โ Scribed by Walter V. Turner
No coin nor oath required. For personal study only.
Piston travel, where the type of rigging permits it to vary, is a function of the time or duration of brake application, as well as of the cylinder pressure. For a condition of four inches false piston travel, as shown in Fig. II, dotted curve A, in the upper figure, represents more nearly what the variation in travel with cylinder pressure would be for an actual brake application, for the piston travel will not lengthen out immediately. It takes a certain period of time for the jolting of the cars and trucks to assist the brake shoes to pull down on the wheel treads, as illustrated in Fig. Io, and thereby lengthen the piston travel. This is significant, because the shocks occur in the early stages of a brake application. Curve B in the lower figure shows what the condition portrayed by curve A means in the way of high cylinder pressures for light brake pipe reductions. At the point (6 pounds brake pipe reduction) where the brake with the ideal condition of no false piston travel whatever is just starting to become effective the single-shoe brake rigging with four inches false piston travel has about 2r pounds cylinder pressure, as shown by curve/3. Is there any wonder that shocks occur in the long passenger trains of to-day? It is necessary to make at least a six-or seven-pound brake pipe reduction in order to insure that all triple vah, es apply and that sufficient differential may be set up to release them when desired. In the attempt to put the brakes on lightly and avoid shocks, insufficient reductions are made, with the inevitable result of stuck brakes.
All these thinยขs may be summed up in the following:
In modern heavy passenger train ser~4ce, the single-shoe type * Presented at a meeting of the Mechanical and Engineering Section held Thursday, April 27, ~9r6. 613 6~4 WALTER V. TURNER.
[J. F. I.
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