. American engineer and railroad journal . motor are cast with chipping strips wherethey fit against the headstock. The motor is connected to themain spindle as indicated by a 214-in. Morse silent chain. Thisis easily applied and furnishes a very convenient method ofmaking the speed reduction. With a vertical chain-drive it is necessary to have somemeans of talking up the slack, as the chain wears. We expectto do this by placing shims under the motor feet. The sameresult may be accomplished by fitting a set screw with a locknut into the motor bracket, with the point of the screw press-ing upwa
. American engineer and railroad journal . motor are cast with chipping strips wherethey fit against the headstock. The motor is connected to themain spindle as indicated by a 214-in. Morse silent chain. Thisis easily applied and furnishes a very convenient method ofmaking the speed reduction. With a vertical chain-drive it is necessary to have somemeans of talking up the slack, as the chain wears. We expectto do this by placing shims under the motor feet. The sameresult may be accomplished by fitting a set screw with a locknut into the motor bracket, with the point of the screw press-ing upward against the motor foot, so as to adjust the heightthereof. The motor would be held to the bracket by throughbolts as before. With a horizontal drive the weight of thechain itself, of course, provides for the slack. With the use of the silent chain it is advisable to have anuneven number of teeth in both chain sprockets in order to Mat, 1903. AMERICAN ENGINEER AND RAILROAD JOURNAL. 167 Corners of 9noh Clutch Toothto be Beueled as shouin. k25A M- i Cast Steel, to be finished all uuer. KKi. ^.—DETAILS OF TIIK DOUBLE JAW STEEL CLUTCH. keep the- wear on the sprocket teeth even. It Is advisablewith a motor drive to have an uneven reduction from themotor in any case, whether it is made by silent chain orgears; otherwise, if the work is regularly intermittent (thecut on a piece in a lathe, for instance, might be light except atone part of the revolution where it might be very heavy), anexcessive torque may be necessary at one point of the revolu-tion, and If it comes on the same commutator bar each time itwill cause a had sparking and eventually ruin that commutatorbar. In designing new gears and in checking over the strengthof such old ones as we found it possible to use, the formula,W = s p f y, devised by Wilfred Lewis (see Kents PocketBook, page 901), was used. Comparing this with the practicefollowed by some of the tool builders we found that it gave arather low value for the
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
