IMPROVEMENTS IN RAILWAY BRAKE APPARATUS
Year: 1880

page_text: LETTERS PATENT to Frederick William Eames, of Leeds, in the County of
York, Engineer, for an Invention of "IMPROVEMENTS IN RAILWAY BRAKE
APPARATUS."
PROVISIONAL SPECIFICATION left by the said Frederick William Eames at
the Office of the Commissioners of Patents on the 19th February 1880.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer.
"IMPROVEMENTS IN RAILWAY BRAKE APPARATUS."
This Invention relates, firstly, to an improvement in the vacuum brake apparatus
for which I obtained Letters Patent, dated January 20th, 1879, No. 225, and
consists in a novel arrangement of compound ejector for exhausting two systems
of vacuum pipes which are used for applying the brakes of the railway train
automatically and by hand.
In my Specification I have described one system of pipes as connected with a
small continuously acting ejector, and the other with a larger ejector which is set
in action at intervals only or when the brakes are required to be applied. For
working this apparatus three or more handles were found requisite, besides other
contrivances, dependent for their action on the attendant engine driver, and the
risk of his not properly adjusting the apparatus on a sudden emergency was
considerable. To avoid this inconvenience I now adopt the following arrangement
of ejector, the action of which is downward instead of upward as heretofore:-
The inner end of the main ejector pipe terminates in a valve box, and forms a
spindle on which a flat faced slide valve is mounted loosely so as to be free to turn
thereon.
Into the bottom of this valve box enter the two vacuum pipes before mentioned,
and it is for the purpose of bringing these pipes alternately into connection with
the air or with the main ejector that is employed. This axially sliding valve
has also other uses which will be mentioned hereafter. Standing out from the
periphery of the valve is a handle which projects through the valve box, and
suitable means are provided for preventing the admission of air into the valve box
through the opening made thercin to allow of the movement for the handle.
In the bottom of the valve box is an opening for the admission of air thereto,,
which opening is cut off by the valve from connection with the vacuum pipes
[Price 18. 4d.1

page_text: when they are required to be scaled. The centre of the main ejector is always in
communication.by a lateral passage with the valve box, and the annular steam
jet of the ejector receives steam from a pipe leading from the boiler into a passage
cored out of the valve box cover and into which the ejector pipe is screwed.
Openings are made through the valve for the purpose of bringing either of the
exhaust pipes into communication with the atmosphere through the opening in the
bottom of the valve box, and leading from one of these openings is a short segment
shaped channel cut in the upper face of the valve. In a line with this channel is
a small opening which is made through the valve for the purpose of opening a
communication upwards with the box of a pneumatic lever. The diaphragm of
this pneumatic lever is connected with the steam supply valve in such inanner as
to ensure its remaining shut while an exhaust is maintained in the box, and to
admit of its opening when air is admitted to the box. The small opening made
through the axially sliding valve will so long as that valve is in its intermediate or
normal position overlie the vacuum pipe of the automatic brake system and put
the pneumatic lever into connection therewith, whereby the steam valve will be
held shut.
So soon however as the sliding valve is shifted and the segment shaped channel
is brought round to open a passage for air to the pneumatic lever, the steam valve
will be forced open and steam admitted to the main ejector.
The small ejector before mentioned is connected with the vacuum pipe of the
automatic system, and it discharges steam and air into the main ejector below or
beyond the annular jet thereof.
In order to reinforce the action of the small ejector and thereby to exhaust the
reservoirs rapidly (after the brakes have been suddenly applied and the crisis has
passed), I make a passage through and along the face of the sliding valve to admit
air to the pneumatic lever. When this passage is. brought into use the pneumatic
lever will release the steam valve and allow steam to enter the main ejector and
set it in action.
I may find it convenient to fit on the valve box a "free reed," which will serve
to indicate to the driver when exhaustion is taking place in the pipe of the hand
system of brakes through leakage of the steam valve, or when air has been with-
drawn from such pipe by the guard in order to apply the brakes. This reed will
also allow of the admission of air into the pipes of the hand system and destroy all
tendency of the brakes to creep into action.
Instead of causing the small ejector to blow continuously, I may find it con-
venient in some cases to provide each ejector with a steam valve, and so to couple
these together or control their movements that the closing of one shall open the
other, and thus virtually convert the compound ejector into a single acting ejector.
As a modification of the compound ejector 1 do away with the small ejector,
using the main ejector to exhaust the vacuum pipes and chambers of the automatic
system, and to maintain the exhaust automatically by the intermittent action of
the ejector. The two vacuum pipes connect with a valve box as before, and these
pipes are connected together by a transverse pipe divided up by two transverse
partitions in which valve seats are formed. From the cross pipe between these
partitions rises a pipo which opens into the valve box; this pipe, which I will
term the middle pipe, is always in communication through the disc valve with the
ejector.
A fourth opening into the valve box serves to admit air thereto. The disc
valve which is operated by the engine driver, as before, is mounted on a hollow
stem which forms the ejector pipe, and ports are made in the disc valve to bring
the vacuum pipes into communication with the air or with the ejector as the ense
may be.
The cross pipe before mentioned is fitted with a double valve for closing
one or other of the two transverse partitions, and thereby cutting off communication
between the vacuum pipes of one or other system and the middle pipe. The stem
of this double valve has attached to that end which is nearest to the pipe of the

page_text: automatic system a flexible diaphragm which closes the connection between that
pipe and the cross pipe.
A communication is however opened up through the valve stem, which has n
small hole drilled through it for the purpose. A slight tendency is given by means
of a coiled spring for the valve head nearest the diaphragm to unseat itself and
thereby close the other head of the valve.
When the ejector is first set in action it will exhaust both the automatic system pipes
and the middle pipe, thus keeping the diaphragm in equilibrium and the adjacent
valve head off its seat, the other system of pipes being cut off from the ejector.
Should however the exhaust begin to fail through leakage the steam valve will he
automatically opened as above explained, and a slow continuous exhaust will take
place through the middle pipe.
The Invention relates, secondly, to a combination of what is known as the
Smith vacuum brake with my improved automatic vacuum brake, the object being
not merely to supplement the action of the Smith brake at the pleasure of the guard
or engine driver, but also to act automatically when from the severance of the
train or other disaster the efficiency of the Smith brake is destroyed. To the
train fitted with the Smith brake I apply my automatic system and connect the
pneumatic levers of that system with the brake blocks, which will thus be common
to both arrangements.
My vacuum pipes I connect with a constant ejector as heretofore, and I bring
up from my vacuum pipe a stand pipe adjacent to the stand pipe of the Smith
brake. These pipes terminate in a valve box, which is fitted with poppet valves
for closing the two systems of pipes and for admitting air thereto. These valves
are connected together by a double fulcrum lever. When this lever is in an inter-
inediate position both valves will be closed, but when rocked to admit air to one
pipe the valve of the other will be held down to its seat.
As the automatic system acts to put on the brakes by the admission of air to
the pipes, and the Smith system acts by the exhaustion of the pipes, the air valve
of the former will be opened for action, and the air valve of the latter closed for.
nction. By thus connecting the two sets of pipes it will be understood that when
the automatic system is used to inforce the Smith brake it will immediately, on the
lifting of its air valve, commence to draw air from the Smith pipes, and thus assist
the main ejector in obtaining the vacuum for setting the Smith system in action.
To ensure the Smith system being thrown into action when the automatic brake is
applied I provide a pneumatic lever in connection with the automatic system for
working the draw rod of the steam valve. A lever is attached to the disc of this
pneumatic lever for sliding over the rod and pressing against a collar on the rod.
While the exhaust is maintained this sliding lever will be out of action, but on the
destruction of the vacuum the spring of the pneumatic lever will thrust forward
the valve rod and admit steam to the ejector.
In place of actuating the valve rod through the intervention of a rock lever, as
just described, this rod may be connected directly with the disc of a pneumatic
lever, which is actuated as before when air is admitted to the automatic apparatus.
The Invention relates, thirdly, to improvements in mufflers, which are intended
to be applied to the ejectors of vacuum brake apparatus.
In adapting this part of my Invention to ejectors which have a downward blast
I employ two sets of concentric tubes for forming together zig zag passages for the
escape of the steam. The tubes of each set are connected together by a plate,
which is cast upon them, and these plates are fixed in position in any required
manner, so as to form with the tubes the zig zag passages desired. The steam is
admitted to the central tube of the pendent set of tubes, and passing down it is
intercepted by the innermost tube of the second set, which stands up from the
base plate. The steam is thus caused to reascend, and passing over the edge of
this tube it is again directed downwards by a second pendent tube, and so on, the
area for its escape enlarging as it proceeds.
The steam eventually enters a casing, which connects the plates of the muffler

page_text: together, and from this casing the steam may be led off by a pipe in any desired
direction. Provision is made for collecting the water of condensation and dis-
charging it as it is formed.
The like arrangement may be applied to ejectors which have an ascending blast,
but in this instance an annular receiver must be provided for the water of con-
densation, and a ring of holes in the case or in the top plate may be formed for the
escape of the expanded steam.
Instead of making the zigzag passage by bringing together concentric tubes, as
explained, it may be made in a rectangular box by means of transverse or longi-
tudinal partitions.
The Invention relates, fourthly, to a mode of determining the maximum pressure
which shall be given to the brakes of the locomotive engine.
A diaphragm open at one side to the air and at the other to a vacuum produced
by the ejector carries a valve, which receives a tendency by reason of a pressure
spring to leave its seat, and thus keep open a passage between the vacuum brake
pipes of the engine and the ejector. By adjusting this valve it may be mado to
close when any desired degree of exhaustion in the vacuum pipes is attained, and
in doing this it will determine the amount of pressure which will be applied to the
brakes. By providing for the connection of the air side of the diaphragm with
the vacuum pipe the valve may be rendered inoperative on a sudden emergency.
The Invention relates, fifthly, to improvements in the mode of imparting pressure
to brake blocks, whereby I ensure that connected pairs of blocks for a pair of
wheels shall receive an uniform pressure from the pneumatic or other actuating
apparatus.
The four blocks of a pair of wheels I connect together in pairs transversely in
the following manner, so as to bring them into action :-
Supposing the brakes to be pendent from hangers, as usual, I pivot to the brake
blocks the short arms of horizontal levers, which I connect together at their longer
arins in pairs by a loose joint of any suitable kind. These lovers I mount upon
frames, which run transversely of the axle and near the inner face of the wheels.
To the loose joint of one pair of levers I connect a rod, and to the loose joint of
the other pair of levers I pivot a vertical bell crank lever at its angle. One arm
of this bell crank lever I pivot to the rod before mentioned, and the other arm to a
short rod pendent from a pneumatic lever, or from some equivalent motive power
apparatus. By drawing up this pendent rod and thereby rocking the crank lever
the loose joints of the two pairs of brake levers will be forced further apart, the
result of which will be to force home one pair of brakes. The continued action of
the pneumatic lover will cause the second pair of brakes to bite on their wheels,
and that with a pressure which will be the same on each block of the group.
In order to make one pneumatic lever act upon the brakes of two pairs of
wheels in the manner just described I connect two groups of four brakes arranged
as explained with a short intermediate horizontal rock lever. This rock lever I
pivot to a link, which connects with one arm of a vertical bell crank lever, which
rocks on a fixed centre, and is connected with a pneumatic lever by a rod pendent
therefrom. The other end of the rock lever is connected by a link rod to the
corresponding lever of the brake system at the opposite end of the carriago.
Through this connection all the brake blocks are actuated by the rise of the disc of
the pneumatic lever.
In adapting this principle of brake pressure to locomotive engines I employ a
pneumatic lever in connection with the brakes on each sido of the engine, and
these levers I place preferably on the side frames intermediate of the front and
hind wheels. The rod pendent from each pneumatic lever I attach to the coupling
pin of a pair of toggle jointed levers. The ends of these levers I pivot each to the
upper limb of a vertical bell crank, which is connected at its augle with one of a
pair of brake blocks pendent from the carriage frame, and arranged to operate
together on the back and front of the same wheel. The lower limb of the crank
lever I connect by a pair of link rods with the other brake block of the pair; thus

page_text: when the pendent rod of the pneumatic lever is raised the two pairs of brake
blocks on the one side of the engine will be pressed into action, the pressure being
equalized between all the blocks. It will be understood that the like action will
take place simultaneously on both sides of the engine, the two pneumatic levers
being in communication with the same exhaust pipe.
It will be obvious that in place of toggle levers the pendent rod from the
pneumatic lever may be jointed to a yoke piece which connects by short links
with the bell crank levers of the brake blocks.
A further modification of these arrangements is to couple the shorter arms of
the bell crank together by a link rod, and instead of connecting these arins with
the outer brake blocks I operate these blocks by additional bell crank levers.
Instead of attaching the brake blocks to vertically pendent rods as usual I may
find it advantageous to attach them to pairs of rods or arms pendent from a
common joint pin or stud set above the axle of the wheel to which the pair of
blocks is applied.
The Invention relates, sixthly, to means for ensuring verticality in the motions
of the pendent rod of the pneumatic lever, and thereby preventing unequal wear
on the flexible diaphragm. For this purpose the rod is pivoted to a link bar
which connects it with a swinging rod pendent from the framing. A pivot pin at .
the middle of this link bar serves to connect a T shaped lever therewith, the cross
arms of the lever being respectively connected with one of a pair of brake blocks.
This connection of the pendent rod of the pneumatic lover with the T shaped lever
effectually removes all tendency for the pendent rod to be forced out of its vertical
position.
The Invention relates, seventhly, to an improvement on the Patent before
mentioned, in which two systems of vacuum pipes are used for applying the brakes.
Instead of employing the same pneumatic levers for both systems I now propose to
employ independent sets of these levers for the two systems, and in order to
prevent them from interfering the one with the other I cause them to transmit
their motion through slotted rods or other loose connections to a rock shaft which
is common to both systems and which serves to apply the brakes.
In applying this princicle of action where pistons sliding in a cylinder and
actuated by vacuum or compressed air are used in place of pneumatic levers I adopt
the following contrivance:-The cylinder I divide into two by a central transverso
partition, on opposite sides of which the piston will work. To the end of cach
piston rod I pivot a yoke, and these yokes I connect together at one end by a rigid
rod; the other ends of the yokes I connect by links to rock levers mounted on
centres that are respectively coincident with the axes of the running wheels. To
each of these levers I pivot equidistant from the centre of motion, and on opposite
sides thereof, rods which connect with a pair of pendent brake blocks that aro
intended to act upon the adjacent wheel.
Supposing now either of the pistons to be thrust out, the yoke carried by the
piston rod will be caused to put on the brakes of the front and back wheels
simultaneously, and if undue pressure is applied to one pair of brakes that pressuro
will be instantly distributed equally to all the brake blocks by reason of the
connection of the two piston rods with each other through the yokes and the
coupling rod before mentioned.
The Invention relates, eighthly, to an improvement on the valve described in
the Specification of a Patent granted to me and bearing date February 15th, 1879,
No. 616, for opening a communication between a vacuum reservoir and the
pneumatic lever, and thereby ensuring the quick action of the apparatus.
To provide such a valve for working the automatic system separately I modify
the valve as follows:-The case which connects with the vacuum pipe and is fitted
with the flexible diaphragm which divides it into two parts is connected below the
diaphragm with the vacuum reservoir and also with the cylinder, which is open at
bottom to the air. This cylinder is surrounded by a case in connection with the

page_text: brake pneumatic levers, and a communication is made between the cylinder and
its case by two rings of holes. A plunger of suitable length works in this cylinder
so as to open these rings of holes alternately, and thus establish a communication
between the pneumatic levers and the vacuum reservoir, or with the air, as required.
The plunger carries at its opposite sides conical valves for closing the ends of the
cylinder alternately, and this plunger is connected by a rod with the diaphragm
before mentioned. The rod is made hollow for the purpose of opening a passage
between the upper and lower divisions of the diaphragm case, and a poppet valve
in the top of the plunger rod serves to close this opening. A light spring serves to
keep the diaphragm and plunger in their raised position. When the ejector is in
action the poppet valve will be drawn off its seat, and the exhaustion of the vacuum
reservoir will take place through the hollow plunger rod.
At this time the pneumatic levers will through the cylinder be open to the
atmosphere, the spring of the diaphragm serving to maintain the plunger in its
raised position, at which time its cylinder is closed against the vacuum in the
casc.
On air being admitted to the vacuum pipe the poppet valve will drop and the
diaphragm will be forced down together with its plunger, which latter will seat
itself at the bottom of the cylinder, cut off the air from the pneumatic lever, and
open the vacuum reservoir theroto, thus ensuring the instantaneous application of
the brakes.

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 August 1880.
FREDERICK WILLIAM EAMES, of Leeds, in the County of York, Engineer
"IMPROVEMENTS IN RAILWAY BRAKE APPARATUS."
This Invention relates, firstly, to an improvement in the vacuum brake apparatus
for which I obtained Letters Patent dated January Twentieth, One thousand eight
hundred and seventy nine, No. 225, and consists in a novel arrangement of
compound ejector for exhausting two systems of vacuum pipes, one of which is
used for applying the brakes of the railway train automatically, and the other by
the aid of the attendant.
In the Specification of my.said Patent I have described one system of pipes as
connected with a small continuously acting ejector, and to the other system with a
larger ejector, which is set in action at intervals only, or when the brakes are
required to be applied. For working this apparatus three or more handles were
found requisite, besides other contrivances, dependent for their action on the
attendant engine driver, and the risk of his not properly adjusting the apparatus
on a sudden emergency was considerable. To avoid this risk I have devised the
arrangement of ejector shewn in Sheets I., II, and III. of the accompanying
Drawings, the action of which ejector is downward instead of upward as
heretofore.
In Sheet I. Fig. 1 is a side elevation of the ejector; Fig. 2 is a front elevation,
and Fig. 3 is a back elevation of the same. In Sheet II. Fig. 4 shews the ejector
in plan view; Fig. 5 is a vertical section taken in the line 1, 2, of Fig. 4, and
Fig. 6 is a similar section taken in the line 3, 4, of Fig. 4. In Sheet III. I have
shewn in various positions the valve which opens and cuts off communication
between the ejector and the train pipes. These views will be more particularly
referred to when explaining the action of the apparatus. The main ejector A is
connected as before with the train pipes B and B*, and attached to it is the
continuous ejector A*, the discharge pipe of which (a*) enters into the discharge
pipe a of the main ejector. This continuous ejector is connected by a short branch
pipe with the automatic train pipe B*; C is the steam pipe for supplying both the
main ejector A and the continuous ejector A*.
The upper end of the pipe b of the main ejector carries a circular valve box c
and forms a hollow spindle, upon which a double faced disc slide valve d is mounted
loosely, so as to be free to turn thereon in contact with the bottom and cover of
the valve box.
Into the bottom of the valve box c enter the two vacuum pipes B and B* beforo
mentioned, and it is for the purpose of bringing these pipes into connection with
the air or with the main ejector that it is employed. This axially sliding valve
has also other uses which will be mentioned hereafter. Standing out from the
periphery of the valve is a handle d' which projects through the valve box.
In the bottom of the valve box is an opening h for the admission of air thereto,
which opening is cut off by the valve from connection with the vacuum pipes
when they are required to be sealed. The centre of the main ejector is always in
communication by a lateral passage e with the valve box, and the annular steam
jet of the ejector formed by an open tube ffitted to the passage c receives steam
froin the pipe C, leading from the boiler into a passage g, cored out of the valve box
cover, and into which the ejector pipe is screwed.
The valve d is formed with segment shaped through ports 1 and 2, the port 2
serving to bring either of the train pipes B or B into communication with the
atmosphere through the opening in the bottom of the valve box, and the.

page_text: port serving to bring either of the train pipes into communication with the
exhaust.
3 is a small 'opening made through the valve for the purpose of opening a
communication with the upper side of a pneumatic lever i. This opening 3 has a
lateral extension 3* in the upper face of the valve for the purpose of keeping open
the connection between the pneumatic lever and the automatic train pipe B* when
a slight axial motion only is given to the valve, and thereby maintaining the
steam valve upon its seat. For the purpose of destroying the vacuum on
the pneumatic lever two concentric grooves are formed in the upper face of the
valve d, and lead from the port 2 to bring that part into connection with the
passage which leads up to the pneumatic lever. One of these grooves 2* serves to
open communication with the pneumatic lever when the valve handle d* is turned
to the right, and the longer groove 2** serves to open communication with the
pneumatic lever when the handle d* is turned to the left.
The metallic centre of the diaphragm of the pneumatic lever i is connected by
means of a pendent rod and link with a rock lever k, pivotted to the standard
which carries the pneumatic lever. The outer end of this rock lever bears upon
the stem of a disc valve l, which is fitted to the steam pipe C, and serves to cut off
the supply of steam to the main ejector. The object of this pneumatic lever is to
keep the steam valve / shut while the main ejector is not required to act, leaving
it free to rise when the main ejector is to be brought into action; m is an air
passage leading from the valve box c to the upper side of the pneumatic lever i.
The passage 3 made through the valvo d will, so long as that valve is in its
intermediate or normal position (as shewn in Sheet III. at Fig. 7), overlie the
vacuum pipe B* of the automatic brake system, and put the pneumatic lever i into
connection therewith, whereby the steam valve will be held to its seat.
So soon however as the sliding valve is shifted into the position shown in
Fig. 8, and the segment shaped channel 2* is brought round to open a passage for
air to the pneumatic lever the steam valve will be forced open, and steam will be
admitted to the main ejector.
This movement of the valve will bring the port 1 over the train pipe B and thus open
up communication between that pipe and the now acting ejector, thereby applying
the brakes, the pipe B* remaining at this time scaled. To provide for an emergency,
and bring the two systems of train pipes B and B* simultaneously into action, it
will only be necessary to shift the valve d further round in the same direction, or
into the position shewn at Fig. 9. The result of this movement will be to admit
air through the opening hand port 2 to the automatic pipe B*, while a vacuum is
maintained in the train pipe B.
When
At the
For throwing off the brakes the axial motion of the valve d is reversed.
brought into the position shewn in Fig. 10, air will be admitted to the pipe B
through the opening and port 2, and by moving round the valve d to the position
of Fig. 11, the pipe B* will be open through the port 1 to the exhaust.
same time air will be admitted by the groove 2** to the passage m of the pucumatic
lever. The result of this will be to cause the pneumatic lever to release the steam
I valve and allow steam to enter tho main ejector.
The small ejector A* which is connected with the vacuum pipe B* of the auto-
inatic system, discharges steam and air into the main ejector below or beyond the
annular jet thereof.
I may find it convenient to fit on the valve box c a "free reed," which will serve
to indicate to the driver when exhaustion is taking place in the pipe B through
leakage of the steam valve, or when air has been withdrawn from such pipe by the
guard in order to apply the brakes.
This reed will also allow of the admission of air into the pipe B and destroy all
tendency of the brakes to creep into action.
In Figures 2, 3, and 4, I have shewn at n the application of the "free reed" to
the valve box, the tube carrying the reed being inserted in the cover immediately
above the pipe B.

page_text: Instead of causing the small ejector to blow continuously, I may find it con-
venient in some cases to provide each ejector with a steam valve, and so to couple
these together or control their movements that the closing of one valve shall open
the other, and thus virtually convert the compound ejector into a single acting
ejector.
This modification is illustrated in Sheet IV., at Fig. 12, where C is the steam
supply pipe, as before, formed with two escape openings which are closed by two
disc valves, 1. These valves are mounted on a common stem, and are caused
alternately to seat themselves or open up a passage for the escaping steam to
their respective ejectors A and A* by means of the pneumatic lever i, as above
explained.
To facilitate access to the disc valve d I propose in some cases to modify the
construction of the ejector A as shown in the sectional views, Figures 13 and 14,
Sheet IV. The valve box c, the valve d, and the parts in connection therewith
are, in this modification, inverted, so that what was in the first arrangement the
bottom of the valve box now becomes the cover, and is readily removable to give
access to the valve. The construction of the disc valve itself remains unaltered,
but the action of the ordinary check valve is reversed. Fig 15 shows the main
ejector A in plan view, the upper part and also the valvo d being removed.
As a further modification of the compound ejector above described I do away
with the small ejector A*, using the main ejector to exhaust the vacuum pipes and
chambers of the automatic system, and I maintain the exhaust automatically by the
intermittent action of the ejector.
The means for effecting this object is illustrated in Sheet V., at Figures 16 and
17. The two train pipes B and B* connect with a valve box as before, and these
pipes, it will be seen, are connected together by a transverse pipe b', which is
divided up by two transverse partitions b³. From the cross pipe 6' between these
partitions rises a pipe b³, which opens into the valve box c. The pipe b is always
in communication through the disc valve d with the ejector. A fourth opening into
the valve box c serves to admit air thereto. The disc valve is operated by the
engine driver as before, and it is furnished, as already explained, with ports to
bring the train pipes B and B* into communication with the air or with the ejector,
as the case may be.
The partitions b² in the cross pipe 6¹ are fitted with valves b', b³, which are
mounted on a common stem and servo to close one or other of the two transverse
partitions, as the case may be, thereby cutting off communication between the train
pipes of one or other system and the pipe 63.
The stem of this double valve has attached to that end which is nearest to the
pipe B a flexible diaphragm 6 which closes the connection between that pipe and
the cross pipe b¹. A communication is however opened up through the valve
stem, which has a small hole drilled through it for the purpose. A slight tendoncy
is given by means of a coiled spring 67 for the valve be to unsent itself and thereby
close the valve b*. When the ejector is first set in action it will exhaust both the
automatic pipo B* and the pipe b' through the pipe 6s, thus keeping the diaphragm
in equilibrium and the valve b³ off its seat, the pipe B being cut off from the ejector
by the seated valve b*. Should, however, the exhaust begin to fail through leakage
the steam valve will bo automatically opened, as above explained, and a slow
continuous exhaust will take place through the pipe bs and the hollow valve stem.
The Invention relates, secondly, to a combination of what is known as the
"Smith vacuum brake" with my improved automatic vacuum brake, the object
being both to supplement the action of the "Smith" brake at the pleasure of the
guard or engine driver, and also to act automatically when, from the severance of
the train or other disaster, the efficiency of the "Smith" brake is destroyed.
To the train fitted with the Smith brake I apply my automatic system, and
connect the pneumatic levers of that system with the brake blocks, which will
thus be common to both arrangements.
The mode of carrying out this part of my Invention is clearly shewn in Sheet V.

page_text: where Fig. 18 is a diagram shewing the mode of connecting together the two
systems of brake apparatus, and Fig. 19 is a detached view of the parts of the two
systems which are in immediate connection.
In these Figures B is the automatic train pipe, and S the "Smith” train
pipe.
The pipe B I connect with a constant ejector A* as heretofore; this pipe
terminates in a stand pipe adjacent to the stand pipe of the "Smith" brake, and
these pipes are connected together by a valve box N, and the pipe S is also con-
nected by a branch pipe with the main ejector. An opening is inade in the valve
box for the admission of air thereto, and this opening is closed by a poppet valvo n
which is jointed to one end of a lever n' that connects at its other end with a
poppet valve n² for closing the pipe B* against the admission of air. The lever n'
it will be seen is a double fulcrum lever, and it is fitted with a handle for rocking
it. When this lever is in an intermediate position, as shewn in the Drawing, both
valves will be closed; but when rocked to admit air to the valve box N by the
valve n, the valve n³ will be held down in its seat, and vice versa.
"
As the automatic system: acts to put on the brakes by the admission of air to the
pipes, and the "Smith" system acts by the exhaustion of the pipes, the air valve
of the former will be opened for action, and the air valve of the latter closed for
action. By thus connecting the two sets of pipes B* and S, it will be understood
that when the automatic system is used to enforce the " Smith " brake it will
immediately on the lifting of the air valve n² commence to draw air from the
pipe S, and thus assist the main ejector in obtaining the vacuum for setting the
"Smith" system in action. To ensure the Smith" system being thrown into
action when the automatic brake is applied, I provide a pneumatic lever O in
connection with the automatic system for working the draw rod o of the steam
valve l. A lever o' is attached to the disc of this pneumatic lever for sliding over
the rod o, and pressing against a collar on the rod. While the exhaust is main-
tained this sliding lever will be out of action, but on the destruction of the vacuum
the spring of the pneumatic lever will, through the lever o', thrust forward the
valve rod, open the valve l', and admit steam to the ejector.
In place of actuating the valve rod o through the intervention of a rock lever, as
just described, this rod may be connected directly with the dise of a pneumatic
lever, which is actuated as before when air is admitted to the automatic
apparatus.
The Invention relates, thirdly, to improvements in mufflers which are intended
to be applied to the ejectors of vacuum brake apparatus.
In adapting this part of my Invention to ejectors which have a downward blast,
I employ by preference the arrangement shewn in vertical section at Fig. 20,
Sheet VI., where two sets of concentric tubes p and q form together zigzag annular
passages for the escape of the steam. The tubes of each set p and q are connected
together by plates p¹, q', respectively which are cast upon their respective tubes.
These plates are connected together by an outer casing, with the tubes of one
plate entering the spaces between the tubes of the other plate. The escape steam
is admitted to the muffler through the central pendent tube 2, and passing down
it is intercepted by the innermost tube g, which stands up from the base plate.
The steam is thus caused to reascend, and passing over the edge of this tube it is
ngain directed downwards by a second pendent tube, and so on, the area for its
escape enlarging as it proceeds.
The steam eventually enters the casing r which connects the plates of the muffer
together, and from this casing the steam passes through openings in the plate q¹
either to the atmosphere or to a box 9 furnished with a discharge pipe q³, and a
pipe q' for running off the water of condensation.
The like arrangement may be applied to ejectors which have an ascending blast,
but in that case an annular receiver must be provided for the water of condensation,
and a ring of holes in the case or in the top plate may be formed for the escape
of the expanded steam.

page_text: This modified arrangement of the concentric muffer is shewn in vertical section
at Fig. 21, where similar letters of reference to those used in Fig. 20 indicate
corresponding parts.
Instead of making the zigzag passage by bringing together concentric tubes, as
explained, it may be made in a rectangular box by means of transverse or longi-
tudinal partitions, as shewn in the longitudinal vertical section at Fig. 22, and
sectional plan view Fig. 23. Similar letters of reference are used in this instance
as are used to indicate corresponding parts in Figures 20 and 21, and it will be
readily understood that the waste steam descending by the pipes will pass under
and over the baffle plates p and q, and finally escape by the pipe t, the water of
condensation being drawn off by the trough q² and pipe q*.
The Invention relates, fourthly, to a mode of determining the maximum pressure
which shall be given to the brakes of the locomotive engine.
The contrivance by which this result is effected is shewn in the sectional view
Fig. 24, Sheet VII., where A, A, are the vacuum brake pipes of the engine
connected together by a valve box B; this box is fitted with a pneumatic lever C,
the upper face of which receives the pressure of the air which is admitted through
a three way cock fitted to a pipe communicating with the vacuum pipe A;
D is a valve carried by a rod pendent from the pneumatic lever C, and a tendency
is given to it by means of a pressure spring D¹ to leave its seat, and thus keep open
a passage between the pipes A and A¹.
The pipe A leads to the ejector, and the pipe A¹ to the brakes on the
engine.
By adjusting the pressure of the spring D¹ through a screw D² or its equivalent,
this valve may be made to close when any desired degree of exhaustion in the
vacuum pipes is attained, and in doing this it will determine the amount of
pressure which will be applied to the brakes. By providing for the connection of
the air side of the diaphragm with the vacuum pipe, as shewn in the Drawing, the
valve may be rendered inoperative on a sudden emergency.
The Invention relates, fifthly, to improvements in the mode of imparting
pressure to brake blocks whereby I ensure that connected pairs of blocks for
a pair of wheels shall receive an uniform pressure for the pneumatic or other
actuating apparatus.
This part of my Invention is illustrated in Sheet. VIII. of the Drawings,
Fig. 25 being a plan view, and Fig. 26 a side elevation of so much of the brake
apparatus applied to a pair of railway wheels as will serve to explain the
improvement.
In these Figures a, a, are the brake blocks which are connected together in
pairs transversely in the following manner, so as to bring them simultaneously into
action :-
These brakes are pendent from hangers b as usual, and pivotted to the brake
blocks are the short arms of horizontal levers c, which levers I connect together at
their longer arms in pairs by a loose joint as at c. The levers c I mount upon
frames & which run transversely of the axle and near the inner face of the wheels.
To the joint c of one pair of levers c I connect a rod c, and to the joint of the other
pair of levers I pivot a vertical bell crank lever f at its angle. One arm of this
bell crank lever I pivot to the rod e, and the other arm to a short rod g pendent
from a pneumatic lever or from some equivalent motive power apparatus. By
drawing up this pendent rod and thereby racking the crank lever the joints of the
two pairs of brake levers c will be forced further apart, the result of which will be
to force home one pair of brake blocks. The continued action of the pneumatic
lever will cause the second pair of brake blocks instantly to bite on their wheels,
and that with a pressure which will be the same on each block of the group.
In order to make one pneumatic lever act upon the brakes of two pairs of wheels
in the manner just described, 1 connect two groups of four brakes arranged as
explained with a short intermediate horizontal rock lever, as shewn in plan and
elevation at Figures 27 and 28.

page_text: This rock lever, marked h, I pivot to a link i which connects with one arm of a
vertical bell crank lever which rocks on a fixed centre and is connected with a
pneumatic lever by a rod g pendent therefrom.
The other end of the rocking lever h is connected by a link rod to the levers c
of the brake system at the opposite end of the carriage. Through this connection
all the brake blocks are actuated by the rise of the disc of the pneumatic lever.
In adapting this principle of brake pressure to locomotive engines I employ a
pneumatic lever in connection with the brakes on each side of the ongine, and these
levers (see the side elevation, Fig. 29) I place, preferably as at m, on the sides
frames intermediate of the front and hind wheels. The rod g pendent from each
pneumatic lever I attach to the coupling pin of a pair of toggle jointed levers.
The ends of these levers I pivot each to the upper limb of a vertical bell crank o,
which is connected at its angle with one of a pair of brake blocks a pendent from
the carriage frame and arranged to operate together on the back and front of the
same wheel. The lower limbs of the bell crank levers o I connect by a pair of link
rods p with the other brake block of the pair; thus, when the pendent rod of the
pneumatic lever is raised the two pairs of brake blocks on the one side of the engine
will be pressed into action, the pressure being equalized between all the blocks.
It will be understood that the like action will take place simultaneously on both
sides of the engine, the two pneumatic levers being in communication with the
same exhaust pipe.
It will be obvious, that in place of toggle levers the pendent rod from the
pneumatic lever may be jointed to a yoke pieco which connects by short links with
the bell crank levers of the brake blocks.
This modification is illustrated in side elevation at Fig. 30, where q is the yoke
connected to the bell cranks o.
A further modification of these arrangements is to couple the shorter arms of the
bell cranks o together by a link rod, as shewn at Figures 31 and 32, in which 1, 1,
are the link rods. In these examples instead of connecting the bell cranks o with
the outer brake blocks I operate these blocks by additional bell crank levers.
Instead of attaching the brake blocks a to vertically pendent rods b as usual I
may find it advantageous to attach them to pairs of rods or arins pendent from
a common joint pin or stud set above the axle of the wheel to which the pair of
blocks is applied. This arrangement is illustrated at Fig. 33, Sheet VIII.
The Invention relates, sixthly, to means for ensuring verticality in the motion of
the pendent rod of the pneumatic lever, and thereby preventing unequal wear on
the flexible diaphragm.
This part of my Invention is illustrated at Fig. 34, in Sheet IX. of Drawings,
where the pendent rod g of the pneumatic lever is shown as pivotted to a link
bar g' which connects it with a swinging rod g pendent from the framing; a pivot
pin at the middle of the link bar g₁ serves to connect that lever with a T shaped
lever g³, the cross arms of the lever being respectively connected with one of a pair
of brake blocks. This connection of the pendent rod g of the pneumatic lever with
the T shaped lover gª effectually removes all tendency for the pendent rod to bo
forced out of its vertical position.
The Invention relates, seventhly, to an improvement on the Patent before
mentioned, in which two vacuum pipes are used for applying the brakes. Instead of
employing the same pneumatic levers for both systems I now propose to employ
independent sets of these levers for the two systems.
This part of the Invention is illustrated in plan view in Fig. 35, and in side
elevation at Fig. 36, Sheet X. B is the train pipe of the hand system of brakes
connected to the pneumatic lever e, and B is the train pipe of the automatic
syetem, having connections with the pneumatic levers e*, and vacuum reservoir c.
In order to prevent the pneumatic levers e and e* from interfering the one with
the other I cause them to transmit their motion through slotted rods e', e², or other
loose connections to lever arms e³, c, carried by a rock shaft e", which rock shaft is
common to both systems and which serves to apply the brakes. In applying this

page_text: principle of transmitting motion to the brakes when pistons sliding in a cylinder
and actuated by vacuum or compressed air are used in place of pneumatic levers I
adopt the contrivance shewn in Figures 37, 38, and 30, Sheet X, Fig. 37 being a
sectional plan view, and Fig. 38 a side view of an arrangement of cylinder and
pistons to be used with compressed air, and Fig. 39 a sectional plan view of a
similar arrangement intended to be used when vacuum power is employed. B and
Bare the two train pipes, each pipe being connected by a short branch pipe with
a cylinder C. This cylinder I divide into two by a central transverse partition, on
opposite sides of which a piston D will work. To the end of each piston rod I
pivot a yoko d, and these yokes I connect together at one end by a rigid rod d¹,
the other ends of the yokes being connected by links to rock levers which connect
with pendent brake blocks intended to act upon the wheels.
Supposing now either of the pistons to be thrust out by air pressure, or drawn in
in the case whero vacuum power is employed, the yoke carried by the piston rod
will be caused to put on the brakes of the front and back wheels simultaneously,
and if undue pressure is applied to one pair of brakes that pressure will be instantly
distributed equally to all the brake blocks by reason of the connection of the two
piston rods with each other through the yokes and the coupling rod beforo
mentioned.
The Invention relates, eighthly, to an improvement on the valve described in the
Specification of a Patent granted to me, and bearing date February Fifteenth, One
thousand eight hundred and seventy nine, No. 616, for opening a communication
between a vacuum reservoir and the pneumatic lover, and thereby ensuring the
quick action of the apparatus.
To provide such a valve for working the automatic system separately from the
hand system I construct the valve as shewn in the partial sectional view in Fig. 19°,
Sheet V. a is a valve case which connects with the train pipe B*, and is fitted
with a flexible diaphragm b, which divides it into two parts. This case is connected
below the diaphragm with the vacuum reservoir c, and it has a cylindrical extension
which is open to the air, but is furnished with the two valve seats for the purpose
to be presently explained. This cylinder is surrounded by a caso d, which connects
by a pipe d' with the brake pneumatic levers e, and a communication is made
between the cylinder and its case by two rings of holes. A plunger of suitable
length works in the cylindrical extension so as to open these rings of holes alter-
nately, and thus establish a communication between the pneumatic levers e and
the vacuum reservoir or with the air as required. The plunger carries at its opposite
sides conical valves f¹ and ƒ for closing the ends of the cylinder alternately, and
this plunger is connected by a rod b with the diaphragm b. The rod is made
hollow for the purpose of opening a passage between the upper and lower divisions
of the diaphragm case, and a poppet valve g' in the top of the plunger rod serves to
close this opening. A light spring serves to keep the diaphragm and plunger in
the raised position shewn in the Drawing. When the ejector is in action the poppet
valve will be drawn off its seat, and the exhaustion of the vacuum reservoir c will
take place through the hollow plunger rod. At this time the pneumatic levers
will through the lower ring of holes in the cylindrical extension of the case d& be
open to the atmosphere, the spring of the diaphragın serving to maintain tho
plunger in its raised position, at which time its cylinder is closed by the valve fl
against the vacuum in the case. On air being admitted to the train pipe B the
poppet valve g will drop, and the diaphragm will be forced down, together with its
plunger, which latter will seat itself at the bottom of the cylinder, cut off the air
from the pneumatic lever e, and open the vacuum reservoir c thereto, thus ensuring
the instantaneous application of the brakes.
1
Having now set forth the nature of my Invention of "Improvements in Railway
Brake Apparatus," 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 arrangement of ejector, as above described, with reference to Sheets I.,

page_text: II., and III. of the Drawings, and the modifications thereof, described with reference
to Sheet IV., and Figures 16 and 17, Sheet V., whereby two systems of brake
apparatus are brought under the control of one valve, as and for the purpose above
set forth.
Second. Adapting to trains fitted with the "Smith" vacuum brake my automatic
brake in the manner described with reference to Figures 18 and 19., Sheet V. of the
Drawings.
"
Third. The application to ejectors of the improvements in mufflers, described in
reference to Sheet VI. of the Drawings.
Fourth. The arrangement of reducing valve shewn in Sheet VII. of the Drawings
for limiting the amount of pressure of the brake blocks on the locomotive engine.
Fifth. The means above described with reference to Sheet VIII. of the Drawings
for equalizing the pressure of connected brake blocks when in action.
Sixth. The means described with reference to Sheet IX. of the Drawings for
insuring the verticality of the pendent rod of the pneumatic lever while in
motion.
Seventh. The arrangements above described with reference to Sheet X of the
Drawings for transmitting motion to the brake blocks from two independent
systems of pneumatic brake apparatus.
Lastly. The arrangement of valve described with reference to Fig. 19*., Sheet V.,
for the purpose of ensuring the quick action of the brake apparatus by opening a
communication between a vacuum reservoir and a pneumatic lever.
In witness whereof, I, the said Frederick William Eames, have hereunto set
my hand and seal, the Soventeenth day of August, in the year of our Lord
One thousand eight hundred and eighty.
FREDERICK WILLIAM EAMES. (L.S.)