. Railway mechanical engineer . exi- the outside and inserting it inside the steel pipe connection,the difference in expansion of the two metals thus tighteninginstead of loosening the joint. Probably the most difficult iirobUni nuounteretl in workingout the details of the flexible ])i]je arrangement was that of[)rovi(ling a satisfactory mechanism for ojierating from insidethe vestibule the movable steam heat end valve. The deviceby which this is accomjilished is simjile, self-contained, andrc(|uires little sjjecial care in locating it on the car to insurefreedom of operation. The motion of th
. Railway mechanical engineer . exi- the outside and inserting it inside the steel pipe connection,the difference in expansion of the two metals thus tighteninginstead of loosening the joint. Probably the most difficult iirobUni nuounteretl in workingout the details of the flexible ])i]je arrangement was that of[)rovi(ling a satisfactory mechanism for ojierating from insidethe vestibule the movable steam heat end valve. The deviceby which this is accomjilished is simjile, self-contained, andrc(|uires little sjjecial care in locating it on the car to insurefreedom of operation. The motion of the vertical operatingshaft is transmitted to the valve through bevel gears to ahorizontal sliding shaft of square section. The cored holethrough the hub of the lower gear is tapered from its smallestsection in the middle toward each end, thus providing forconsiderable angular movement as well as the longitudinalmovement of the horizontal shaft, to take care of the effectof expansion and contraction of the steam pipe, the lateral. End View of a Car With Type D Coupler Application bility in the pipes to permit the re(|uired amount of lateralmotion. The air i)i])es offered no jnirticular difficulty, as itwas found that by locating the first clamij a distance of 9 in. from the end of the car sufficient flexibility was pro-vided in the pipe itself to take up the lateral motion withoutundue stress. Inasmuch as there are two rigid damjjS be-tween the end of the car and the first pipe joint no troubleis anticipated in maintaining tight train lines. It was found, however, that tlu 2-in. steam heat \>i\>t; wastoo large to take up the lateral motion without unduly stress-ing the joints and making it impossible to keep them Barco universal joint was therefore inserted in the pipeat a distance of about 7 ft. 6 in. back of the end valve. Oneof the interesting problems encountered in this connectionwas the difficulty of maintaining a tight joint between theend of
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
