Horsetan wrote:None of your ".tif" files are visible here, unfortunately.
FWIW they do open with "preview" on a Mac.
Michael Waldron wrote:Well, I do have several singles to build!
Thought you might like to see the actual prototypes!
One is already built, though the chassis is not yet fitted with its motor - the unique no203 ‘Sussex’.
Then three or four other singles - the small cylindered 325 ‘Abergavenny’, the large 326 ‘Grosvenor’, and two ‘production G singles 327 ‘Imberhorne’ and 336 ‘Connaught’ !
Grosvenor with early tender, later replaced by the same as Imberhorne.
Connaught looks the same as Imberhorne
davebradwell wrote:I wasn't thinking of anything non-linear, WillL just fiddling with the rate of the springs. In your csb all springs are deflected the same amount (-ish as axlebox may not co-incide with point of greatest deflection) so you can only increase the load by shortening the span of a spring which also increases its rate. By moving the fulcrum points downwards you can increase the load without increasing the rate (stiffness) - you're deflecting it more. It just sounded more straightforward than getting the anti-roll bars to work, never mind fitting them in.
My 200mph Tri-ang stretch-Caley single would tip on its nose during harsh braking so definitely something to watch with compensation. I bet a Lord of the Isles behaved the same.
Michael Waldron wrote:Just by the by:
Axle weights for the Stroudley singles were as follows:-
Grosvenor: Leading axle 12tons. Driving axle 15 tons. Trailing axles 10 tons. Not quite equal.
Abergavenny: 11t 6cwt. 15t 0cwt 7t 18cwt
Production G: 12t 0cwt. 13t 10cwt. 7t 18cwt
Sussex: 11t 2cwt. 14t 7cwt. 10t 0cwt.
Will L wrote: It also makes one wonder if they found the connection to the tender was producing a little more stability at that end.
Will L wrote:Clearly agrees with Julian's view that you need to ensure plenty of weight on the front axle.
Jeremy Suter wrote:Been watching this thread carefully I have already rebuilt the chassis on my GCR 422 Single.
When I built it many years ago I sprung the wheels although not CSB style I used Alan Gibson sprung hornblocks. The basic problem was tractive effort, it struggled to pull the tender. I got round it by changing to a fixed driving axle and rocking the rear axle giving the classic 3 point balance, Then I packed the boiler with weight making it front end heavy and weighting the tender onto the link with the loco to counter balance the boiler putting all the body weight onto the driving axle which I think gives the best tractive effort for a single.
The tender has a fixed rear axle with a beam compensation on the other two which are lightly sprung aswell
My problem now is that the front bogie needs to be rebuilt to make it heavy enough to stay on the rails and not affect the body weight which it did when the chassis was sprung.
What I am really saying is that I needed to get all the body weight over the driving axle
If I redo it again with the CSB style I would spring only allowing it to go down not up as in effect I'm driving an 022 with a loose 040 truck pushed along in front
IMG_5773 (3).JPGPlease could you elaborate on your thinking regarding weighing the axle? I’m not sure I quite follow what you’re saying in your final paragraph.
I made a small bucket of lead to go under the driving axle and gear box to give more un-sprung weight to that axle its still there and can be seen between the spokes.
Stephan.wintner wrote:Perhaps I'm being too much an engineer here....
davebradwell wrote:In this case with virtually bugger-all drawbar pull it's not going to do much to the c of g.
Isn't it about time we had a photo of progress so far? With no rods to worry about the chassis should be a quick job.