. American engineer and railroad journal . FIG. 3.—SPEED VARIATOR. is no slipping friction between the load carrying rollers. It willalso be noted that the clamping band grips the inner and outercolumn, but exerts no pressure on the bearing. The spindle sleeve is made of bar steel and the bearings arelined with phosphor bronze bushings. The rack is cut directlyon the sleeve, which not only allows a perfectly round hole tobe bored and reamed in the head stock for the sleeve, a greatadvantage in itself, but also brings the pressure on the rackcloser to the center of the spindle. There are four c
. American engineer and railroad journal . FIG. 3.—SPEED VARIATOR. is no slipping friction between the load carrying rollers. It willalso be noted that the clamping band grips the inner and outercolumn, but exerts no pressure on the bearing. The spindle sleeve is made of bar steel and the bearings arelined with phosphor bronze bushings. The rack is cut directlyon the sleeve, which not only allows a perfectly round hole tobe bored and reamed in the head stock for the sleeve, a greatadvantage in itself, but also brings the pressure on the rackcloser to the center of the spindle. There are four changes of feed, which are operated by a small FIG. 4.—OVERRUNNING CLUTCH. running clutch has been introduced, which is shown in detail inFig. 4. The gear, B, runs loose on the variable speed shaft andis internally clutched by four pawls, P, located in the fixed gear,C. These pawls are kept in contact with the gear by means ofthe spiral springs, S, and by limiting their faces to 5/16 in. ofcircumferential width they will clutch the gea
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
