Year: 1888

page_text: "ate of Application, 4th Feb., 1888
Complete Specification Left, 19th Oct., 1888
Complete Specification Accepted, 23rd Nov., 1883
I FRANCIS WILLIAM WEBB, of Crewe, in the County of Chester, Mechanical
Engineer, do hereby declare the nature of the said invention to be as follows:-
.
My invention relates to and consists in a cock and ball valve apparatus having
passages which when connected up to the vacuum train pipe and with pipes leading
to the upper and lower sides of the sack, diaphragm, piston or other mechanism for
actuating the brakes, will by turning the cock to one position make the brake
apparatus right for the automatic or running position, and when turned into another
position will release the brakes, by allowing the air to enter to destroy the vacuum,
and when turned into another position will put the apparatus out of action or cut off
communication with the train pipe.
The casing for the cock has a junction for connection with the train pipe, and two
other junctions for pipes one to the upper and the other to the lower side of the
diaphragm, piston sack or its equivalent.
In the casing of the cock and in the junction for the pipe leading to one side
of the sack or vacuum chamber, a nipple is screwed in, that forms a seating for a
ball valve, which is placed to be free within a slot formed within the cone plug of the
cock, which has a più or other stop in it against which the ball can roll when it comes
away from its seating.
The cone plug of the cock is hollow, and has one port on the side towards the
train pipe, and two other ports for the pipes leading to the sack or diaphragm or its
equivalent.
The cone of the plug is held in its casing by a cover and screws, and there is an
helical spring between the underside of the cover and a shoulder on the plug to keep
it down air tight in its casing.
1600

page_text: COMPLETE SPECIFICATION.
Improvements in or Applicable to Automatic Vacuum Brakes.
I, FRANCIS WILLIAM WEBB of Crewe, in the County of Chester, Mechanical
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement:
My invention relates to and consists in a cock and ball valve apparatus having
passages which when connected up to the vacuum train pipe and with pipes leading to
the upper and lower sides of the sack, diaphragm, piston or other mechanism for
actuating the brakes, will by turning the cock to one position make the brake apparatus
right for the automatic or running position and when turned into another position will
release the brakes, by allowing the air to enter to destroy the vacuum, and when
turned into another position will put the apparatus out of action or cut off communication
with the train pipe.
The casing for the cock has a junction for connection with the train pipe, and two
other junctions for pipes one to the upper and the other to the lower side of the
diaphragmn, piston, sack or its equivalent.
In the casing of the cock and in the junction for the pipe leading to one side of the
sack and vacuum chamber, a nipple is screwed in, that forms a seating for a ball valve,
which is placed to be free within a slot or cavity formed within the cone plug of the
cock, which has a pin or other stop in it against which the ball can roll when it comes
away from its seating.
The cone plug of the cock is hollow, and has one port on the side towards the train
pipe, and two other ports for the pipes leading to the sack or diaphragm or its
equivalent.
The cone of the plug is held in its casing by a cover and screws, and there is an
helical spring between the underside of the cover and a shoulder on the plug to keep
it down air tight in its casing.
Fig. 1 is a longitudinal section through the casing of the cock in the line of the
passages in it and through the hollow cone plug which is shown in the position it
occupies when the brakes are held from the wheels.
In fig. 1 an outside view of a flanged bend a¹ is also shown attached to the casing
of the cock this bend forming the junctions for the two pipes or passages hereinafter
referred to.
Fig. 2 is a cross sectional elevation of the cock shown by fig. 1-the section is taken
through the casing of the cock and the hollow cone plug is shown in elevation.
Figs. 3, 4 and 5 are each cross sections of casing and cone plug of the cock and
at a right angle to the longitudinal axis of the cone plug-the section through the
casing in each case being through the port for the ball valve and the passage which
communicates with the train pipe.
In fig. 3 the cone plug is shown in the automatic or "running" position when the
brakes are held off the wheels, but with the ball valve against its seating as when the

page_text: brakes are applied, the ball valve being held against its seating only when the brakes
are to be operated.
In fig. 4 the cone plug is shown in a position in which it has removed the ball valve
from its seating as when the brakes are to be released from the wheels by admitting
the atmosphere into the vacuum chamber and to the corresponding side of the sack or
its.equivalent.
Fig. 5 shows the cone plug and ball valve in a position where the communication
between the train pipe and sack or equivalent apparatus and vacuum chamber is
cut off.
The casing a of the cock is connected with a branch from the train pipe which
passes under the vehicles, by a flange or other junction, 6 being the passage from the
train pipe and the casing is also connected by a flanged or other junction with two
pipes, one passage or pipe c leading to one side of the "sack or its equivalent and
the other passage or pipe d to the other side of the sack or its equivalent and to the
vacuum reservoir or chamber.
33
One passage in the casing a of the cock, has a nipple e screwed into it as shown the
inside of which forms the seating for the ball valve f which is placed in a cavity or
passage in the cone plug g.
When the ball valve fis away from its seating it can rest on the part y' and it is
prevented from moving too far away from its seating by the part g².
The ball can be inserted in the cavity formed for it in the plug g before it is inserted
in its casing a or after when inserted through the hole in the casing for the nipple e
before it is screwed into the casing.
The cone plugg has a port g³ to come opposite the passage b from the train pipe
and also a port to coine opposite to the passage à leading to the sack or its
equivalent.
The cone plug is ground to fit the casing a fluid tight and it is held pressed
sufficiently tight into the casing by an helical spring one end of which rests against
the shoulder on the cone plug (as shown) and the other end against the inner side of
the boss of a cover i secured to the casing a of the cock by bolts i².
There is a pin inserted in the spindle of the plug which can play in a slot or
notch cut out of the boss on the cover plate this pin and the notch acting to limit
the oscillatory movements of cone plug at its two extremes.
The dotted lines j figs. 3, 4 and 5 show the positions of the handle for actuating the
cone plug g in relation thereto and to the casing a.
When the Ejector or pump acts to form the partial vacuum in the train pipe, the
cone plug g being in the position shown by figs. 1, 2 and 3, the air is exhausted
through the passages b and c from one side of the sack or its equivalent, and through
the passage d from the other side of the sack or its equivalent and the vacuum
chamber or reservoir and thus the brakes are withdrawn from the wheels but when
the brakes are to be applied and air is admitted for the purpose or by the severance
of the train pipe to destroy the partial vacuum therein the ball valve ƒ moves to
and is held against its seating this prevents the vacuum or partial vacuum from
being destroyed on one side of the sack or its equivalent, but the atmospheric air
pressure is admitted freely through the passage to the other side of the sack or
its equivalent which thus acting through connections and levers forces the brake
blocks against the wheels.
The brakes are released when the vacuum or partial vacuum in the train pipe is
renewed, the mode of action herein described and the sack or equivalent mechanism
being well understood.
To shunt a vehicle which has been working in an automatic vacuum brake train
it is necessary to destroy the vacuum or partial vacuum in the vacuum chamber or
reservoir, and on that side of the sack or its equivalent communicating therewith
and this is effected by turning the cone plug g into the position shown by fig. 4
when the ball valve is thus removed from its seating and thus allows the air to
pass to the reservoir, or vacuum chamber and consequently to that side of the sack
or its equivalent communicating with the vacuum chamber.

page_text: In case the brake apparatus in any particular vehicle goes out of order or is not
required to work, the handle of the cock is then turned to bring the cone plug g
into the position shown in fig. 5 thereby cutting off the sack or its equivalent on
both sides, and reservoir or vacuum chamber from communication with the train
pipe, which thus disconnects the brake apparatus of this particular vehicle but allows
the brakes of the vehicles in front and behind it to be operated from the train pipe in
the ordinary manner.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what 1
claim is,
1. The combination of a cone plug and casing with a spring and cover plate sub-
stantially as and for the purpose hereinbefore described and illustrated by figs. 1 and 2
of the drawings.
2. The combination of a casing, cone plug, ball valve, and nipple seating in the
casing substantially as and for the purpose herein before described and illustrated by
figs. I and 2 of the drawings.
3. The combination and arrangement of cock and ball valve mechanism, with
vacuum brake apparatus substantially as and for the purpose hereinbefore described
and illustrated by the drawings.
Dated this Eighteenth day of October 1888.
PETER J. LIVSEY,
Agent.