I have to confess that I'd started this thread in the belief that a tender would be a fairly simple way of starting with CSBs. I'm now realising that that was probably a mistaken apprehension
although I was a liitle bit horrified at the weight required for the tender
DaveyTee wrote:...you've certainly given me the confidence to go ahead and try CSBs on this tender, although I was a liitle bit horrified at the weight required for the tender - hope the loco is up to it! And Will, I was exceedingly pleased to see a paper and pencil method - do I take it that that would apply to 0-6-0 locos as well as this tender?
DaveyTee wrote:...Am I right in understanding that the term "deflection" used in this thread refers to the maximum vertical movement allowed to the axle by the springs? 0.5mm doesn't seem an awful lot, although I suspect that I have been allowing far too much room for vertical movement in my previous Sharman-type compensation efforts.
Incidentally, I am given to understand that many real locos where designed to allow 2 inches dynamic deflection, so our 0.5mm is not just practical but also in line with prototype practice. P4 lives!
paultownsend wrote:Thats an interesting figure that I have not seen before.
2" movement of a single protype wheel seems huge!
You say many locos were designed that way, what deflection was allowed on the rest?
I hope prototype track joints never reach a 2" step....ouch, that was my coffee spilling!
Presumably designed cant, unwanted subsidence, length of wheelbase etc all play a part.
Were there ever Board of Trade or in Company guidelines to CME's re this ?
barhamd wrote:The problem I can't seem to get over is that most tenders have the outside axles very near the ends of the chassis, often considerably less than the half the distance between the axles. This seems to me to imply that if you put a pivot point on the centre point between the axles you can't get anything like an equal length of wire on the end pivots.
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