. American engineer and railroad journal . Fig. 4- Fig. S- Fig. on the center line, but the direction of its bearing surfacechanges so that it becomes at right angles to this line, asshown in fig. 5, there is again a condition which causes apulling force to be resisted alone at one point. Here theentire pulling force is sustained at the lock, and no forcewhatsoever acts at the pivotal pin. In fig. i the oppositeis nearly true, although the lock in this case sustainsan Indirect force, greater or less, depending upon the dis-tance of the lock trom the pivotal pin. i68 THE RAILROAD AND [April
. American engineer and railroad journal . Fig. 4- Fig. S- Fig. on the center line, but the direction of its bearing surfacechanges so that it becomes at right angles to this line, asshown in fig. 5, there is again a condition which causes apulling force to be resisted alone at one point. Here theentire pulling force is sustained at the lock, and no forcewhatsoever acts at the pivotal pin. In fig. i the oppositeis nearly true, although the lock in this case sustainsan Indirect force, greater or less, depending upon the dis-tance of the lock trom the pivotal pin. i68 THE RAILROAD AND [April, l8g2. In a coupler designed as indicated in fig. i, the hingeor pivotal pin of the knuclcle must necessarily be locatedwell forward in the drawhead, and as the force bears atthis point, the strain al times becomes very great. Evena steady, straight pull equivalent to the ordinary draftpower of a locomotive exerts a force against the pivotalpin of not less than 12 tons under the most favorable con-ditions, and the effect of shock, to which a coupler in useis mor
Size: 2011px × 1243px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
