Brake Tests
År: 1913
Forlag: Pensylvania Railroad Company
Sted: Altoona, Penna.
Sider: 401
A Report Of A Series Of Road Tests Of Brakes On Passanger Equipment Cars Made At Absecon, New Jersey, In 1913
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19
was taken to insure uniformity in quality and the condition of all shoes
at the beginning and during the progress of the tests, as explained in
Chapter VII.
36. High-speed reducing valves on the PM equipment were ad-
justed to open at 62 pounds brake cylinder pressure.
37. The standing piston travel was adjusted before each run to
6% inches with a full service brake application.
TEST Apparatus and Observations TAKEN.
Locomotive.
38. The apparatus on the locomotive consisted of the usual
gages which indicated main reservoir, brake pipe and brake cylinder
pressures and in addition a brake cylinder indicator was used on the
tender brake cylinder, and served to measure the pressure in all
of the brake cylinders of the locomotive and tender, namely:—one
engine truck, two driver brake, one trailer truck and one tender brake
cylinder. A volt meter, calibrated in miles per hour, was connected
to a generator, belt-driven from the right front engine truck wheel,
and served as a guide to the engineman in obtaining the desired speed.
39. A device for automatically recording the distance traveled
by the train beyond the point of brake application was driven from the
left engine truck wheel, and was used in connection with the wheel
sliding indicators on the cars.
40. A flexible wiper on the locomotive served to operate the track
circuit breakers.
41. The automatic application of the brakes at the zero circuit
breaker was obtained by means of a trip cock, located in a branch from
the brake pipe on the locomotive, this cock was normally locked in
a closed position, the extended handle of the locking lever being so
located that it would strike a trip block placed at the proper point and
permit the cock to open at the same time that the wiper was operating
the zero circuit breaker.
42. On the locomotive, observations were taken of the time of
stop and the main reservoir and brake pipe pressure, the tender piston
travel and the amount of coal and water on the tender. The weight
of coal on the tender was estimated after each run by the same skilled
observer and the depth of water in the tender taken by direct measure-
ment, using a calibrated float.
CARS.
43. Each car was furnished with a brake cylinder indicator and
wheel sliding indicator, and the necessary wiring and connections
(Fig-9).