. American engineer and railroad journal . are five, are obtained byrevolving the pilot wheel A, each spoke indicating a speed wtiichis engaged only when that spoke is in a vertical position. Thequick acting brake is also actuated by lifting this lever. Head-stock changes are controlled by the lever C which has threepositions. The movements of these levers are all interlocking, tomake conflict between them impossible. The engagement ofthe positive clutches in the headstock reduction gearing can onlybe effected when the brake is set, and the brake cannot be re-leased until the desired change ha
. American engineer and railroad journal . are five, are obtained byrevolving the pilot wheel A, each spoke indicating a speed wtiichis engaged only when that spoke is in a vertical position. Thequick acting brake is also actuated by lifting this lever. Head-stock changes are controlled by the lever C which has threepositions. The movements of these levers are all interlocking, tomake conflict between them impossible. The engagement ofthe positive clutches in the headstock reduction gearing can onlybe effected when the brake is set, and the brake cannot be re-leased until the desired change has been fully accomplished; October, 1907 AMERICAN ENGINEER AND RAILROAD JOURNAL. 409 the speed box changes cannot be made unless the brake is dis-engaged, and the clutches are thus protected from harm. Whileprotecting the driving mechanism from breakage, due to care-less handling, this interlocking system in no way interfereswith the rapid manipulation of the machine—any speed beingobtainable without stepping from the working reached. Calipering and measuring for depth are thus obviatedon all but the first piece. The handling of the main head by power, for rapid move-ment, is-conveniently obtained through the key-handles shownat the right end of the cross rail, these handles operating plung-er- which pass entirely through the speed rod and screw andactuate clutches in the boxes shownat opposite end of rail. This mech-anism is driven from the first motionshaft and its speed is constant andhas no relation to the speed or move-ment of the table. The maintenance of turret align-ment has been solved effectively byplacing adjustable taper gibs on bothfront and back bearings, the saddlebeing solid square locked rails—both cross and vertical—arepractically a unit and may be adjust-ed vertically, by power, to obtain thegreatest efficiency of slides on workof varying length. The construction of the frictionclutches used throughout the machineis shown in on
Size: 1479px × 1689px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
