. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ntenance of the equipment in goodorder; nearly every one of the membersgetting round to the point that, with theequipment in good order, defective opera-(Continued on page 457.) October. 1901 RAILWAY AND LOCOMOTIVE KNGINEERING Air=Brake Department. CONDUCTED BY F. M. NELLIS. Brake Leverage 1 Continued). Compound Levers. Thus far, in our treatise on the subjectof leverage, we have dealt only with thesimple lever having three points. In com-bining a number of three-point levers in asystem of le
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ntenance of the equipment in goodorder; nearly every one of the membersgetting round to the point that, with theequipment in good order, defective opera-(Continued on page 457.) October. 1901 RAILWAY AND LOCOMOTIVE KNGINEERING Air=Brake Department. CONDUCTED BY F. M. NELLIS. Brake Leverage 1 Continued). Compound Levers. Thus far, in our treatise on the subjectof leverage, we have dealt only with thesimple lever having three points. In com-bining a number of three-point levers in asystem of leverage for braking passengercars, freight cars and tenders, as we havediscussed, we form a foundation brakerigging or system of leverage which may direction arrows with more care and im-portance. Analysis 01 the Four-Point Lever. Fig. 44 illustrates a four-point leversuch as is frequently employed upon loco-motive tenders whose foundation brakegear has not been overhauled and cor-rected. The 8-inch cylinder delivers apower of 2,500 pounds on the end of thelever. This is the only force operating on. properly be termed Continuous orSerial leverage, inasmuch as no lever inthe system is other than a simple lever ofthree points. We shall now pass to Com-poimd levers; that is, levers which arenot of the simple kind, and which havemore than three points of attachment andmore than three forces working large number of locomotive tendersare equipped with a foundation brake rig-ging similar to that illustrated in Fig. 43,which is not a system that should berecommended, or its use pursued by anyrailroad that expects anything .like satis-factory air-brake service. As will be seen,the essential difference in this system ofleverage from that which we have dis-cussed in our previous examples, lies inthe cylinder lever, which has fourconnecting points and four forcesworking thereon; also three dimen-sions between these four points. The cyl-inder lever is fulcr
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