Railway and Locomotive Engineering . END ELEVATION 120-TON C^R VIRGINI.^N RAILWAY. the lower one set 3 ft. 1 in. above the jaws to take the journal boxes of the Owng to the heavy braking power used top of the center sill. center and one of the end pair of wheels, in connection with the empty-and-load It will be seen that the car is so braced The other casting has the pedestal jaws brake on these cars, whereby a total brak- that the sides act as girders to carry the for the third set of oil boxes and is con- ing pressure equal to 40 per cent, ot the major portion of the load which is nected to
Railway and Locomotive Engineering . END ELEVATION 120-TON C^R VIRGINI.^N RAILWAY. the lower one set 3 ft. 1 in. above the jaws to take the journal boxes of the Owng to the heavy braking power used top of the center sill. center and one of the end pair of wheels, in connection with the empty-and-load It will be seen that the car is so braced The other casting has the pedestal jaws brake on these cars, whereby a total brak- that the sides act as girders to carry the for the third set of oil boxes and is con- ing pressure equal to 40 per cent, ot the major portion of the load which is nected to the first or main casting by a total weight of the loaded car is put upon brought back to the center plates through V/2 in. pin. The static load on each the brakeshoes. it is necessary to use a the very stiff bolster-;. wheel, barring the weight of the truck, clasp brake with two shoes for each wheeL July, 1921 RAILWAY AND LOCOMOTIVE ENGINEERING 185. LEWIS TRUCK FOR 120-TON. CAR, MANUFACTURED BY AMERICAN STEEL FOUNDRIES. The method of application is interestingin that it marks the reappearance on carsof the principle of brake leverages thatsure on each brakeshoe is the same andthere is no increase of stress on the foun-dation rigging from the last shoe to thepoint of application of the power; sincethe pull on all rods of the same class isthe same, and all connections are in ten-sion. The pull of the brake connection isapplied to the center of the horizontalequalizer B. One half of this pull is trans-mitted to the connection C and, by it, tothe upper end of the brake lever F. Thislever is 20 in. long, and has the pin forthe pull rod / set 634 in- from the upperend, leaving the lower end 13^ in. these proportions, about percent of the pull on C is applied to the brakeshoe and the pull on the connection/ becomes per cent of that on the proportions of K are the same asthose of F, the same brakeshoe pressureis
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Keywords: ., bookcentury1900, bookdecade1900, bookpublishernewyork, bookyear19
