. American engineer and railroad journal . and this front stanchion. The piston rod is carried on beyondthe crosshead and through the glass case which encloses all ofthis apparatus and on its end carries the pen for making the record. The recording springs are fastened in place by thumbscrews and are of special construction, which will be mentionedlater. In order to prevent any possibility of accident to the record-ing springs in case too light springs are in place for the loadon the main press, a spring buffing arrangement is attached backof the rear stanchion, and so connected as to come int
. American engineer and railroad journal . and this front stanchion. The piston rod is carried on beyondthe crosshead and through the glass case which encloses all ofthis apparatus and on its end carries the pen for making the record. The recording springs are fastened in place by thumbscrews and are of special construction, which will be mentionedlater. In order to prevent any possibility of accident to the record-ing springs in case too light springs are in place for the loadon the main press, a spring buffing arrangement is attached backof the rear stanchion, and so connected as to come into actionwhen the carriage has made a movement of 10 in., the limit oftravel of the pen. Springs are used for this purpose in placeof solid stops, because of the possibility of the throttling devicebetween the main press and the recording cylinder being leftopen when light springs were in place and a sudden load whichmight come upon the machine would then force the piston outvery rapidly rind make it inadvisable to bring it against a solid. FIG. 12.—VIEW OF RECORDING CYLINDER, SPRINGS AND SPRING BtTFFEB. stop. The construction of this apparatus is clearly shown inthe illustration. The manufacture of the springs to resist the movement of therecording piston, which must be capable of giving exactly thesame movement per increment of load for any point during acompression of 10 in., required a large amount of study andexperimentation. After several failures and much tediouslabor, the problem was solved by making the springs in the fol-lowing manner: A drum of nickel steel was rough turned tothe desired outside and inside diameter and cut off to the properlength, and was then hardened in an oil bath. After being hardenedit was turned and bored to the exact size, carefully fitted to amandrel and a spiral groove was cut through the drum, starting August, 1907. AMERICAN ENGINEER AND RAILROAD JOURNAL. 299 near one end and stopping near the other, leaving a spring ofsquare section with
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
