PROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS."
This Invention relates to an improvement on the automatic break apparatus for
which I applied for Letters Patent, October 19th, 1878, No. 4172.
According to that Invention I fitted the train with a continuous tube, which was
connected with a vacuum chamber under each carriage of the train, and with an air
ejector or exhauster on the engine, and in communication with this tube was a
series of pneumatic levers fitted with break blocks. An interposed valve arrange-
ment of peculiar construction permitted of the ejector when in action throwing the
vacuum chamber and the pneumatic lever into communication for the purpose of
operating the latter, and the further operation of the ejector was to maintain the
pneumatic levers in action. I now propose in addition to this continuous tube, which
I will call B, to employ a second tube of similar construction, which I will call A.
This tube A I bring into communication with the same vacuum chambers and pneu-
matic levers, its connection therewith being controlled by a novel arrangement of
valvular apparatus. The tube AI connect with a small air ejector fitted to the engine,
and which, by means of a steam jet passing constantly through it, I keep in con-
tinuous action for the purpose of maintaining a vacuum in the vacuum chambers,
which vacuum represents a stored power for setting the breaks in action on an
emergency. Under ordinary circumstances the more powerful air ejector, which is
under the control of the engine driver, will be relied on to apply the breaks. This it
will do by exhausting the first named continuous tube B and the flexible air vessels
of the pneumatic levers in connection with such tube. I will now explain the means
by which the two ejectors are brought into communication with the vacuum chambers
and with the pneumatic lever apparatus for the purpose of working the break

page_text: either automatically or through the action of the engine driver :-Mounted upon
the engine are two pipes, each communicating with one of the continuous tubes
A, B, of the train. These two pipes are connected together at their upper ends, and
their connection is cut off by means of a valve under the control of the engine
driver. When this valve is opened both pipes, (and consequently the tubes A, B,
and the vacuum chambers,) will be exhausted by the principal ejector. When how-
ever air is admitted into the pipe in direct connection with this ejector, which will
take place when the breaks are required to be thrown out of action, air must not be
admitted into the pipe communicating with the small ejector. To prevent this a
poppet valve is fitted in the small ejector pipe above the point of connection with
the small ejector. When the large ejector is at work the poppet valve will rise, and
will permit of the exhaustion taking place or being maintained by its means in the
tube A. and in the vacuum chambers. So soon however as the largo ejector is thrown
out of action the small supplementary ejector will serve to maintain the vacuum in
the vacuum chambers and the tube A.
Connected with the continuous tube A under each carriage is a valve box in
communication with an adjacent vacuum chamber, and this valve box connects at
its lower end with the flexible vessel of the pneumatic lever or break arrangement.
Fitted to the upper part of this box and immediately below the opening from the
tube A is a flexible diaphragm fitted with a hollow rod, which is flanged at its
upper end to form a valve seat. This hollow rod forms a communication by lateral
passages with the spaces above and below the diaphragm, and opening into the
space below the diaphragm is a vacuum chamber. This space is closed at bottom
by a partition in the valve box, which forms a seat for an inverted poppet valve
carried by the hollow rod. The opening in this partition is made sufficiently large
to receive wings projecting from the rod, which form between them passages for the
exhausted air when the valve is open. Fitted into the upper end of this hollow
rod is a winged valve stem carrying a valve for closing the central opening in the
hollow rod. Supposing now an exhaust to take place in the tube A, the valve
seated on the flange of the hollow rod will rise, and the air below the flexible dia-
phragm will pass upward until the exhaustion in the vacuum chamber is complete.
The effect of this will be to provide a source of power, as before mentioned, to
throw on the breaks automatically immediately on air being admitted into the
tube A, whether by the accidental severance of the tube or by the engine driver or
guard. The way in which this is effected is as follows:-Below the partition of the
valve box upon which the pendent poppet valve is seated is a second partition, upon
which rests a second poppet valve that closes an opening leading to the flexible
vessel of the pneumatic lever apparatus. Immediately on air being admitted into
the tube A the open valve mounted in the hollow rod of the flexible diaphragm will
drop onto its seat, thus closing the connection between the tube A and the interior
of the valve box. The diaphragm will now fall, carrying with it the hollow
rod and its pendent poppet valvo. An opening will thus be established between
the vacuum chamber and the space immediately above the second poppet valve,
the effect of which will be to lift that valve and exhaust the flexible vessel
of the break apparatus, and thereby to put the breaks in action. The duty
of the engine driver will then be to second this automatic action by applying
his ejector, and thereby re-enforcing the exhausting action of the vacuum chamber.
It will be understood that the same action takes place simultaneously under every
carriage throughout the train. To take off the breaks it will only be necessary for
the engine driver to admit air to the continuous tube B. Instead of relying on the
engine driver to apply steam to the ejector on the admission of air to the tube A, it
may be convenient to work the steam cock automatically by means of pneumatic
apparatus in communication with the tube A. This apparatus consists of a flexible
vessel similar to that used for applying the breaks. The rod attached to the flexible
diaphragm is in this case acted upon by a coiled spring to propel it in an opposite
direction to that in which the vacuum acts. This rod being suitably connected with
a hand lever, which operates the steam cock immediately the counteracting force of

page_text: the vacuum in the tube A is destroyed, will under the propelling force of the coiled
spring turn on the steam and set the main ejector in action. The outward move-
ment of this rod may also be applied to set a steam whistle or other alarum in
action for the purpose of calling the attention of the engine driver to the breaks.
In order to provide against a defective hose coupling in the continuous air tubo
I provide in the end of each section of rigid tube a cut off valve, which is held off
its seat by a cam lever pivotted to the outer end of the valve spindle, and bearing
on the end of the tube. The stem of this valve is provided with a cushioned disc,
which when the valve is open hears against the inner face of the closed end of the
tube, and acts the part of a stuffing box to the valve spindle while the valve is open.
By tripping the cam lever the valve will fall onto its seat and close the end of the
pipe, thus cutting off the defective portion of the break apparatus. A similar con-
trivance may be applied to the outlet of each of the flexible vessels and for the
like purpose, the cam levers being actuated by an inspector when the train is
stationary.
As a further improvement upon the vacuum break above referred to in which a
single continuous vacuum tube is used, I propose to make the vacuum chamber in
the guard's van of large capacity, and to exhaust it not merely through the ejector,
but by means of an air pump which may be worked by an excentric driven by
friction gear actuated by the running wheels of the carriage. When a disconnection
of the train occurs or the vacuum is failing, a check valve will be provided to pre-
vent the admission of air into the vacuum chamber when the breaks are thrown out
of action. In order that the brakes may be applied on the derailment of a carriage
an inlet valve may be provided in the tube A of each carriage, with a pendent rod
extending down nearly to the rail. On this rod striking any obstacle its valve will be
lifted, and nir being thus admitted to the tube A the breaks will be instantly applied.
It should be remarked that the sections of the tubes at their coupling ends are
fitted with snap valves, as described in the Specification of Henry Edward Newton's
Patent, dated October 18th, 1877, No. 3861, but to provide for the admission of air
into the tube A on the severance of the train I provide the coupling with a catch
which will retain the valve, and thus when the train is severed air will enter the
tube A and apply the breaks.
In order to shew to the engine driver the degree of exhaustion in the two tubes
A and B, I provide a compound Bourdon gauge with two index hands and two
scales upon the same dial. These index hands will be worked by sector racks
operated by the motions of the gauge tubes with which they are respectively con-
nected, and which form virtually terminations to their respective vacuum tubes
A, B. Thus the motion of the two hands over their respective graduations on
the same dial will shew at a glance the state of exhaustion in the two vacuum
tubes. The form of this gauge admits of various modifications. Thus the two index
hands may turn on a common centre, and be acted upon through racks and pinions
by gauge tubes placed side by side. In this case one scale will serve for both index
bands. I can also use a single gauge, which may be alternately put into communi-
cation with tubes A and B by a double ended self acting check valve or its equivalent
at the point of junction of the tubes.

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
19th July 1879.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer. "IM-
PROVED APPARATUS FOR WORKING VACUUM BRAKES FOR RAILWAYS."
This Invention relates to improvements on the automatic brake apparatus for
which I have obtained Letters Patent, bearing date October Nineteenth, One thousand
eight hundred and seventy eight, No. 4172.
According to that Invention I fitted the train with a continuous tube, which was
connected with a vacuum chamber under each carriage of the train, and with an air
ejector or exhauster on the engine, and in communication with this tube was a
series of pneumatic levers fitted with brake blocks. An interposed valve arrange-
ment of peculiar construction permitted of the ejector when in action throwing the
vacuum chamber and the pneumatic lever into communication for the purpose of
operating the latter, and the further operation of the ejector was to maintain the
pneumatic levers in action.
I now proposo in addition to this continuous tube to employ a second tube of
similar construction, which I bring into communication with the same vacuum
chambers and pneumatic levers, its connection therewith being controlled by a novel
arrangement of valvular apparatus.
This second tube I connect with a small air ejector fitted to the engine, and this
ejector by means of a steam jet passing constantly through it I keep in continuous
action for the purpose of maintaining a vacuum in the vacuum chambers, which
vacuum represents a stored power for setting the brakes in action on emergency.
In Sheet I., Fig. 1 shews in plan view this modified arrangement of brake appa-
ratus, and Fig. 2 is a side view of the same. The second vaccuum pipe is marked
B*, its connection with the vacuum chambers and pneumatic levers being controlled
by a special arrangement of valvular apparatus C.
Before describing this apparatus I will explain the connection of the pipe B* with
the supplementary air ejector, referring to the illustrative Figures in Sheet II.,
where Fig. 3 is a side elevation of the two ejectors partly in section, shewing their
connection with the two pipes B and B*, the ejector A being in connection with
the pipes B and B, and the ejector A* being in connection with the pipe B only.
Fig. 4 is a front elevation, and Fig. 5 a plan view of the same, the mode of
connecting the pipes with the air ejector A being precisely the same as that described
in the Patent above referred to. Below the level of the sliding piston valve 6* the
pipe B* turns into a valve box 1, which is fitted with a stop valve 2, the dropping
of which onto its seat will prevent any air admitted into the pipe B passing down
along the pipe B. Below the stop valve 2 the air ejector A" communicates with
the pipe B, and by its continuous action a vacuum is maintained in the pipe B*.
The construction of this air ejector A* is precisely similar to that of the ejector A,
the parts being much smaller, as a comparatively feeble action is required from this
exhauster.
Below the point of connection of the pipe B* with the air ejector A* the pipo is
fitted with a valve 2*) see Figures 3 and 4) for admitting air thereto when the
brake apparatus is required to be thrown into action. This valve is worked by the
engine driver, who pressing on the handle of the valve.lever will raise the valve
from its seat.
--
Under ordinary circumstances it will be understood that the more powerful air
ejector A, which is under the control of the engine driver, will be relied on to apply
the brakes. This it will do by exhausting the continuous tubo B and the flexible
air vessels of the pneumatic levers in connection with such tube.
I will now explain the means by which the two ejectors are brought into com-
munication through their respective pipes B and B* with the vacuum chambers and

page_text: with the pneumatic lever apparatus for the purpose of working the brakes either
automatically or through the action of the engine driver.
Fig. 6, Sheet I., is an outside view of the valve C, and Fig. 7 is a vertical section
of the same, shewing its connections with the pipes B and B*, also with the vacuum
chambers D, D, and flexible vessels E, E.
The valve box C connects at its lower end by the pipe 3 with the flexible vessel.
of the pneumatic lever or brake arrangement through the pipe B. Fitted to the
upper part of the valve box C, and immediately below the opening of the tube
leading from the tube B*, is a flexible diaphragm 4, to which is attached a hollow
rod 5 furnished with a flange at its upper end, which flange forms a valve sent.
This hollow rod forms a communication by lateral passages 6 with the spaces above
and below the diaphragm, and opening into the space below the diaphragm is a
pipe 7 leading from one of the vacuum chambers D. This space is closed at the
bottom by a partition in the valve box, which forms a seat for an inverted poppet
valve 8 carried by the hollow rod 5. The opening in this partition is made suffi-
ciently large to receive wings projecting from the rod, which form between them
passages for the exhausted air when the valve 8 is open. Fitted into the upper end
of this hollow rod is a winged valve stem carrying a valve 9 for closing the central
opening in the hollow rod. Supposing now an exhaust to take place in the tube B*,
the valve 9 seated on the flange of the hollow rod will rise, and the air below the
flexible diaphragm 4 will pass upward until the exhaustion in the vacuum chamber
is complete. The effect of this will be to provide a source of power, as before men-
tioned, to throw on the brakes automatically immediately on air being admitted
into the tube B*, whether by the accidental severance of the tube or by the engine
driver or guard.
The way in which this is effected is as follows:-Below the partition of the valve
box upon which the pendant poppet valve is seated is a second partition upon
which rests a second poppet valve 10 that closes the opening leading to the flexible
vessel E of the pneumatic, lever apparatus. Immediately on air being admitted into
the tube B* the open valve mounted in the hollow rod of the flexible diaphragm will
drop onto its seat, thus closing the connection between the tube B* and the interior
of the valve box.
The diaphragm will now fall, carrying with it the hollow rod and its pendant
poppet valve 8.
An opening will thus be established between the vacuum chamber
and the space immediately above the poppet valve 10, the effect of which will be to
lift that valve and exhaust the flexible vessel of the brake apparatus through the
pipe B, and thereby to put the brakes in action. The duty of the engine driver will
then be to second this automatic action by applying the ejector A, and thereby rein-
forcing the exhausting action of the vacuum chamber.
It will be understood that the same action takes place simultaneously under every
carriage throughout the train. In order to take off the brakes it will only be
necessary for the engine driver to admit air to the continuous tube B.
To facilitate access to the interior of the valve box C it may be found desirable
to furnish the box with a detachable cover, as shown in Figures 8 and 9, Sheet I.
In this case the pipe B will have its connection with the valve box below the
cover, and the diaphragm 4, instead of being held in place between the box and
cover, will be held to an annular flange by a clamping ring. The cover is secured
in place by bolts and nuts, the bolts being hinged to the valve box, and passing
through slots made in the cover. Instead of relying on the engine driver to apply
steam to the ejector on the admission of air to the tube B* for the purpose of main-
taining the brakes in action, it may be convenient to work the steam cock of the
main ejector A by means of pneumatic apparatus in communication with the tube B*.
This apparatus is shewn in Sheet II., in Figures 3 and 5, and consists of a vessel
11 divided by a flexible diaphragm, and connected on one side with the vacuum
pipe A*.
In the Patent above referred to the hand
extension a (see Fig. 5). From this tail end
lever of the ejector A has a tail piece
projects a pin that enters and is free

page_text: to play within a slotted horizontal link b, which is jointed to the upper end of a
vertical rock lever. This lover receives through its shorter arm a tendency from a
coiled spring to pull upon the link, and thereby to open the valve of the main
ejector A. To prevent this action a spring latch 15 is provided, which serves to
lock the lever and hold it back against the drag or pressure of its spring. This
latch was drawn out of action by means of a cord running from end to end of the
train, but in order to release the lever automatically I now employ the following
contrivance:-
To the left hand side of the diaphragm 11 (see Fig 3) a rod 12 is attached, which
is acted upon by a coiled spring 13 to propel it in an opposite direction to that in
which the vacuum acts. To the rods is connected a lever 14, which serves to
operate the retaining latch 15, whereby the hand lever for turning on the steam to
the injector A, as above explained, is controlled. By this arrangement when air is
admitted to the tube A the spring 13 will be released from pressure, and by ex-
panding it will cause the lever 14 to throw the retaining latch 15 into action and
allow the steam cock to be turned on, as before explained. The outward move-
ment of the rod 12 may also be applied to set a steam whistle or other alarum
in action for the purpose of calling the attention of the engine driver to the
brakes.
In order to provide against a defective hose coupling in the continuous vacuum
or exhaust tube I fit on the end of each section of rigid tube a cut off valve, which
comes into action to close the end of the tube when this latter is exposed or when a
fracture of the pipe beyond this joint takes place.
In Sheet I., Fig. 2, this tube is shewn in place at Z, and detached on an enlarged
scale in Figures 13 and 14, Fig. 13 being an outside view of the valve box, and Fig.
14 a vertical section of the same. This cut off valve is held off its seat by a cam
lever 17 pivotted to the outer end of the valve spindle, and bearing on the top of
the valve case. The stem of this valve is provided with a cushioned disc 18, which
when the valve is open bears against the inner face of the closed end of the valve
box, and acts the part of a stuffing box to the valve spindle. By tripping the cam
lever the valve will fall onto its seats and close the end of the pipe, thus cutting off
the defective portion of the break apparatus. A similar contrivance may be applied
to the outlet of each of the flexiblo vessels E and for the like purpose, the cam levers
being operated by an inspection when the train is stationary.
In order that the brakes may be applied on the derailment of a carriage an
inlet valve may be provided in the tube B* of each carringe, with a pendent rod
extending down nearly to the rail. On this rod striking any obstacle its valve will
be lifted, and air being thus admitted to the tube B* the brake will be instantly
applied.
The flexible pieces of the sections of the vacuum pipes I connect together by
coupling pieces provided with snap valves, as shewn at Fig. 15, Sheet II. This
form of coupling is well known, and constitutes no part of this Invention; but in
order to render it effective for my purpose on the severing of a train, and to provide
for the admission of air to the pipe B, I fit the coupling with a catch 19 which will
hold the valve 20 open against the pressure of its closing spring, and allow air to
enter pipe B and destroy the vacuum and apply the brakes. When employing the
arrangement of vacuum pipes shewn in Sheet I., Figures 1 and 2, I find it necessary
to modify slightly the connection of the brake apparatus on the engine and tender
with the air exhauster in order that the brakes on the passenger carriages may come
into action before the brakes on the engine and tender. To this end I connect the
flexible vessels E, E, of the engine and tender directly with the vacuum pipe B, as
shewn in Sheet III. at Figures 16 and 17. This arrangement ensures that the air
admitted to the pipe B shall through the action of the valve apparatus C first put
on the carriage brakes, and in the act of doing this bring the pipe B into connection
with the vacuum chambers, whereby the brakes of the engine and tender will be
set in action.
-In order to shew to the engine driver the degree of exhaustion in the two tubes

page_text: B and Bº, I provide a compound Bourdon gauge with two index hands and two
scales upon the same dial, as shewn in Figures 10 and 11, Sheet II. These index
hands are worked by sector racks operated by the motions of the gauge tubes with
which they are respectively connected, and which form virtually terminations to
their respective vacuum tubes B and B. Thus the motion of the two hands over
their respective graduated scales on the same dial will shew at a glance the state of
exhaustion in the two vacuum tubes.
The form of this compound gauge admits of various medifications. Thus instead
of the two index hands moving on a common centre, as at Figures 10 and 11 (the
gauge tubes being placed side by side), the tubes may be arranged in opposition to
each other, and caused to act on their index hands so as to move them in opposito
directions. I can also use a single gauge, which may be alternately put into com-
munication with the tubes B and B by a double ended self acting check valve or
equivalent at the point of junction of the tubes. This arrangement is shown in
Sheet II. at Fig. 12, where 16 is the double ended self acting check valve working
in a branch pipe connected with the pipes B and B*.
Having now set forth the nature of my "Invention of "Improved Apparatus for
Working Vacuum Brakes for Railways," and explained the manner of carrying the
same into effect, I wish it to be understood that under the above in part recited
Letters Patent I claim,-
First. The use of a continuously acting ejector for maintaining a vacuum in the
vacuum chambers, for the purpose above described.
Second. The construction of the valvular apparatus, shewn at Figures 6, 7, 8, and
9 in Sheet I., for instantaneously applying the brakes.
Third. The means above described, or any mere modification thereof, for unlocking
the automatically acting steam valve of the main air ejector.
Fourth. In connection with the exhaust pipes B and B, an arrangement of
Bourdon gauge, acting substantially as described, for showing simultaneously the
degree of exhaustion in the two pipes.
Fifth. The means above described for ensuring the closing of the end sections of,
the vacuum pipe on the occurrence of a fracture or severance of such pipe.
Sixth. The means above described for ensuring the admission of air to the vacuum
pipe B on the accidental severance of the train.
In witness whereof, I, the said Frederick William Eames, have hereunto set
my hand and seal, the Sixteenth day of April, in the year of our Lord
One thousand eight hundred and seventy nine.
FREDERICK WILLIAM EAMES. (L.S.)