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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293
year (and, to a less degree, with the time of the day),
and advantage can be taken of this fact by using a higher
braking power in the summer than could be used in the
winter without the likelihood of a material, if any,
increase in wheel sliding. (Par. 347.)
(d) Little wheel sliding was experienced in tests made at
emergency braking powers of 113 per cent, and 125 per
cent. (Page 152.)
(e) Some wheel sliding occurred in 22 per cent, of the tests
at an emergency braking power of 150 per cent. (Par.
339), and in 20 per cent, at 180 per cent, braking power
(Par 340).
10. The amount of wheel flattening when sliding occurs depends
upon the weight upon the wheels, the materials in the wheel and rails,
and the condition of the rail surface. The rail surface may be such
that relatively long slides will produce but small flat spots, or, con-
versely, short slides may produce flat spots of a size requi. g prompt
attention. (Par. 343.)
11. An arrangement of high braking power on the locomotive
involving a blow down feature when the UC equipment is used on the
cars, has advantages as follows:
(a) Shock between locomotive and cars practically eliminated.
(b) Shorter stops. (Pars. 352, 420, 412—Fig. 94.)
(c) No more wheel sliding than to be expected with the
present installation of ET equipment. (Par. 352.)
BRAKE Rigging.
12. The relative performance of the brake riggings, on the basis
of stopping distance alone, would be arranged in the following order:
First the No. 3 clasp brake; second, the No. 2 clasp brake; third
the No. 1 clasp brake and, lastly, the standard single-shoe brake. (Pars.
284, 285, 404—Fig. 93.)
13. An efficient form of clasp-brake rigging has been developed
as a result of these tests and has formed a basis for a new design, the
performance of which is now being made the subject of investigation.
14. The efficiency of brake rigging depends upon the following
features, which must be recognized in the order of their importance,
having in mind consistency in the design. (Pars. 303 to 312.)
(a) Protection against accidents that may result from parts
of rigging dropping on the track.
(b) Maximum efficiency of brake rigging at all times to insure
the desired stopping with a minimum per cent, of braking
power.
(c) Uniform distribution of brake force, in relation to weight
braked, on all wheels.