. Railway mechanical engineer . W. F. Hall, ,General Foremens Association OOJ RAILWAY MECHANICAL ENGINEER Vol. 90, No. 10 valve gear engines and the front end of the main rod com-plete. The main and side rods are all weighed on knifeedge supports. The allowance for the weight of the eccen-tric crank is 40 lb. for cranks the weight of which is less than50 lb. and SO lb. for cranks the weight of which is 50 lb. ormore. The final adjustment of the counterbalance is made asshown in Fig. 1. The axle supports are \l/2 in. by 10 50 in. steel plates mounted with horizontal adjustmento
. Railway mechanical engineer . W. F. Hall, ,General Foremens Association OOJ RAILWAY MECHANICAL ENGINEER Vol. 90, No. 10 valve gear engines and the front end of the main rod com-plete. The main and side rods are all weighed on knifeedge supports. The allowance for the weight of the eccen-tric crank is 40 lb. for cranks the weight of which is less than50 lb. and SO lb. for cranks the weight of which is 50 lb. ormore. The final adjustment of the counterbalance is made asshown in Fig. 1. The axle supports are \l/2 in. by 10 50 in. steel plates mounted with horizontal adjustmenton cast iron horses. The weight support is of wrought ironhung from a yoke to fit over the crank pin, the bearing beingon two 3-in. rollers set 4 in. between centers. The axle sup-ports are leveled with a spirit level. The counterbalance isadjusted to make the opposite pin set exactly over the centerof the axle. A report on Counterbalancing presented to the MasterMechanics convention. Tune, 1915, advocated a ratio of. Fig. 1—Adjusting Counterbalance on a Locomotive the total weight of the reciprocating parts on one side ofthe engine to total weight of engine. Tests were run onnine engines of the 4-4-2 type, 80-in. drivers, on the Phila-delphia & Reading to determine what this ratio should the conclusion of the test the recommendation was madethat the reciprocating parts should weigh less than 1/160part of total weight of the engine, and that 50 per centshould lie counterbalanced for engines running at diameterspeed, i. e., a speed in miles per hour equal to diameterof wheels in inches. If normal speed is less than this, thecounterbalance percentage may be raised to as high as 65per cent. It is very evident that the percentage of the recip-rocating parts balanced is simply a compromise to give the best average performance at all speeds within range of thelocomotive. But, on the other hand, the amount of counter-balance apportioned to the reciprocating parts should bekept
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
