Improvements in Train Pipe Slip Couplings and Arrangements to be used in connection with Automatic Vacuum Brake Apparatus.
Year: 1890

page_text: Date of Application, 1st Aug., 1890
Complete Specification Left, 24th Apr., 1891-Accepted, 6th June, 1891
PROVISIONAL SPECIFICATION.
Improvements in Train Pipe Slip Couplings and Arrangements to be
used in connection with Automatic Vacuum Brake Apparatus.
I, JAMES GRESHAM, of the firm of Gresham and Craven Limited, of Craven
Iron Works, Salford, Manchester, in the County of Lancaster, Engineer and
Director of the said Company, do hereby declare the nature of the said invention,
to be as follows:-
My invention relates to valve mechanism and arrangements to be used with the
ordinary couplings of the train pipes of automatic vacuum brake apparatus, when
part of the vehicles of a train are to be separated from the other vehicles forming
a train and left behind, especially when the train is in motion such arrangements
being commonly termed "slip couplings" as the train pipe coupling between the
vehicles which have to be detached and left behind and the vehicles which go on
with the locomotive, separates when the slip traction couplings between the
vehicles is "slipped or released and the valve apparatus according to my invention
then acts automatically to close the end of the train pipe to prevent the admission
of air into that portion of the train proceeding with the locomotive (and thus
prevents the application of the brakes) and if desired, also closes the end of the
train pipe belonging to the velicles which have been "slipped or detached from
the train in motion.
"
22
The arrangements forming my invention are applicable to and are used with the
ordinary train pipe coupling of automatic vacuum brakes.
According to one modification of my invention, a mushroom shaped valve is used
which has its seating in a tubular part which fits into the interior of one half of the
coupling, namely, that half which is in connection with the locomotive when the
vehicles are slipped.
This tubular part has a flange which comes between and makes an air tight joint
with each elastic ring on each half coupling when the two halves are coupled
together.
From the flange there is a hook projection that hooks on one of the fingers or
projections of that half of the coupling into which the tubular part is inserted and
thus the latter is thus held and retained in the half coupling when detached from
the other half.
On the outer side of the flange, there is or may be, a tubular projection that
enters the bore of the other half coupling when the two halves of the coupling are
united.
The mushroom valve has a stem in suitable guides in the tubular part, and a
spring is or may be used to close the valve or assist in closing the valve which is
also acted upon by the pressure of the atmosphere consequent upon the vacuum
partial vacuum in the train pipe.
or
There is a lever arranged upon a fulcrum upon the tubular part, one end of
which comes against a collar, or is otherwise connected with the stem of the valve
so that the other end of the lever when the two halves of the coupling are brought
together will come against the face of that half coupling united with the other half
with the tubular part in it and will thus move the valve to open it and keep it
open while the two halves of the coupling are properly held together, and thus
allow a free passage for air, but the moment the two halves of the coupling are
separated the lever will be liberated and the spring and the pressure of the
atmosphere in consequence of the vacuum within the train pipe, will then close the
valve and prevent the air from entering the train pipe.
If desired, there may be a mushroom valve similar to that above described

page_text: placed in each half of the coupling so as to close both half couplings against the
admission of air to either section of the train pipe when the half couplings are
separated.
The mushroom valves above'referred to, have the axes of their stems parallel to
the axis of the bore of the couplings, but they may if desired be arranged at a
right angle to the first named position.
According to another modification of my invention and where it is only intended
to close the end of the train pipe of the train travelling with the locomotive, a ball
valve is used which has a seating formed for it in a tubular part upon one side of
a disc or flange part, there being a tubular part of smaller diameter upon the
other side of the disc or flange part.
The seating for the ball valve is arranged in the first named tubular part with its
axis at a right angle to the bore or axis of the tubular part, and when the ball is
moved from, or to its seating, it rolls horizontally or in a line with the axis or bore
of the tubular part.
There is a hole in the side of the tubular part through which the ball can be
inserted into its chamber, this hole being closed by a, screw plug to keep the ball
from falling out.
On the face of the disc or flange part, one end of a flat spring is secured and the
free end of this spring has a projection secured to it, or the end of the spring may
be formed or bent to act in place of the above named projection. This spring has
tension upon it, so as to withdraw from the ball when free, but when the mechanism
is inserted into that half of the coupling connected with the vehicle which is to
travel with the locomotive the disc or flange part comes between and forms an air
tight joint between the elastic rings of the couplings, the face of the metal of one
half of the coupling comes against the said flat spring and presses it towards the
ball and pushes it from its seating, thus allowing air to pass freely along the train
pipe.
When the two halves of the coupling separate, the spring is released and the
ball is then allowed to roll to its seating and prevent air from entering the train
pipe.
The disc or flange has a projection from its edge, which has a hook that will
hook behind one of the fingers or projections of the coupling when the mechanism
is inserted in that half of the coupling which will go with the train connected with
the locomotive and by this means the mechanism is secured in the coupling and is
prevented from falling away when the two halves of the coupling are disconnected.
Another modification of my invention to be used when the air is to be prevented
from entering either of the two halves of the detached coupling is as follows.
An arrangement of mechanism similar to that above described is inserted in each
half of the coupling which is to be disconnected, except that in this case a projection
from one apparatus acts upon the ball forming the valve of the other apparatus to
push the balls from their seatings when the two halves of the coupling are properly
connected.
When the two halves of the couplings are separated the balls roll to their
respective seatings against which they are held by reason of the vacuum or partial
vacuum within the train pipe.
In place of using a valve in each half coupling, one valve need only be used in
the half coupling in that part of the train travelling with the locomotive, and in
order to prevent the brakes being put on in the carriages which have been released
there is valve arranged in any convenient part of the train pipe of the "slip
coach" but by preference in what is termed the "swan neck" part of the train
pipe, which valve in its normal position is always kept open by a spring but may be
closed by being pushed in by the guard before the "coach is slipped and held
closed as long as the brakes are not to be applied on the vehicles which have been
separated from the train, travelling with the locomotive.
55
A cock is applied in the "slip coach" in a convenient position to a pipe com-
municating with the top side of the diaphragm or piston of the brake cylinder to

page_text: admit air thereto when desired in order to release the brakes after they have been
applied.
When required there is or may be a pump in the "slip coach" worked from one of
its axles, by which pump, air is withdrawn from the train pipe of that part of a
train disconnected with the engine, and thus the brakes can be taken off or put
on as often as required.
My improvements above described are made upon those described in the
Specification of Letters Patent granted to me No. 16,439 and dated 15th December
A.D. 1884.
PETER J LIVSEY,
A cont
COMPLETE SPECIFICATION.
Improvements in Train Pipe Slip Couplings and Arrangements to
be used in connection with Automatic Vacuum Brake Apparatus.
1, JAMES GRESHAM, of the firm of Gresham and Craven Limited, of Craven
Iron Works, Salford, Manchester, in the County of Lancaster, Engineer and
Director of the said Company, do hereby declare the nature of this invention and
in what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement :-
My invention relates to valve mechanism, and arrangements to be used with the
ordinary couplings of the train pipes of automatic vacuum brake apparatus, when
part of the vehicles of a train are to be separated from the other vehicles forming
a train, and left behind, especially when the train is in motion such arrangements
being commonly termed "slip couplings" as the train pipe coupling between the
vehicles which have to be detached and left behind, and the vehicles which go on
with the locomotive, separates when the slip traction couplings between the vehicles
is "slipped or released, and the valve apparatus is operated to close the end of
the train pipe to prevent the admission of air into that portion of the train pro-
ceeding with the locomotive (and thus prevent the application of the brakes) and
if desired, also closes the end of the train pipe belonging to the vehicles which have
been "slipped" or detached from the train in motion.
The arrangements forming my invention are applicable to and are used with the
ordinary train pipe coupling of automatic vacuum brakes.
My improvements are made upon those described in the Specification of Letters
Patent granted to me numbered 16,439 and dated the 15th day of December
A.D. 1884.
My improvements will be most readily explained by reference to the accompanying
drawings.
I will first describe those improvements which are most like those described in
the Complete Specification of the said Letters Patent No. 16,439 of 1884 above
referred to, which are illustrated by Figs. 1, 2 and 3 of the drawings.
Fig. 1 is an elevation showing parts of the ends of two railway vehicles, one of
which is shown in section, and the train pipe couplings and train pipe slip couplings
are shown as when coupled up with the ordinary train pipe couplings between the
vehicles, in which position as shown in Fig. 1, the passage through the train pipe
is open.
Fig. 2 is a vertical section through the train pipe slip couplings and,
Fig. 3 is a horizontal section at A-B Fig. 2.
In Fig. 1, , is part of the end carriages supposed to be coupled ', is a window
in the van.
The train pipe slip coupling in this modification is formed in two separate
parts a, and a, which can be brought and held together, by a finger a², on each
part below which reciprocally interlock with each other, and by two hook projections
or horns a³, above which reciprocally pass into notches one into the flange of the

page_text: other as is well understood in respect of ordinary train pipe couplings for vacuum
brakes.
It will be seen that one half of the coupling a, has a circular groove at an angle
in its face in which an india rubber washer ring at, is inserted, the outer edge of
which washer, when the two halves of the couplings a, and a, are united, comes
and forms an air tight joint between the faces of the two halves of the coupling
coming together.
The ends of the two parts of the couplings a, and a¹, opposite to those which
come together, are formed like the ordinary vacuum brake train pipe couplings so
as to be coupled therewith.
Each of the two parts a, and a', of the slip coupling has a cone plug cock b,
and, forined in it.
The smaller end of each cone plug is made square to fit the square hole in a
disc or washer 2, one side of each washer is made larger than the other so as to
be shaped to come against the outer flange of the slip coupling when the cone plug
is turned far enough in either direction, and thus act as a stop to its open and
closed positions.
There is a screw cap 63, on the screwed small end of each cone plug b, and b¹,
and there is an helical spring +, interposed between the inside of this screw cap.³,
and the disc or washer, as shown, which spring, draws its cone plug to its
facing without putting undue tension upon it that would cause it to bind and
become tight, so as not to turn easily.
The outer large end of each cone plug is made square and the hole in the boss
of a lever bo, and 6, is fitted and secured upon each cone plug cock b, and b'.
The lever, upon one cone plug &, has a cam formed projection 6, from it that
will come against and act upon a bowl, on a stud in a projection from the lever bº,
on the other cone plug 6, when both train pipe slip couplings a, and a¹, are
together as shown in Figs. 1 and 2.
The levers 5, and 66, are shown in Fig. 1, and in dotted line in Fig. 2, in the
position they occupy when the cocks are open when there is a clear passage
through the ports of the cocks and train pipe c.
The longer lever 7, acts when the cock b, is open to keep the shorter lever 66, on
the other cock b', in the open position.
There is a hole in a projection a, (which also forms one of the ordinary coupling
horns) from each half of the slip train pipe coupling in which hole, one end of a
chain a, is hooked, (see Fig. 3) and the other end of the chain is secured to the
swan neck" part of the train pipe c, as shown in Fig. 1, so that when the two
parts of the coupling a, and a', are separated they are held from falling and in
connection with the half coupling on the end of the train pipe.
$6
To a hole in the end of the long lever, a cord or chain 6, is attached, that
passes through a hole in the end of the van or carriage under a pulley 6*, then up
to a pulley, at the top of the carriage then down, the end of the cord having a
handle, secured to it.
By pulling the handle, the lever, is moved and the plug of the cock b, is
turned so as to shut it, and in doing this, the plug &', of the other cock is also shut
and thus both ends of the train pipe c, are closed against the admission of air before
the traction slip coupling is released, when the two parts of the train pipe slip
coupling a, and a¹, separate, one going on with the train attached to the locomotive,
the other remaining with the disconnected vehicle or part of the train left
behind.
•
If the train pipe coupling a, and a', should separate by accident the cocks would
remain open and air could then enter the train pipe to apply the brakes.
Fig. 4, is a longitudinal vertical section illustrating another modification of my
invention, in which the valves act automatically to close the ends of the train pipe
when the train pipe coupling is slipped.
In this case there are two train pipe slip couplings, each formed by a tubular
part a', having a flange.

page_text: shown.
pare on
vach mange a 15 Chin and the upper part is thicker as
Each tubular part a', is inserted in the end of each ordinary train pipe coupling
and the inner face of each flange a*, forms an air tight joint with the india rubber
washer a', of each ordinary train pipe coupling.
There is an india rubber washer a', inserted in an inclined groove in the face of
the flange a, of each half of the slip coupling which rubber washers come together
as shown, to make an air tight joint between them.
Within each tubular part a', of each part of the couplings there is a passage
which is screw threaded at its inner end to receive a short screwed tube a³, the
inner end and edge of which is faced to form the seating of a ball valve b, which
when not upon its seating is within a recess in the tubular part as shown.
There is a projection a, from cach tubular part, and when the slip train pipe
couplings are together, these projections a³, pass each other reciprocally, and one
projection acts to keep the ball valve b, of the other from lifting to its seating, but
when the slip couplings separate, their projections 6, are withdrawn and the balls b,
are left free to pass to their seatings by the pressure of the atmospheric air which
carries the ball valves to and holds them against their seatings.
When there is no vacuum in the train pipe the ball in each case is prevented
from falling out as the inner part of its projection a, prevents it from passing out.
The ball is first placed in position and then the tube a³, is screwed in as shown
in Fig. 4.
Each half of the coupling is secured to that half of the ordinary train pipe
coupling in which it is inserted, so as to be retained therein when the train pipe
couplings separate.
In the modification shown by Fig. 4, the train pipe would not be left open in
case of the accidental separation of a train at this slip train pipe coupling.
Fig. 5 is a longitudinal vertical section of another modification where the valves
will remain open when the train separates by accident at the train pipe slip
coupling.
This modification consists of a pair of flanged tubes a, and a', similar to those
shown in Fig. 4; cach part of the train pipe slip coupling is inserted in the end of
the ordinary train pipe coupling, they have flanges a*, and the joints are made
between the train pipe slip coupling and the ordinary train pipe couplings as explained
in reference to Fig. 4, but the joint between the two parts a, and a', by a single
india rubber washer a, inserted in the face of the flange a*, of the part a.
In this modification there is a hollow cone valve b, and b, in each part a, and a¹,
of the coupling, each cone being upon a stem 82, that can freely rotate in a bearing
for it without the tube part.
To a pin in the stem of one valve b, one end of a helical spring 3 is attached
which is coiled round the exterior of the boss forming the bearing of the stem b²,
and the other end of the spring is secured to a pin . Torsion is put into this
spring by rotating one end of the coil, and it is prevented from uncoiling by the
end of a pin , that slides into a hole or notch in the edge of the valve b. This
pin, passes and slides through a hole in the metal of the flange part a*, of one
train pipe slip coupling a.
The pin has a collar 6, upon it against which one end of a helical spring b',
round the pin 6, acts, the other end of which abuts against a bush screwed into the
hole for the helical spring, and pin b. The outer end of the pin 6, has an eye
formed upon it or has an eye screwed upon it for a cord or chain to be attached to
when the valve b, is to be released.
The helical spring 6, not only acts to rotate the valve b, when wound up, but to
keep its face against its seating.
The cone valve b', for the other part a', of the train pipe slip coupling is arranged
in like manner except that the helical spring 8, upon the exterior of the boss
bearing for the stem 2, acts only upon a collar b, secured upon the stem, to draw
the valve b', against its cone seating.

page_text: A cylindrical part extends from each cone valve and is formed so that when
together they will interlock one into the other like a clutch box, so that when one
valve b, rotates the other, will be also rotated.
There is a port x, in each cone valve and seating and when these are opposite
there is a passage for air through the train pipe and couplings.
Before the couplings are brought together, one valve b, is rotated to wind up the
helical spring, and it is then secured by the sliding pin , with the ports Ɩ×, in
the valves opposite those in the seatings and thus open.
Then the two parts a, and a', of the slip coupling are brought together as shown
in Fig. 5.
The two parts a, and a', will only couple when the clutch formed parts are in a
certain position, that is, when the ports in the valve for each part are open.
If the coupling should separate by accident, the valves b, and b, will remain open
and air will enter the train pipes and apply the brakes, and when it is to operate as
a slip coupling the sliding pin 6, is drawn outwards by a cord or other attachment
from the van, and the valve b, is released, the helical spring b³, rotates. and closes
the ports in both valves b, and b¹.
Figs. 6 to 14 illustrate arrangements of train pipe slip coupling mechanism, for
automatic vacuum brakes where a mushroom valve is employed, that will be kept
open should the coupling accidentally separate, but which will be allowed to operate
automatically when it is to act as a train pipe slip coupling.
Fig. 6 is an elevation of a part of two railway vehicles to show the mode of
coupling between them, one of them is shown partly in section with my improved
apparatus applied.
Fig. 7 is a sectional elevation of some of the mechanism shown in Fig. 6, but at'
a right angle thereto.
Fig. 8 is an elevation of one half of an ordinary train pipe coupling modified for
use with a train pipe slip coupling.
Fig. 9 is a top plan view of the same.
Fig. 10 is a vertical longitudinal section of the slip coupling which is to be
inserted between a pair of ordinary train pipe couplings, one half coupling being
modified as hereinafter explained.
Fig. 11 is a top plan exterior view of the same.
Fig. 12 is an end elevation with parts in the flange therein shown in section.
Fig. 13 is a plan view and horizontal section through the flange in about the
line C D Fig. 12.
Fig. 14 is a detached vertical longitudinal section through a stop valve on an
enlarged scale (which is also shown in Figs. 6 and 7) to close the train pipe against
the admission of air when desired.
In Figs. 6 and 7, a, is part of the framing and sides of the carriages.
², is a door and part of a window in a van. ', is part of a window at the end
of the van looking to the traction and train pipe couplings.
The train pipe couplings are ordinary couplings except that that half coupling in
connection with the van train pipe (c) is modified as shown by Figs. 8 and 9.
The train pipe slip coupling is formed by a flange ax, and tubular part a, cast
thereon, and there is a tubular part a', screwed to the flanged part.
The ends of the tubular parts are open except, that at the inner ends there is a
cross bar, as shown best in Fig. 12, which has a hole in it to guide the stem of the
mushroom valve b, which is formed in two parts.
One part of the valve proper, is a stem 6, and disc b, and the other part is also a
stem 2, and disc 63, but the disc 63, is of smaller diameter than the valve, and
serves to secure a facing of india rubber or other suitable material, on the face
of the disc valve b, when the projection or stem upon one side of the disc 63, is
screwed into the hole in the axis of the disc and stem of the valve b.
The seating for the valve is formed in the inside of the tubular part a.
The stems of the valve are guided in a hole in a cross bar of each tubular part a,
and a', and there is a helical spring 6', on the long stem between a shoulder upon it

page_text: and the cross bar in the tubular part a', and this spring acts to assist in closing the
mushroom valve when allowed to do so, the atmosphere also acting to close the valve
and keep it closed when the coupling is slipped.
But in order to keep the valve b, open, when the coupling separates by accident,
and to release the valve when the coupling is to be slipped, the following arrange-
ments are used.
One end of a small lever d, having its fulcrum on the tubular part a', is arranged
to pass through a slot in the stem 6, of the valve b, so that when this lever d, is in
the position in which it is shown in Fig. 10, the valve is held open, but when the
lever d, is released the valve can close.
The outer end of the lever d, comes into a recess in the flange a* and the end of
the lever d, has a notch or slot in one side, in which the end of a sliding bolt d², can
enter, (see Fig. 13).
This sliding bolt d², has an enlarged part or collar formed upon it one end of
which is faced with a ring of india rubber or other suitable elastic material, so
that when the end of the bolt 2, is holding the lever d, this face of the collar
acts as a valve to prevent air from leaking past the point of the sliding bolt d³,
into the train pipe c.
There is a helical spring 3, upon the outer part of the stem of the sliding bolt d',
one end of which acts upon the said collar on the bolt d, and the other end against
a cap d', screwed into a hole for the bolt in the metal of the flange a*,
which screw
cap d, has a hole in its axis, closed at its outer end, for guiding the outer end of the
sliding bolt 2.
The enlarged part or collar of the sliding bolt d², has a slot formed through it for
a bolt d, sliding in a hole in the flange a*, this bolt ³, is at a right angle to the
bolt The inner end of the bolt is parallel and cylindrical for a short
length and slides and is guided in a hole in the flange a*. This bolt d³, is also
round at its outer end where it slides through and is guided by a bush d, screwed
into a hole in the metal of the flange a*. This bush allows of the sliding bolt d³,
being inserted, after which the bush is screwed in the hole.
The sliding bolt d, has an incline formed upon one side of it, and when it is
pushed inwards, this incline acts upon the end of the slot in the bolt d, and with-
draws its point from the lever d, and thus releases it and allows the valve, to close.
The train pipe slip coupling is inserted between the two halves of the ordinary
train pipe couplings and the ordinary india rubber washer facings of the latter
come against each side of the flange a*, and make an air tight joint.
An eye",
is screwed into the flange a*, of the train pipe slip coupling for one end
of a chain a, the other end of which is secured to the "swan neck" part (sce
Fig. 6) so that the slip coupling will be held in that half of the ordinary train pipe
coupling which is connected with that vehicle or that part of a train going with the
locomotive.
One end of a chain a, is also attached to projections from the modified
ordinary train pipe half coupling as shown in Figs. 6, 8 and 9, and the other end
of the chain is attached to the " swan neck part of the train pipe (see Fig. 6) to
hold it in position.
"
When the train pipe slip coupling is inserted between the two halves of the
ordinary train pipe couplings, the mushroom valve b, is pushed open and an incline
on one side of the lever d, where it comes against the end of the bolt d, and an
incline in the end of the bolt d (see Fig. 13) causes the latter to be pushed back,
and then when the hole or notch in the lever d, is opposite the end of the bolt d²,
the spring d³, shoots it into the notch in the lever d, and retains it.
There is a bent horn, (Fig. 11, and shown in dotted line Fig. 10) from the
flange a*, and this horn passes partly round one of the horns upon one of the halves
of an ordinary train pipe coupling, and when in position, there is a catch lever f',
(see Fig. 12) inserted in a recess in the flange a*, acted upon by a spring, to
force it into the position in which it is shown in Fig. 12, the end of this lever f¹,
comes against the side of one of the horns of the ordinary couplings and keeps the

page_text: slip coupling from turning out of its proper position where the outer end of the
sliding bolt d, comes under the end of one arm of the lever g, on a fulcrum pin g',
passing through two projections g², from one half of a modified ordinary train pipe
coupling.
The other arm 93, of the lever is formed with a segmental edge with a tooth
formed upon it upon which edge a bent spring, can press having a tooth also
formed upon it, the end of the bent spring g, being secured to one half of the
ordinary but modified train pipe coupling, between the two projections g², which
carry the fulcrum pin g', of the lever g.
There is a link g, jointed to the segmental part of the lever as shown in Figs. 8,
9 and 6 for one end of a cord g, the other end of which passes into the van, so that
by pulling this cord the lever g, is moved to press inwards the projecting end of the
bolt d³, and so release the lever d, and connected mushroom valve b.
When the bolt d', is pushed in, the ratchet formed tooth on the segment
passes over that upon the spring g', and thus holds the lever g, and the bolt, in
that position.
$
When the bolt d², is released the lever d, still holds the valve b, open, as the side
of the outer end of the lever d, comes against the flange of one of the ordinary
couplings with which it is .coupled but the lever d, is liberated and the valve b,
closes when the couplings are slipped.
When the traction coupling is slipped, the train pipe slip coupling withdraws
from that part of the coupling attached to the van and that part of the train which
is detached with the van and the slip coupling goes with the train which is coupled
with the locomotive.
The end of the bolt d', slips from under the end of the lever g, when the couplings
are slipped.
To prevent air from entering the train pipe c, of the van, or that part of the
train left behind so as to apply the brakes, à valve is provided in the train pipe of
the van, shown on an enlarged scale, in section and detached by Fig. 14, and in
position by Figs. 6 and 7.
h, is the casing for this valve.
It has a seating formed in it, the plane of which
is parallel to the longitudinal axis of the casing.
The valve is a disc h', of metal on the end of a stem ², and the disc is faced
with a washer 3, of india rubber or other suitable material, which is secured
against the disc ', by a metal disc ', screwed upon the end of the stem, which
thus secures the india rubber against the valve disc and the latter upon the stem
which passes through and is guided in a cover ³, or part screwed into the hole in
the side of the casing h, through which the valve is inserted.
When the valve ', is in the position shown in Fig. 14, the back of the disc of
the valve makes an air tight joint with the cover, by means of a rubber ring h*,
on the stem h².
The stem 2, of the valve on the exterior of the cover has a helical spring 4,
placed upon it, one end upon a reduced part of the cover , and resting against it,
the other end upon a loose collar, and against a shoulder upon the collar which
comes against the enlarged end of the stem 2, through which a slot is formed for
the end of a lever 1, to pass into, the fulcrum h, of which is upon a bracket ³,
attached to the under framing of the carriage.
To a point of this lever h³, between its end and fulcrum one end of a rod k,
is jointed, the other end of which passes upwards through a hole in the floor of the
van, and up a tube k', the upper end of which is stayed by a bracket a¹, secured to
the side of the van, and the rod k, has a knob or handle ³, at its upper end by
which it and thus the lever 8, and valve stem h2 (which is vertical) can be lifted to
bring the disc valve against its seating, so that when the train pipe slip coupling is
released, the air entering the train pipe c, of the van left behind, will act upon the
valve to keep it closed and hold it against its seating and thus keep the brakes
upon the van and that part of the train detached with it, from being applied.
"

page_text: To the casing, of the valve, one end of a pipe l, is jointed at the point indicated
by the circle in Fig. 14, where it will communicate with the train pipe c, on the
vacuum side of the valve h'.
This pipe, ascends through the floor of the van to a convenient position and
terminates in a casing upon which a hinged flap valve, is formed, the hinge of
the valve is at the upper part of the flap and the handle is a continuation from the
lower part of the flap valve.
There is a branch on the casting for the flap valve for a small pipe 1, which
communicates with the vacuum gauge carried in the van.
By lifting the handle of the flap valve , air is admitted into the train pipe to
apply the brakes, and when the vacuum is destroyed in the train pipe c, or the
pressures on each side of the valve ', are in equilibrium, the valve h', will open,
and its weight and the action of the springth, will draw it into the position in which
it is shown in Fig. 14.
If desired a pump is or may be used worked from an excentric or one of the
axles of the van to pump air from the train pipes in order to maintain the vacuum
therein while the detached part of the train is in motion and thus keep the brakes
from being applied until required.
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 and arrangement of automatic vacuum brake train pipe slip
couplings substantially as hereinbefore described and illustrated by Figs. 1, 2 and 3
of the drawings.
2. The combination and arrangement of automatic vacuum brake train pipe slip
couplings with ball valves, substantially as hereinbefore described and illustrated
by Fig. 4 of the drawings.
3. The combination and arrangement of automatic vacuum brake train pipe slip
couplings substantially as hereinbefore described and illustrated by Fig. 5 of the
drawings.
4. The combination and arrangement of automatic vacuum brake train pipe slip
couplings and connected mechanism, substantially as hereinbefore described and
illustrated by Figs. 6 to 14 inclusive of the drawings.
5. The combination and arrangement of valve with train pipe and mechanism
for actuating the same for preventing the admission of air to the train pipe when
the train pipe couplings are slipped, and for admitting air to the train pipe
substantially as hereinbefore described and illustrated by Figs. 6, 7 and 14 of the
drawings.
6. The combination and arrangement of train pipe slip couplings substantially as
hereinbefore described and illustrated by Figs. 10 to 13 inclusive of the drawings,
and its combination with ordinary train pipe couplings, one half of which is
modified substantially as herein before described and illustrated by Figs. 6, 8 and 9
of the drawings.
DL:
1
1 1001
PETER J. LIVSEY,
Agent.