. American engineer and railroad journal . ter by ;!on of using theexhaust steam, we certainly should get that injector wnlchwill handle feed water at the highest temperature possible,and obtain this economy. By experimenting, I found one In-jector that would handle feed water at a temperature of 124°. LOCOMOTIVE DESIGN—THE WORKING STRENGTH OFM.\TERIALS. By P. J. Cole, Mechanical Engineer Rogers LocomotiveWorks. PARALLEL OR SIDE RODS. The consideration of what design is the most suitable for apart or member of a machine is often of as much importanceas the material from which it is made
. American engineer and railroad journal . ter by ;!on of using theexhaust steam, we certainly should get that injector wnlchwill handle feed water at the highest temperature possible,and obtain this economy. By experimenting, I found one In-jector that would handle feed water at a temperature of 124°. LOCOMOTIVE DESIGN—THE WORKING STRENGTH OFM.\TERIALS. By P. J. Cole, Mechanical Engineer Rogers LocomotiveWorks. PARALLEL OR SIDE RODS. The consideration of what design is the most suitable for apart or member of a machine is often of as much importanceas the material from which it is made. A notable instance ofthis may be cited in the case of the parallel or side rods coup-ling together the different pairs of driving wheels. Fifteen or twenty years ago rods of rectangular form werein general use; some were of uniform section and othersdeeper and thinner in the middle, tapering down to the normalsize at the ends next the crank plus. The long rods of used on eight-wheel engines having two pairs of driving 1* i. Fig. 1. Fig. 2. Fig. 3. Fig. 4. wheels and a four-wheel truck—commonly known as theAmerican type—were continually breaking, the position ofthe fracture generally lying in the central portion of the the rod divided into three equal parts, then the ma-jority of fractures would occur somewhere in the central part,towards the ends. Increasing the size of the rods decreasedslightly the number of breakages. Making the center deeperand thinner was a much greater improvement, but was onlya step in the right direction. The general opinion was that fractures were liable to occurwhenever the pedestal wedges were improperly adjusted orwhen, from other causes, the engine got out of tram, as itis commonly called; that is, increasing or decreasing the dis-tance between the centers of the driving wheels until theymeasured or trammed more or less than the length betweenthe centers of the crank pins. This would throw a great strainon the frames
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
