. The railroad and engineering journal . ements of impracti-cability have appeared in methods heretofore brought outor tried. The principle, however, appeals to the reason,and there really seems to be no great obstacle in the wayof applying it successfully to practice. The figure herewith is a section of a freight-car truck, inwhich the unusual or added parts are : y y, bracketsattached to the spring-planks, and carrying bent leversKK; L L, links connecting levers to brake beams ; ,compression springs, abutting against brackets O Oattached to the truck-bolster. These springs are arranged,as
. The railroad and engineering journal . ements of impracti-cability have appeared in methods heretofore brought outor tried. The principle, however, appeals to the reason,and there really seems to be no great obstacle in the wayof applying it successfully to practice. The figure herewith is a section of a freight-car truck, inwhich the unusual or added parts are : y y, bracketsattached to the spring-planks, and carrying bent leversKK; L L, links connecting levers to brake beams ; ,compression springs, abutting against brackets O Oattached to the truck-bolster. These springs are arranged,as will be seen, to force the brake-shoes G G against theirwheels, and are adjustable. It will also be seen that pulling on the brake-rod P draws the brake off, againstthe action of the springs, instead of applying it. Thelevers Aare bent to such angles, and the springs Amadeto such specifications, that the pressure of brake-shoesagainst wheels will be practically constant within thelimits of wear of the brake-shoes. There are two or more. springs to each brake-beam. The apparent advantages ofsuch a construction as this are manifold. First. The springs may be so adjusted that the pressureof brakes on wheels is exactly that pressure which willgive the best effect without a possibility of sliding thewheels on ordinary track. The importance of this matteris well understood. Second. The bolster C is depressed and the springs Ntherefore compressed by an increase of load. The pres-sure of brakes is therefore greater the greater the importance of this feature is hereinbefore discussed. Third. No triple-valve or auxiliary reservoir is required—only the air-cylinder to hold the brakes off. Escape of air, through parting of the train or otherwise,will set the brakes on the whole train, and cars with thisbrake may run in trains with the present automatic air-brake. Moreover, failure of any brake connection will setthe brakes on that car. Fourth. The brakes cannot be released, and
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Keywords: ., bookcentury1800, bookdecade1880, bookidrailroadengi, bookyear1887
