. American engineer and railroad journal . TRACTIVE FORCE DIAGRAMFIG. 12. force exerted by the crank-pin on its bearing must be in the di-rection CG. The direction of the resultant force acting on themass at H must be HA, parallel to OI in Fig. 5. Therefore, theforce at the crosshead-pin must act in the direction WA; if AFrepresents the mass at H multiplied by its acceleration, (OI)X v* (Fig. 5), AD will be the corresponding force at the cross-head, BD being supplied by piston pressure and AB by guidepressure. In Fig. 10 are plotted the net piston pressures in the left-handcylinder and the for
. American engineer and railroad journal . TRACTIVE FORCE DIAGRAMFIG. 12. force exerted by the crank-pin on its bearing must be in the di-rection CG. The direction of the resultant force acting on themass at H must be HA, parallel to OI in Fig. 5. Therefore, theforce at the crosshead-pin must act in the direction WA; if AFrepresents the mass at H multiplied by its acceleration, (OI)X v* (Fig. 5), AD will be the corresponding force at the cross-head, BD being supplied by piston pressure and AB by guidepressure. In Fig. 10 are plotted the net piston pressures in the left-handcylinder and the forces required at the piston to accelerate thereciprocating weight as well as the weight at H, found as abovedescribed. is also shown the difference between these two, October, 1908. AMERICAN ENGINEER AND RAILROAD JOURNAL. 381. FIG. 14.—VARIATION IN VERTICAL RAIL PRESSURE, MAIN DRIVINGWHEEL, LEFT SIDE OF ENGINE. Curve No. 1. Due to reciprocating weights and main rod, left No. 2. Due to weight at crank pin equal to weight of back end of main No. 3. Due to reciprocating weights and main rod, right No. 4. Sum of Nos. 1 and 3. Curve No. 5. Due to parallel rods and No. G. Sum of Nos. 4 and 5. which is the force available for transmission to the crank-pinfor producing driving-box pressure. The force required for theacceleration of the weights is shown to constitute a considerableportion of the net piston pressure. In Fig. ii is plotted the driving-box pressure due to the avail-able net piston pressure, obtained as in the case of the slow-speed diagram. There is also plotted the driving-box pressuredue to the parallel rods and counterbalances. These may befound by multiplying the centrifugal forces by the cosine of thecrank angle and by the leverage due to the
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