. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . maximum leverage at the re-versing lever. The extreme positions of the link Ijlockas found according to this explanation ofFig. 19, are based upon the suppositionthat the point G moves in a straight practice, however, it describes a curve,because of its position on the length of thelap-and-lead lever, that resembles a figure8 laid upon its side. Under the influenceof this motion, the end of the radius rod,as well as that of its point of suspension,doe* not permit the link block to sim
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . maximum leverage at the re-versing lever. The extreme positions of the link Ijlockas found according to this explanation ofFig. 19, are based upon the suppositionthat the point G moves in a straight practice, however, it describes a curve,because of its position on the length of thelap-and-lead lever, that resembles a figure8 laid upon its side. Under the influenceof this motion, the end of the radius rod,as well as that of its point of suspension,doe* not permit the link block to simply move liack and forth but causes it to slipup and down in the link. It is not possibleto prevent this slip of the link block, be-cause, in the first place, the block wearsvery quickly, thus producing lost motionin the link; and secondly, because, if the means <]f equalizing this motion, and canbe made to reduce the slip of the linkblock to .1 minimum, at least for thoseiwints of cut-off that are in most commonuse. It should not be more than in. asa maximum, though, in practice it is fre-. FIG. 20. distance u of the link block from thepivotal point E is changed, the resultantthrow of the valve to the front and backbecomes unsymmetrical, and the workingof the motion is not exact. The radius rod hanger can be used as a quently found to amount to as much as1 in. This subject will be concluded in thenext of this series of articles in the Juneissue of Railway and Locomotive En-gineering. Freight Car Design* By Louis R. Endsley Consulting Engineer and Professor of RailwayMechanical Engineering University of Pittsburgh It would be an easy thing to design afreight car if it stood in one place like ahouse or building, and the problem of adesign of an interurban or street car isnot a difficult problem from a structuralside, but the design of a freight car thatis connected up with other cars in trainsand switched in yards, either hump orlevel, and comes in contact with other cars
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