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Steam Engine Mecanismo PDF
Steam Engine Mecanismo PDF
Steam Engine Mecanismo PDF
FULL EXPLANATIONS
OP
COMPLETE BIT SIMPLE EXPLANATIONS OF THE OPERATIONS OP VARIOUS KINDS OP VALVES, VALVE MOTIONS, AND
LINK MOTIONS, ETC., THEREBY ENABLING THE ORDINARY ENGINEER TO CLEARLY UNDERSTAND THE
PRINCIPLES INVOLVED IN THEIR CONSTRUCTION AND USE, AND TO PLOT Our
THEIR MOVEMENTS UPON THE DRAWING BOARD.
BY
Author of "The Complete Practical Mnehiii!*!," "Mechanical Drawing Self-Taught," "The Pattern Maker1 ! Astittant*
"Modern Machine Shop Practice," "The Slide Valve."
Illustrated
A'AJF EDITIO.\\
Fifty-three Engravings.
REVISED AND IMPROVED.
OF THE
TJNIVERSITT)
A-
PHILADELPHIA:
& CO.,
LONDON
CO., LIMITED,
COPYRIGHT BY
JOSHUA ROSE,
1886.
COPYRIGHT BY
JOSHUA ROSE,
1893.
PRINTED AT
U. 8. A.
.UNIVERSIT
PREFACE TO THE REVISED EDITION.
IX subject
all
its
usefulness.
in
to the
first
edition
and new
,*.
made
matter has been added upon Triple Expansion Engines, thus bringing the work up to date and
greatly adding to
The
work
workshop,
to pass
them exhaustively
on and show how these elementary parts and mechanisms are employed
in practice
The
various elasses of slide-valve and link motions have been treated very fully, because in the construc-
tion of the valve motion chiefly lie the distinguishing features of most engines.
the
explaining the action of each valve and link motion have been obtained by moving
The diagrams
at
engine throughout a revolution, and measuring the port openings, both for the admission and exhaust,
These diagrams therefore represent the actual workings of the valves and link
motions.
size
is
make
this
comparison
still
more com-
to
is
essential to those
who may
steam engine from the pages of this book, and pains have been taken to render
To
this
When
a certain mechanism
general action.
It
is
is
it
moved through
its
show
it
as a whole
and explain
its
showing each new condition, and a diagram showing the action under each condition.
vi
large
and
are, in
many
cases, repeated, so as to
Each
subject
is
advantage, because
while
is
complete in
it
itself,
Thus
it
Common
Diagrams
when studying
particular
mechanisms or movements,
for designing
Automatic Cut-off
Again, the subject of diagrams for designing valve motions and for investigating the action of valve
treated in several different ways, each explaining the
motions
is
based.
and
it
is
will
be found
may
full
and
clear in
its
follow.
JOSHUA ROSE.
FoitKST
HlLI.,,
LONDON, ENGLAND.
January
6,
1893.
arc
CONTENTS.
CHAPTER
CLASSIFICATION
<>K
PAGE
I.
KNMNKS
STKAM
THK
COMMON
15
Cylinder Ports
Slide- Valve without Lap; The Steam and Exhaust Kelt's of the Valve and of the Steam
16
Lap; The Effect of Steam Lap
The Throw of the Eccentric Angular Advance
of the Eccentric Valve Lead
17
The Positions of the Eccentric when the Valve
has neither Lap nor Lead, and when it has
both Lap and Lead Exhaust Lap and its
EiUrt
18
Cushioning and its Effect; Clearance and its
E fleet; Valve Travel
.19
Valve Over-travel and its Effect Irregularity
of the Piston Motion
20
The Effect of the Connecting- Rod in Causing
the Piston Motion to be Irregular
The
Relative Movements of the Piston and
...
...
The Construc-
.29
the
Common
Slide- Valves
28
30
31
32
...
;
Crank
21
The
of Valve Lead
The Effect of a Rock-Shaft
Common
FOR
Slide- Valve
it
gives
OR
MOTIONS
MECHANISMS.
The Path
of Motion
33
34
35
.23
VALVE
liKSKlXISG
22
.
II.
Economy
DIAGRAMS
CHAPTER
27
....
(vii)
CONTEXTS.
Till
PAGE
Plotting Valve Motions when the Points of Cutoff are not to be Equalized
.
.
.40
41
Valves with Equal and Unequal Lips
The Paths of the Eccentric and Crank, for the
42
Forward Stroke
Valve Positions for Various Eccentric Positions
.43
during Forward Stroke
The Paths of the Eccentric and Crank on the
44
Backward Stroke
Valve Positions for Various Eccentric Positions
45
on the Back-Stroke
.
.46
Finding the Point of Admission
47
Names of the Lines of Zeuner's Diagram
48
The Construction of Zeuner's Diagram
.49
Constructing a Zeuner Diagram
Tracing the Movements of the Piston Crank
.
.50
......
Lap
51
.52
The Influence
54
55
ton-Stroke
....
...
The Increase
from Full
to
to
Mid-Gear
Description
of
58
Gears
for Cut-off at
One-Quarter
Stroke Path of Motion of Eccentric-Rod for
Mid-Gear
The Port Openings for Mid-Gear The Point of
Suspension of the Link-Hanger and its
;
Parts
The Action
77
Both Gears
...
78
79
81
.82
83
.84
Link Motion with Allen Valve
Valve Positions; Port Openings for Quarter
Cut-off given by the Allen Valve The Increase of Lead with the Allen Valve Port
Openings at Mid-Gear with the Allen Valve 85
Port Openings at Mid-Gear with the Allen
.86
Valve Gooch's Link Motion
.
87
88
63
IV.
The
Link
Stephenson's
....
73
76
ward Gear
The Link in Mid-Gear
.71
64
in Full
III.
Motion
The Link
70
68
...
Due
CHAPTER
CHAPTER
.67
.59
56
.57
.53
.
off for
Finding
Valve
PAGE
65
of the
.89
for
.90
.
91
The
66
92
CONTENTS.
ix
PAGE
The Increase
of Lead due to
Cut-off'
.93
pension of the 1. ink-Hanger
1)4
Finding the Positions of the Lifting-Shaft
Diagrams of the Port Opening- of Link Motion
with Rock-Shaft in full (Jeur. for Cut-off' at
Half-Stroke and for Mid-Gear
.95
Equalizing the Points of Cut-Oil', l>y Shifting
the Point of Link-Hansrer Suspension
06
The KilVetof* living the Valve Over-Travel
'.'7
am of Port Openings when the Valve has
Over-Travel; Equalizing tin' Points of CutOn" lv making the Steam Ports of Different
Widths
98
'd of Finding the Amount of Variation of
Steam Port Width Necessary to Equalize the
.
Points of Cut-Oil'
<)!
....
CHAPTER
Adjustable Cut-off Engine
.
....
...
108
109
....
121
Cut-off
Lap
.122
....
;
....
The
....'.
V.
PAGE
Position of Eccentric for the Latest Point of
CHAPTER
VI.
'
To
*^
CONTENTS.
....
PAGE
must be Shifted across the Shaft The Variation of Valve Lead due to Shifting the Ec;
....
138
140
Hanger
Finding the Piston Position
for a
Given Posi-
Points of Cut-Off
168
Tracing the Motion for the Cut-Off at QuarterStroke
170
The Compression Diagram of Port Openings
for Cut-Off at the Latest Point, and for CutOff at Quarter-Stroke The Construction of
;
141
tion of Eccentric
PAGE
the Governor
in
VII.
AUTOMATIC CUT-OFF
ENGINES.
....
.
171
172
the
173
174
Diagram Illustrating Speed Regulation
The Armington-Sims Engine; The Cylinder
and Valve; The Admission; Exhaust and
175
Compression
The Governor Construction
176
The Positions of the Eccentrics
177
Diagrams for Finding the Eccentric Position
for a Given Point of Cut-Off
.179
.
CHAPTER
....
.
181
Proportioning the Valve
Diagrams of the Port Openings when Cutting
Off at T7n \ and J Stroke
.182
The Straight Line Engine
184
Construction of the Cylinder, the Piston and
the Valve
186
The Governor Mechanism
187
The Construction and Nature of the Valve
Motion
188
The Anti-Friction Joints; The Rock-Shaft
Construction
189
The Different Positions of the Valve Equalizing the Wear of the Valve The Method of
190
Balancing the Valve
The Method of Equalizing the Points of CutOff; Tracing the Motion of the Parts;
191
Finding the Position of the Rock-Shaft
Tracing the Movement of the Eccentric and
Valve Harmonizing the Piston arid Valve
192
Movements
Proportioning the Port Openings to the Piston
194
Motion
The Construction of the Cross-Head; The Ide
149
sion Valves
Position of the Parts at the Beginning of the
Stroke
150
...
Tlie
161
....
...
.196
Engine
.
199
200
201
is
given
202
205
CONTENTS.
xl
PAGE
2<Mi
The Weetinghonse Engine
is
The Valve (icar of tin- Westinghouse Engine
2<i'.)
The Governor of the Weatinghouae Engine
.-11
The Multi-Cylinder Engine
-IThe James and Wardrope Engine
21
The N. V. Safety Steam Power Co.'s Engine
.214
The Ball Automatic Cat-Off Engine
.
I'
PAGIl
CHAPTER
X.
the
Valve
the
.217
Dexter
218
Engine
Construction of the Dexter Governor
.220
The
215
216
in
Corliss
22.'!
of the Valves
Position of the Parts
End
227
the Crank is on the
the Piston at the Crank
....
....
CHAPTER
22s
229
pression
237
CHAPTER
Compound Engine
CHAPTER
....
241
IX.
Classifica-
244
The Bulkley
245
.
.
Injector Condenser
247
Application of Bulkley's Injector Condenser
.248
Knowles' Independent Jet Condenser
Bulklcy's Injector Condenser as arranged for
.
24!
250
251
252
270
274
Engine
for
Coasting Vessels;
Com-
....
an
279
Ocean-going Steamship
.282
Engine with Joy Valve dear
Engine with Bryce Douglass's Valve Gear;
285
Examples of Triple Expansion Engines
Engines of the S. S. Mariposa; Morton's
Patent Valve Gear Triple Expansion En.
287
gines of the Steam Yacht Mira
Triple Expansion Engines of the Steamship
Meteor; Research Committee on Marine
Engine Trials Report upon Trials of theS.
S. Meteor from a Paper read before the Institution of Mechanical Engineers, by Professor Alexander B. W. Kennedy
Descrip296
tion of the Meteor
Engines; Boilers; Object of Trial; Coal Meas298
urement
Wilson
Mr.
C.
of
J.
the
Coal,
by
Analysis
Furnace Gnses Feed Water Measurement 299
Power Measurement; General Conditions;
Results; Duration of Trial Fuel; Analysis
300
of Furnace Gases
for
266
Example
The
XI.
VIII.
260
Marine
Kaivot's
'
The
when
...
;
.
Feed Water
Speed
Pressures, etc.
Power
301
CONTENTS.
Xll
PAGE
Engine Efficiencies Total
Efficiency Steam by Indicator Diagrams
Proportion of Steam accounted for by Indicator Diagrams
Coal Consumption; Speed of Vessels; Supplementary Trial
Supplementary Trial at Full Power with
Forced Draught
Boiler Efficiencies
;
Observers
....
........
CHAPTER
302
303
306
308
309
XII.
The Lidgerwood
......
328
The Rotary
329
Engine
Advantages and Disadvantages of the Rotarv
".331
Engine
333
Directly Connected Engines
Rock Drilling Engine or Rock Drill
The
.
....
....
....
;
Engine
The
Company
325
Hoisting Engines; Mundy's Hoisting Engine 327
Engine
304
facturing
PAGE
Colwell's Engine for Sugar Mills
.
.321
The Steam Fire Engine; Principal Classes of
Steam Fire Engines The Silsby Steam Fire
.
319
.335
to
338
342
344
Brewery
Purposes
346
Engine
347
351
MODERN STEAM
C
CLASSIFICATION- OK
different
appears niny
lie
forms
I'
STKAM EN INKS
T K
I,'
(;
in
elnssilied as
ENGINES.
engine
Engines
are,
however,
als
>
follows:
railways, portable
phere.
set
for
engines
those
intended
to
be
moved from
upon
They are further designated from
some
KNOI.VE.
especial features in
beams are
sivoly
before
or
"When
the.
above or below
at the side of
the
cylinder
instead
of
it.
Direct acting engines, in which the piston rod is connected direct to the crank by means of a connecting
is
said to
Oscillating engines,
creating a
Tttf,
used
compound
first
from the
in a
boiler,
condensing engine, in
rod.
Vertical engines
horizontal
engines,
according
i<
positions.
vacuum
or
is
rails,
usually
or highwavs.
OF THE
(UNIVERSITY
12
MODERN STEAM
ESGIXES.
is
the
iiinl
which the
in
cyl-
When,
tin-
as in
in
staiicl
cylinders
'
to
id
lint'
'
tilt
cylimlt-rs
tandt
arranged
in
is
in
attached
to
direct
it-,
'.while
rod
temi+otary
arc
all
ill
the
center.
vever,
may be
effected
is
valve, as
by a simple
i-
it
sometimes
called.
//'
engine
ig
fly-ball frovcrnor which paror throttles the bore of the steam pii>, and
regulated
tially closes
l>y
an action that
duce.) pressure':
cylinder
olT
an
one
in
is
</.//...
disc
re-
drawing
to
which the
cut-
also
tetra
There are
termed
piverned by a
\\
is
ii
is
is
itself, it
enyinen,
disc.
is
an
iiiitmiKitic
which the
cut-
pistons
J/w///
in
operate against
C/////K//T
ciii/iiii's,
which a number of cylinders are arranged either side
b\ side, or with their IK ires
radiating from the engine
!.
THE COMMON
The
sini]>lest
ing engine,
is
is
nt a
SI.IHK
VAI.VK KXdIXK.
the
hori/.ontul
stationary engine.
Fig.
V~E
EXGINE.
13
MODERN STEAM
14
s'Mu view,
'2
from the other side showing the eccentric and the slide
Fig. 3 is a top view of the
spindle and its guide II.
and
steam
chest being shown cut
engine, the cylinder
ENGINES.
EXHAUST PIPE
Kg.
horizontally so as to expose the mechanism,
names of the parts are marked upon them.
as
the
and,
It may be
there is no occasion to enumerate them.
ia half
4.
is
The
slide valve,
V,
fits
closely to
the face where these ports emerge into the steam chest
and is traversed to and fro across them, the distance it
In Fig.
3,
the crank
is
shown on
its
moved
off its
dead center
momentum
its
dead
center.
action of the slide valve that governs the admission of the steam into, and its exhaust out of, the
The
cylinder
may be
explained as follows:
Fig.
valve travel.
It is
valve spindle as
it
5.
called the
operated by
is
amount
of the
termed, which
receives
motion
COMMON SLIDE
fi..in
ril shown in
lli.
have
left
it
its
occupies
in
n open
to
port
Fig.
Now
::.
ml of the
VE ENGINE.
I/.
leail.
15
;ve ports
suppos-
or CUta
it
1'
off
the
ylimlcr.
port, the
as
it
may more
properly
am
<,
whence
lie
termed)
(in a
/.
port.
high
Thus
the atmosphere.
llto
acting as an exhaust
is
moved so as to leave
open
nd leave communication between
team chest
"
'
Jlence
port*,
'I.
action
amount
of
gned eoas
when
while
of
the cylinder
of
it
is
it
valve
slide
6.
are
the
//,,i//.sV-///c*
of the
valve,
liecause
it
is
their
from edge
(I
to ed^c
II.
i-
in this
case (to
live
let
steam
/-
.1
the
//
The
//
<
called
an
may. within
tjcliniixt
certain
proportions and
travel or sliding motion.
It
may lie
lei
the .-team from the steam diet
its
to
Iiy
altering
its
A into D
cither
or
valve
is
in the
be
and E, when
middle of
moved from
its travel.
(as
in the
But
if
cut) the
the valve
both
the steam
the cylinder
port, the steam already in
expands and drives the piston for the remainder of the
stroke without using any more steam from the steam
Hi;- action i- called working steam a
of
m
open
ettt-O/.
port doses
pand,
it
is
ex-
'i
The edges
:u
edges, because
and
it
is
H of
the
On
MODERN STEAM
1G
ENGINES.
of the valve,
of port A lias, in conjunction with edge
Hence edge <j is the
afforded ingress to steam at A.
'/
to the position
shown
made
its
one-half
position
shown
in
Fig.
<>.
in Fig. 8;
is
called
the
is
designated
Thus if I, and J
length on each side.
measure an inch each, the valve has an inch of steam
in
terms of
its
of the flange,
each end of the valve, that covers the steam port and
extends beyond it; thus, in Fig. 0, the lip, at one end,
at
Fiy.
in the
At
same
direction, as
and port A
passing from
full
is
shown
in
Fig. 10, in
in
8.
be
will
open as an exhaust
port,
the steam
is
exhausted, through
D
10.
B, into the
atmosphere.
piston
STKAM LAP.
To enable a
edge of port A.
cutting off the steam
to the right-hand
of steam lap.
moving
in the direction
steam supply to
of the piston
is
enclosed by the
a,
its
at
will
have nearly
stroke.
completed
Now, whether a
valve?
when
must be
in a position to
admit
ff.
and H, of the
ports A and C, as
9.
6,
them
of the
>rne
that
iiniount
the aliovc
ne.-.
.
!'
and
till
cither considerations
appear hereafter.
For the same -purpose, and also to
that
which
The valve
is
by the crank
The
shaft
an eccentric
distant
driven
its
11.
\Vhen
and
the crank
stroke'
piston
move
the
in
same
move
ritrht.
word
to
it
is
and not
left,
the
to
it
in the opposite
//iredion referring to
path of
revolution.
The
said
this case,
direction, whereas,
and
in
that,
olivious
is
it
eccentric'
(the
itsdead centers)
direction
in
is
is
it
these
Thus, in Fig.
of
is
by which
through
an eccentric which
l>y
shaft, axle, or
thniir of
fill
Mtly.
operated
'./
eccentric,
the'
is
when
will
crank
the crank.
the position of
represent
line of the
17
I.I
I.
1,
'1,
KAIL
amount
to
which
it
has
when
the crank, as
steam chest.
shown
in Fig. 12, in
which S represents a
at the bottom to
away
be necessary to
move
the eccentric
forward on
tin-
all
that
the
rod
11.
of tn eccentric,
and
which
its
an-
',.
to
is
the eccentric be
on
axis A.
its
moved through
center
Thus
one-half a revolution
The
thio\v line A, B,
is,
for convenience,
is
attached direct to
if
it
amount
1!.
taken to
throw-line,
is
The amount
to
termed
its
is
meas-
MODKRX
18
it is
shown
an angle of 90
at a right angle, or
In Fig. 13
to the
The amount
to
throw-line
at
end S
is
is
shown
width
crank.
at
EXCIXMS.
,S77-;,1J/
at
where the
the end of
less
piston,
its
moving
in the direction of /,
moving
is
near
in the direction
of
quire to
shown
exhaust,
move
still
12.
that, in the
to
have a
The
is
slight lead.
is
the
its
Fig.
13.
and during
this
valve
movement
occur, and
certain
to
this
in the cylin-
lap.
exhaust lap
Thus, then, the effect of lead and of
1-1.
is
in
CUSHION CLEARANCE
tin
to be
port
of
same din
Rut
il
lead
by exhaust
that enclosed
other words,
or, in
ing
when
19
maximum
of steam
lap.
In
for
'.
live
is
VALVE TRA
is
lap
is
steam admitted
part of tin-
to
which
to
Thus
the piston reverses its motion.
when the piston is pulling the connecting rod, its
is transferred through the half brass
(on tho cross..re
join
Pig. 15.
c,
delayed by the clearance during a portion of valve
movement, represented by the distance between the
is
circle.
VALVE TRAVEL.
Tho
travel of a valve
is
the
amount
is
of
its
motion
the steam lap, the lead, and the travel of the valve,
while tin: manner in which the steam will be exhausted
brasses
ie
jilay
that
cro.---liead
jiiston.
be
will
re-
jrin
But when
or cross-head journals.
completing
pleted
its
stroke, so
that
by the time
it.
;'or
it
has com-
on the proper
ia
in
haust cavity
is
bridges, leaving
a valve
is
the
amount
which
to
its
ex-
when
the valve
is
in
admission, as at B.
This
may
be
avoided
Clearance reduces
by giving more lap than clearance.
tin- compression, and prevents the
engine from thump3
move-
and lead)
will
be
at present considered.
;&s
steam lap
is
given to a valve
throw must be
its
In proportion
CLEARANCE.
mii'-r
its
in-
is at the exhaust
port (as B in the figure) or
otherwise tho cylinder exhaust port will be cramped, as
in the figure where the valve is shown to have over-
than there
travel,
port B.
MODERN STEAM
20
ENGINES.
end of
at the
its
would
still
be
sti-oke.
is,
movement, traveling very slowly, while the valve movement is at about its quickest, the steam is not exhausted
much too early in the stroke unless the valve has a maximum of steam lap, or an amount more than equal to
the steam port width in which case the evil may be, to
some extent, remedied by giving it exhaust lap.
;
and
is
it
The
amount
center.
center
17.
This
is
shown
in
is
Fig. 18, in
port,
it
being obvi-
and
on the
engine
(as the
line
it
line of centers,
it
At
Fig,
speed, above referred to, is said to be due to the angularity of the connecting rod, meaning its angle to the
18.
ous that the valve edge F must, in any case, meet the
port edge b, at the dotted line, by the time the piston
has arrived at the end of the stroke.
all times,
In
the absence
Tin: ii;i:i-:<;L'J.MUTY
OF
kes. hut in
nxl
eci-eiitric
;i
is
unusually short in
As
proportion to
the
the
the
same for
/':/.
it
in connection
Thus suppose
tin'
that in
cross-head journal
when
the
piston
the center
is
at half
will
that
19.
move from
arc
only.
of
21
stroke,
further explain
MOTION.
release of the
and
Tin: J-IHTON
K cuts
dead center
its
at
to the point
While the
where the
mak-
piston is
ing
The nature
than half
Fig.
quarter.
path
be struck
circle
section of
it
will
center
it
is
is
at
its
20.
makes
the crank
j>
tion of
crank,
from the
its
is
from B, past C, to D.
motion imparted by the eccentric to its rod, and comparing it with that of the crank
and piston movements, let A, B, C, D, in Fig. 21, represent the four quarters of the crank revolution, and E,
piston, as
Referring
now
to the
the eccentric
is
moving from
A to
MODI-: I! X
22
moving from B
either of
them
the rod
will cause
From C
ated.
accelerated,
is
to
linear
its
and from
to
the angularity of
motion to
be
acceler-
to
ENGINES.
.S7Y-.MJ/
clear that
crease the
eccentric
inner
retarded.
moving the throw line from C to D would inlead more if the path of the center of the
if
it
were on the
circle.
30-
Fig
Fig.
22.
21.
Considered, however, with relation to the half-revolution from B, past C, to D, the rod angularity would accelerate, while from D, past A, to B it would retard the
It
12, that
when
the valve
always be somewhere
linear
valve spindle,
between
its
throw
B and C when
or,
line
what
will
the crank
is
is
at
its
exact loca-
A,
depending upon the amount of steam lap and the
It will be seen, therefore, that there
lead of the valve.
is no uniformity between the variation of linear motion
tion
example, that a valve has no steam lap and that it be required to have say -J inch lead, then the amount of angular advance of eccentric, necessary to give this ^ inch
lead, will be less in proportion as the throw of the eccentric is
greater.
To demonstrate
this
let
A,
Fig.
22,
line is
is
is
at
at
it
is
is
shaft,
spindle,
the arrow.
If the eccentric
rod
is
arrow;
the
Now
let
the line
the circle
N)
Let
VALVE MOTIONS.
the
same
to the valve.
pin
is
throw
when tin;
Then let E represent the center
i).
and
its
move from E
line
to
I,
while in moving
on
23
1!
being the i>osition when the frank
dead center shown, and A the position
crank is on the other dead center.
eccentric.
tlie
diameter of F, as before.
To equalize the lead, the
rod G may be shortened, bnt this being done, the travel
amount.
of the valve
lo
.}.
le
.1
than
at
1.
To make
vance of eccentric
would require
to
be diminished.
lead,
side of the
cylinder ports.
The cause of this variation of lead (due to a given
and equal degree of angular advance of eccentric) be-
24.
Now
shaft
A
is
rock shaft, or
is
indirectly connected,
may be
further
explained as follows:
In Fig. 25, let c and
E, then in
eccentrics,
of
MODERN STEAM
24
from
Now
ENGINES.
from
it
25.
/'/,/.
which
S,
is
farther
from the crank shaft than E. Then while one eccentric center moves from e to d the valve end of rod II
moves from S to J, which equals the distance c to d,
since e d is parallel to the line K, and the other eccentric center moving from e' to d' moved the valve end of
the distance e' to d', which equals
rod G from S to /
S J, and E i, being less
distance e to d, therefore S t
than S
is less
*',
than
J.
The manner
24 inches.
72
3
1
Lead
-$
of valve
'
Width
of valve cavity
Travel of valve
The
line
piston.
construction of the
B,
Fig. 26,
Line
C C
is
T
2^
2
diagram
represents the
drawn
is
as follows:
full
parallel to
The
stroke of the
B,
and
is dis-
to
Line
is
divided by
DlA<:it.\MX
OF VALVE MOTIONS.
the
inches oil its return stroke the exhaust port had opened
j of an inch as marked on the diagram.
it.
inches
was not opened full until the piston had moved
on one stroke, and did not open quite full for the other
'.<
Ice.
To show the
lap lie added to
effect of
steam
this valvo
lap, let
which
inch of
will necessitate
of
travel
from
'2
to
:;\
inches.
is
haust ports.
condition,
adding the steam lap to be a much quicker port opening to admit steam and, in the full line diagram, a clos
ure of the valve at 19
in
sively
durin.ir
had arrived
at
the
next
.">
the end of
its
stroke.
MODERN STEAM
26
It is laid
down by most
of those
who have
investi-
gated the subject that the port should permit about onehalf more opening for the exhaust than for the live
5 3
5 6
10
12
14
115
18
20
22
24
the
ENGINES.
may be remedied by
exhaust,
increasing
the
Or
exhaust port.
cylinder
The
ports
release,
\
\
22
24
ZO
IS
16
'14
12
Fig,
10
76543:!
28.
up the length
the line
measured from
upper curve,
vertical lines
so meas-
\
Fig.
Fig.
29.
30.
navmg
we
live steam,
and,
"Width
"
"
"
"
of
"
Steam ports
Bridges
"
Cylinder exhaust port
"
"
Steam lap
Exhaust lap
Travel of valve
1^ inches
1
1\
f
5|
far as to partially close the cylinder exhaust port, as shown in Fig. 31 at F, where the opening
is less than at B.
llo/.AV.Y'/ N77-.M.1/
will
mped providing
American
cicnt
practice,
for the
draft
is
poll
is
EXPANSIVEL
opening
ID
'
>
equal
Y.
l|
inch,
ill
the
lire-
KAI'ANSIOX.
>.M
sufli-
inches.
i
p i|>e. which.
27
slide
not serve tn
advantage
earlier than at
in
The
Fift.
represents a diagram of the port oj>eni
a valve motion, having precisely the same dimensions
.".'_'
except that there i- ^ inch more steam lap, and the valve
inches only, instead of 5|, the 4i inches
inch more than twice the width of steam port,
j
the
remaining
inches of piston
stroke,
obtained
lute jiower of a
\?
is
of, say,
50
its
Ibs.
length is filled
per square inch
\\
N
pressure would diminish as the piston moved, the pressures at the end of each inch of piston motion being as
in Fig. 33.
When the piston had moved from
the sixth to the seventh inch, the steam would occupy
marked
\\
one-seventh
one-seventh
Fi'j.
32.
pressure would be
inch of
diagrams
of
its
we reduce the 50
1.07
space, hence
therefore
one-seventh,
obtaining 42.86 as the pressure at the end of the seventh
inch of piston motion.
When the piston had moved
is
more
less,
that in the
two
inches,
an inch.
first,
last
we
MODERN STEAM
28
ENGINES.
amount
PKfSSURC
An
5016s.
and a
50
minimum
of travel
maximum amount of
'
50"
nite point,
50'
in Fig. 34, in
50"
42' 86
37
'51
"
Fig. 33.
number
of inches in the
average pressure.
Thus
LBS.
PER
Fig.
SQ. IX.
Pressure at end of
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
it
motion 50
34.
A A is a supplementary steam
steam as well as the steam
50
50
50
50
50
42.86
37.51
33.34
30.01
Fig. 35
port,
which
edge g
its
acts to
of
the
position
admit
valve.
when
the
443.72
is
44.37
Ibs.
Fig. 35.
crank
is
valve
moves
port
is
seen that
will
the
when
be admitted to
K being
closed to the
amount
its travel,
of the thickness
APPLICATION
of metal at
i
in
c,
ace that
determining
The exhaust
is
tin-
Till-:
'>!'
ia
in
tlie
steam
of
I!.
Fie;.
:'.!.
must
lie
29
sullieient to
cover
the steam
port.
same manner
POIXTs OF CUT-OFF.
I-'IXEU
The width
wiilth of the
effected
ALLEN VALVE To
as in a
is
in
.,'.,
simple sliile valve, ami independently of the supplemental port, as may he seen frmii the ligure.
The steam lap of the valve is the distance from the
inner edge
(/'.
outer edge
-/.
supplementary port
sullice,
^ of
making H
an inch wider
when
the valve
is
in
mid
posi-
tion.
We now
port,
and
must
lie
come
is
it
enough
to leave sufficient
since
strength, and.
desirable to leave
it
no more than
its
strength
it is
requires,
By
the
steam port
and
/'/,/.
36.
its
mid
it
am
port
when
in
position, as
shown
in
Pig. 34.
The
steps
n.
must be
fair
full
open longer
On
closes
quicker.
referring again to Fig. 35,
will be seen that if the valve were moved
inch the
amount
at
g and
through
Fig. 38.
at
F,g.
37.
creases.
and
is
opening
e,
the
opening at g
in-
f ^
>
MJNIVERSITYy
MODERN
30
eled back to the position
at
and
shown
ing
being equal.
//
the valve has traveled back as far as shown in Fig. 39,
at,
ENGINES.
.ST/-AU/
c, Fig.
36, being
leaving the
steam port opening \\ inches as an exhaust
however, there is a full opening of If inches.
,
effective
port,
ft
/3
\
\
Fig. 39.
and
to
whatever amount g
f\
closes, the
maintaining the
full
supplemental port
This
port opening.
We
its
40 and 41,
action
the
may
former
/6
Fig.
\
\
comparison of the
41.
Allen
\
Amount
Cushion
It
is
seen,
IN.
ix.
under a
valve.
4$
full
13
6^
1G|
21 J
If
is
15
21
2-J
on the
\
\
exhaust lap
32
Fig.
40.
Common
valve,
at
15
.i
/>/'/./r,i
ALLEN VALVE TO
TIII-:
other,
varies in
.1
we give
If
or
VYO.Y
supplementary
shown
in
travel
Fig.
U.
to rinse the
\\v
may
give
/>o/.\rs
i-'i.\i-:i>
or CUT-OFF.
at
To
find
result
tract
i/
is
By adding
42.
the
niucli
to the v:ilve as
valve ami
has
lieen
much
luit
common
lietter distribution of
we may give
travel to cause
siillicient
come
get
shown.
it.
slide
steam as
amount
of steain lap,
diminished.
In Fig. 43
we have
to the position
.,|iial
and thus
to
\
\
\
\
V
A
43.
ply than
with the
common
Fig.
Fig. 43 a.
is
1^ inches.
The steam
lap
is,
therefore,
MODERN STEAM
32
e
f
1^)
4^ inches (twice the width of the port
If inches added to the amount of steam lap, l\ inches,
and the
4^).
travel
Now
is
the
common
valve,
ings were shown in Fig. 40, had If steam lap and yet
the steam followed 15^ inches on one stroke and 17^- on
the other, whereas in this case there is -J inch less lap
off at
11
11-J on the other, which occurs on account of the reduced travel. Furthermore, the admission is more full
and the cut-off much sharper, evidencing the superior-
ENGINES.
ity of the
cut-offs.
The exhaust
one stroke and at 22^ inches for the other. The cominches on one stroke and 16
pression occurs at 17
inches on the other, which is not objectionable considering the early part of cut-off, and, also, that the port
CHAPTER
II.
The
mechanism may be
admit
necessary to
cut-oil,
and exhaust
the steam at
ciples
tric
describes a circle,
travel
whole of the movement the eccentric is capable of moving its rod in a straight line, may be shown as follows:
Suppose the eccentric is in position 2, and the direcmotion is on the line A B, and that a pencil
tion of rod
when
move
the
the
much
/"/'/.
is
44.
center
is
marked
at C.
1, its
from C to D.
When
center
is
the eccentric
at
T>,
and
moved
moving
its
in
throw
is
the position
the distance
tion
2.
point
will
tigiire, its
If the shaft
it
occupies in the
Fig. 45.
circle
started from,
B.
is
equal to the
find
how much
it
has
moved
it
its
has arrived
at,
and
rod in a straight
33
to
line,
MODERN STEAM
34
all
we have
the line
to
do
is
B, thus
to
mark
a line
at a right angle to
ENG1M-:*.
is 1
represent
-fa
and the
inch,
it
-,
and retarded
at
another part of
its
we might
/'///.
piston stroke
inch, is
is
47.
full size
fa
ment
full size
As
rod
Fig. 46.
whole
figure,
Now,
represented on a circle,
use the same circle to represent the two, using separate
In Fig. 47,
dots to denote their relative positions.
/'/,/.
for example,
we have
to a certain scale.
is
much
soon,
(1
inch)
is
b.
is
shown
at G,
To
mark
find,
To
find
line
we must
.is.
this circle
circle,
the
is
mark
made
is
M,
ai
arc. (I
l',
is
of the
that
>
is
at
< ',
or
at
proceed as
a- a
tion of the
the
at
is
'.
fore,
and point
crank pin
Now.
tric
are
I.
let
is at,
Similarly,
is at
II,
In-
it
as
together, they
the
II R.
:'
is
may
same
shaft,
be represented bv
4!l
two-armed lever
bv a thick line from
a
C and from C
(',
to
In Kig
for example,
I'J.
it
is
>\er the
mid-positi
1,1.
ports,
and get po
.1
now remain^
io
show
path of the center of the eccentric as not, and, therefore, that the inner circle can be dispensed with.
Sup-
foil..
>
piston
its
dicular
It
<;.
at
(.'
from
rcpresei:
of tin
position
the
of
re-ted
.1
we
piston
1'
and
(i
and point
is marked.
Then
center, arc (' S is drawn, and S is the posiat
from
center
the center
representing
jiin
journal.
M. and an
arrived
at <l.
three-quarters of
its
to
find
draw a
lino K,
stroke,
circle
We
have,
in
eccentric center
Fiy.
pin stands at
49.
g,
and
it is
Fig. 50
j.
If
we wish
5
to
find
how much
moved
fore,
equal to one-twelfth the piston stroke, while it repLet the crank pin be at
36
diameter of the
travel (that
is,
on the
line
engine),
one-twelfth full
and mark
when
shown
by dotted lines.
between the position of
the crank pin and that of the piston is shown in Fig.
51, in which it is supposed that the point of cut-off is
cess, as is
The
in the figure
ir
DL\
vii
Fig.
iii
rt'i
.">-.
drawn
drawn tn
.-((.ntric
.k
jiin
and
la]),
tin'
full
II
90
to
and
'.
is
at a
right
in
length to arc
Now.
lap.
full stroke,
It
is
to
is
moves
//.
the eccen-
I'.,
//
Keing equal
and
to
acting to
nik pin
and
/*
the
then from
jKisition of the eccentric at the same instant,
,1 to 1> re
ie amount of valve travel that occurs
li\e
;,
steam
is
from d
cutoff, and
mount of valve
lap
to
represents
required to
that
to
to
are x
it is
I!.
required that
is
it
z to
live
the steam
ike
su]i])se
and the
Jiin II
move from
er will
of motion while
for the port at one port, and traveling to open the other for admission.
in which
.">::,
114.
represents the posi-
move
to
tion
stand
:itric will
which
it
greater amount
line of tlir
37
center of
path o
throw
crank stands
VALVE
iiiif-ii'iith
&y,
lias in)
at
iln
al-o the
BO
Suji|K)se the
the crank.
trie
si/.e.
l-'Ol!
path nt
'
full
.Ive
'//,'. l.l/.v
lie
cut
otT.
when
its
(liiring
jiiston
the crank
pin is at
ami the remainder of the
lie
./
cylini
//.
motion
to
the eccentric
is
nearer to
its
mid-position
//,
therefore.
In'
i/.
11.
the
crank
eccentric will be
moved
lias
to
(at
at h.
When,
therefore,
is
the
to be ad-
arc
li
:n ]Kirt
!'.
is
traveled over
closed,
still
the
R,
Fig.
53.
tance from
the
H.
at
construction
this
as though
center C.
to H, thereby making
represent both the crank and
the eccentric at the same time, and, in this case, all the
points and lines on the diagram, that relate to the eccentric
and
valve,
would be
Therefore,
if
h,
to tho line
angular advance
from x
same
Pig. 53,
traveled over by the piston during the period of expanig the eccentric ahead, giving it the
|M-r;od of expansion, has
back to the
turned
C, ar.d
is,
therefore,
shown
d and
may
b e
in Fig.
54 by
(corresponding
be drawn, giving
amount
in
of lap, one-half,
MODERN STEAM
38
may
for
BCD,
EXG1XES.
The
Works.
although
drawn
of the valve,
full travel
it is
to a
which
is
iii
this
Now, suppose a
cut
off,
slide valve is to
locating at
v.
piston
travel that
the eccentric
is
in
crank
II C,
In Fig 55,
we have a diagram
tions.
mark
P G and R
arcs
II,
G and H
From
end
1) of
the line
since
Xo\v,
B C
the
!iy
I)).
admission
is
occur
to
when
the
Now,
since the
eccentric
at
steam edge of the port to open it, but, by the time the
crank has arrived at H, the edge of the valve will have
first moved over the
port, leaving it full open, and then
DVH
of the arc
676
(Wttraed.
Fig.
from
V will
55.
foregoing principles, this particular form being that employed by Mr. J. ~W. Thompson, of the Buckeye Engine
out.
The point
C, of course,
still
represents the
UEStQNINQ
and a
and
locates
\"r.
line
liml
tin
|y
To
amount
valve
tin'
of valve
the
line
(',
parallel to
which end A. of
tance
It)
line
line'
A.
(i
In-low
falls
amount
Tin-
II.
I>
amount
the' required
is
for the
of
1!
to
it
when
and
r.
motion occurs
as
when theeccenlric
arrow
then
1'..
at
is
when
close
.Id finally
the distance
B,
from
position of
to reach
begin
to
1'.
center line
close,
and
lire
to
i-
at
is
in
(!.
<
will
It
then,
it
no valve lead
the end
at
I)
at
of the
the
11.
point
then
Had we commenced
travel.
piston
and drawn
G A
by drawing
first,
line
it
letting
D H
meet
parallel
to
below D, showing negative lead, or, in other words, that port would not have
opened until the piston had passed the dead center D
I)
\.
II
reached
drawn
to
drawing
point B.
point as
would
it
the line
circle
D.
Or
line
B G might
lie
be
to
B, there
equal negative lead at both ends, either negaunequal lead being the price that must
by the unequal
lap
is
repre-
,1
from points
B and D IJ
From
From
/.
arc
draw \\nej k
parallel to
passe-; set
/.
to represent
at
crank
L, distant
or at point X. corresponding to
which is too soon, as the piston
that result
and
travel, points
/,
,-,
have reached
;id
valve will
the
a,
the piston is within, say. IJ inches of the termination of the stroke, and we set olf. on the line of piston
dis-
when
will
in the directi
has reached
is.
This
(that
lead.
39
.l
sented
rela-
\vliicli.
.:.
lead
crank mil.
at tin'
liiu 1 y
'
<
tin'
i<
'.
drawn through
line,
\'A/.\'H
stroke,
draw
draw
from point
/,
line
is
is,
/ and
the eccen-
tric at
throw
on
return stroke, the same distance/ y p<tst the oppomid-position Z, or, in other words, reach the point K.
its
site
Likewise,
when compression
is
and crank
to
/, or distance / y
from mid-throw, the exhaust edge of the valve would
be the distance p C from the exhaust edge of the port,
at
40
To summarize
at,
we
exhaust
corresponding
boing taken on the line
laps,
v,
all
these measurements
the lesser
amount
of ex-
The amount
.S77-.MJ/
letters of reference.
at
which
It
is
assumed
to
be
at mid-travel,
from
and of the
B, representing the face of the valve
ports, and draw the inside edges C of the cylinder ports
equi-distant
</,
end.
C p and
the lip
of the valve (corresponding to the width of
the port plus the laps d r in Fig.
55) is wider than lip
(corresponding to a
in Fig.
55),
it is
important that
Fig. 56.
the
ports
assumed that the area of steam port has been determined as that most desirable for the average conditions
under which the engine is to run, and if thia area is
the diagram must
altered, then the other elements of
is
Line II
rather, leaving it out of the question.
then drawn, and line G B (corresponding to Line G
is
in
From
no lead
and L, where
it
at
either end.
points
,1
I>IM;I:.\MS roi:
sion
-i
Fig.
55,
all
jioints
in
the two
end
and since
41
is
it
generally prcf.
in Fig.
">7.
in
Figs.
.Vs
as
way
and
Fig.
cause J and
is
to
.">!.
Fig. 58
is
57,
to
the
in
Fig. 57, would, at end furthest from crank,
be width of steam port plus exhaust lap C r and steam
signed as
lap
where the piston will actually lie when the cutat oneend,
occurs, thus giving an inequality of It
and I' j- at the otlier. or both together equal to
of
,'iud
//
C d ; and
exhaust lap
enough
at crank
to be cut off
a to
make both
lips of
equal
oil
Px
is suit-
liy
the
main valve
ted
by the
and a
is
of no consequence, since
cut-off valve.
In this case,
to the crank
(C
from the fact that the exhaust lap is added at
to equalize the compression, while no excess of lead
i
Fig. 59.
Cp
the
figure,
lip
but
in Fig. 58).
is
A G
drawn through
is
is
from r
in the
(or lip
parallel to
H D
same
equal to
as before,
further
around, thus changing the motion of the piston at the
It
point of cut-off from x, Fig. 57, to x, Fig. 58.
will be observed that the distance from B to
n, Fig.
Fig
a,
bringing point
58.
MODERN STEAM
42
From
DH.
ENGINES.
invented by Dr. Zeuner, and, in order to further explain the base upon which such diagrams are plotted, it
it
may be
it is
ter,
The
these dimensions
and
its
full size
circum-
by
and
to require to
the arrow.
move
in the
\
\
\
events of
Steam lap
Lead at head end
"
" crank
end
Travel of valve
placed in
line
of
its
its
B,
Fig. CO,
this port as
mid-position, as in Fig. M,
eccentric
right to
being ^
i>l.\<ii;.\.Ms /<>/{
the jiosition of
T'> tind
is
thus
moved
(lap
di.-tant
c.il.
full si/e,
erect a
stroke as follows:
eccentric
tin-
to
I'
re
mi
to the
('
end
i)
and
perpendicular
in
43
We may
lead.
now
lieing
throughout the
To find the,
open, as in Fig. >.
of
we
seta
crank,
-pond ing position
may
pair of
the
to
li
one
radius
Y.
and
resting
compasses
Fig. 60,
leaving the port
point
from
s to
V.
We
1)
mark an
is)
arc
G,
.I/,
ffff.
line
at
full
and
D.
Pig.
and a
line
The
tion.
move
from
to
will
represent
when
it
begins to
I),
has arrived
at X, Fig.
The point Z
is
and
it
is
obvious
61.
rrank
its
dead crater
drawn on the
eccentric in
is
on
This line
R.
is
shown
representing the
the center of the crank
Fig. 61,
and C
Z.
Fig.
that
must move
to the left to
width of the
port, or in
this
cal line
tion
/'/</.
Fig. GO,
V.
when
it
is
moved from
its
position
MODERN STEAM
44
in
Fig.
to
and a
drawn from C
vertical line
to
arriving
gives us
the position of the eccentric which is then in mid-position, the valve, also, being in mid-position, as in Fig. E,
the exhaust being about to open for port a.
be that port a
and to do this
will
as an exhaust port,
amount equal to the width
therefore
mark
of the
bo open full
will
it
port
must move an
(an
inch),
we
tion
shown
in
Fig. X.
To
and
when
the valve
tric position
and
its
is
is
position, in Fig.
X, to
its
mid-posi-
dicular
when
line e
Y, which
the port a
is
open
is
full
in Fig.Y.
Continuing the motion and considering the
port a only, the next event is for the eccentric to move
to the end B of its stroke in Fig. 60, and the corres-
is
is
shown
The next
in Fig. B.
move back
until
it
begins to
tion, as in Fig.
As
inch from
/;/.l'.7M.I/.v
The
in mill-position.
u n,
conipr
.ink
open
ing reasoning
and
during
the time
]>osition at
this \ve
tlie
may
/>/-:sft;\/\(;
j>ort
y event
Flt
tin-
this stroke,
valve
find
is
aooeo
except
about to
VALVE
mark an
45
tlie
we draw
We
any other
M.
When
tlie
eccentric
iount of
La
as in Fig.
in mid-position,
tlie
at
M,
it
will require to
move
to
eccentric
by
position
as the line
is
obtained,
from the
the line
line
M C
and arrive
P, giving at
at d.
From d we draw
the position
Fig.
Fig. 7.. ready to open for the lead, and the amount of
steam lap being an inch we measure, in
Fig. GO, an inch
we have found
X.
which
is
125
Fig. P.
when
and the
any
will
be 125
the valve
is in the
position in Fig. P,
is
tric to
ndY C, representing the angle of the eccenthe crank, or, what is the same thing, the angle
and from
as a center
behind
it.
We
to require to
'trm
be f inch.
To
MODERN STEAM
46
the eccentric
from C
to the
distant
lead
(or
ENGINES.
its stroke,
When
the valve
moving
moved back
shown
of
of
its
in
its
will
to
opening of port
to
the
in Fig.
standing in mid-position M,
Fig.
62.
The
position, Fig.
its
mid-
We
to begin.
for
and
this
With
we
the
find as follows
valve
in
mid-position, as in
Fig. M,
it
UN
move
pen
to
M'('. in
the
to
amount of
its
steam lap
l.etoiv
ii
trail,
V.
>nt
f
from
to ihe
.iiiioiiiit
tric
is
in
the position
47
is
I
as follows
D. called the
Fig. Y.
Fig. D.
ter,
B.
To
'
its
position,
from
we set
mark an
Now,
the
'
^
"O.
Qu
arc
**
Y.
line L'.
is at
the piston.
Fig.
which
on the line
is
ADMISSION
BEGINS
T
F:,J.
M.
Fig. Y,
*AVC.L CI
Fig. 63.
and
the arrow,
we may proceed
denoted ly
which
MODERN STEAM
48
to
mark
If the
valve
just covers the ports and has neither steam lap nor lead,
the eccentric throw-line would be at a right angle, or
EXCflXES.
is
behind the
line I
do
is
shown
in
the figure to
it
would
and ran
in the
instead of ahead of
if
posi-
stand
it,
as
it
is
essential to the
its
principles, viz.,
ADMISSION
BEGINS
crank pin
cylinder,
is
at
at the
tion denoted
in the diree-
tion
63.
shown
edge
\W
64.
is
gards the compression which will be explained hereThe construction of the diagram, however, reafter).
quires that
being marked in
Dl.\f;i:.\M*
nulia! lino
C.
This,
U would occupy
observed,
it
DESIGNING VALVE
the position
the
is
the crank
if
at
lie
l-'oi:
the
:ii:e
the line
<
and therefore
'.
run
an assumed or false
po-i-
IK.'
center to what
to
in
a-siimed to
is
is
in
is.
it
at
is
the port
is
I> it
steam
at
whereas
jiort,
it
the port
is
at
is
acting as
the
trie
\V
may
at
and
('.
a!
'.
ad of
because,
it,
ill
this case,
wo may
in
the figure,
its
is
it
.ink
.re,
to B, the valve
first
it
and
edge
is,
i>
to
l>c
ahead of
^
in the example), as
it
is
crank
at this
in
represents the position of
the exhaust commences.
The
return stroke
is
diagram
will
simply turned
line
C.
and
its
is
found by
commenced when
its
is
the crank
was
at
equal to distance
A,
d,
when
center
to
of the lead,
Its
d,
has
c,
moved from
A to
line
D.
When
line
the crank
moved from
its
C.
C D we mark
if
amount
strokes
when
position and
line
central
On
and
the lead
always on the
is
compression begins
ACD
ought
it.
since admission
the time
to
rqnid to
is
71
cut-off
motion from
llesuiuing
po.-itioii
D, distance
to lie acting as
in the direction
proper
line
.s
Point
of the eccentric
('
\"
On
circle.
'I'd
steam lap
49
if
as
a.
radius
we draw
d.
This
is
called the
50
amount
of port opening,
when
is
af
C from x (where
X,
the
When
circle
circle,
measured
When
creased (giving the valve more lap), or diminished (giving the valve less lap), while the valve circle and travel
of valve remained
tion
lines
and C
(represent-
ing respectively the crank positions at the points of admission and of cut-off) would assume different posi-
</,
**
ADMISSION
BEGINS
Fig. 65.
Fig.
fore closed.
may
be, if a line
63.
drawn from
is
e,
Thus, in
moved from
ports.
the
its
Now
steam
mid or
port
circle, as at c in
first
intersection of the
at the point
H where
steam
is cut-off,
when
sion of steam,
we draw
a line
from
C, passing
tile
.:
the
at
It.
the distance
in
gives
at
tin'
51
bei-n considering is
port b in Fig.
the
events
of
and
cut-off
66,
port opening
having lieen
governed liy the edge 11 of the valve while the exhaust
//.
MUTlo.\*.
e.
But while
ii
is
traveling in
the edge c of the valve
closed the port ,i, shut in the end
iias
d,
amount
cut-off.
is
ll
ceriaill
the
elclii'
liie
of port
md
on
tile
the cut-oil
diagram.
is
<
>r,
cni-olT
COnVCN
may
.mi.
poin!
amount
of
1'iir.
(,.].
in
in will
63, at
be compressed.
what point
this
To
find
on the
compression will
66.
be found.
lap circle,
and a
line
the intersection of the exhaust lap circle with the oppoIve circle "\V
(this point of intersection being at
when
the
and where
this line
circle,
which
is
at
MODERN STEAM
52
ENGINES.
of port a.
From
we draw
inch.
circle
travel).
Let
67.
spectively,
Fig.
at
s.
re-
the length of C D
(or one-half the radius of the travel
draw
the
two
dotted arcs at c.
From the center
circle)
68.
roi!
to
tr.'i'.
hue df the
wlicn
tin-
('
to
I)
1'.,
From
mar
jKiint
to
1!
1).
line
similar
I:
('
\'.
draw
or one-half
v.
through the
('
intersection
at
//
line'
11
the'
port
home
heine;
in
trives at
to
begins
mind
the
the
that
II
T. this
or what
I),
on the line
is
same
tin;
tiling, tin!
'/
\V OH
distance
/<
j-
T.
Mien, that since the
open when
steam port
full
is
a!
is
the crank
liein^at
is
at T, the
the
end of
its
V.
travel
when
the
over-travel of tho
we
steam
pin).
at
obtain the
is at
line
case
<
rcle
crank
(it
lap and
of the steam
prolonged
we
'/.
crank
us
or.
I.
V. \ve
its
('
'
I).
having
circle;
('
the stroke
tor
alible
on the
e,
when
stroke
and C
tin-
is
the throw-
is
tin'
draw
i-
for
tin-
line
Tliis
7-.
53
lap,
If the amount
and hence the over-travel.
had been math' twice the amount ob-
of valve travel
tained
amount of steam
8 port
lap
when
itives
at
hence
tin
other fin!
'//'
flu' <////;/'///-.
C, a line passing
through the point of intersection f of the exhaust lap
circle and the' oilier valve circle
(C ') jjivinjt at m the
.ired crank, or crank pin. position.
Now suppose
the
..(I
iii'
T>.
'
circle
line
C T
of
it
leaves
reached
lias
the crank
pa
and
if
from
lap,
this
we
or radius
Fiy.
69.
at
beyond
V and
does
or h
[TJ'NIVERSITY,
CALIF
if
the
MODERN STEAM
54
length of the connecting rod be left out of consideration, we may invert the diagram and it will serve for
the return piston stroke, the various events occurring at
the same points in the crank path, although not for the
ENGINES.
to B, the
throughout the whole piston stroke from
piston being at its second, third or fourth inch of movement from D, the crank pin will be at the correspond-
JI
Fig.
70.
If instead
of
a con-
VII
of cut-off, exhaust,
Fig.
II, III and
ing points I,
piston starts from B,
72.
IV
respectively.
When
the
in the direc-
Dl .\<;n. \.\is
FOR
valve travel
motion
that
its
is
so long in
influence
on
proportion
the valve
is
VALVE
Jj/-:sn;\JXi;
.i/o>77o.vx.
we
rest the
in
its
many diagrams
is
length
taken as infinite or as
ed crosshead. instead of
fluence
cut-off,
of
th(!
exhaust,
1
,
if it
by an
were actuated by
eccentric.
The
in-
N.
at
is
J,
at
giving
is
at
Similarly
compasses at
and
Fig.
55
73.
mark
at
connecting rod.
giving
is
To
we may draw
at R.
tions,
at
MODERN STEAM
56
'
and (H
the
connecting
II R, giving at
rod,
at
posi-
A, and
from
A we
when
with
Similarly from
ENGINES.
II.
D.
is
shown
at R.
On
the return
Fig. 68.
From
connecting rod when the crank pin is at S.
we mark with the compasses the arc S V, giving at
the piston position at the time the exhaust opens.
For
stroke, the
of the arc r
g,
is
distant
rolt
/;/.!'//.'. l.l/.v
we
mil.
find
(lie
essary
to
crank
i-iit
iitT
.</.
with the
stc:i;n
corresponding with
lie given
must
the piston position \\.
crank
this hein^
to
the
nearest
for
the
MI lap
port
crank
is traveling
the
steam
while
admitting
ami in order to
1! (I I)
i;iirli the half-revolution
crank pin
at
and
''"
I':--''
the
" at
''
valve
of
'_'
and
inches,
release
,t
_>:',
feet
20 inches,
to cut off at
ired
ports being
5",
be
j
tin
inch,
<',
long.
Draw
termine
do
to
is
its
beiiisr
the radius
a.
It is ohvi-
When the
the port ojiens for admission.
crank reached I! the amount 6f valve lead will bo the
tion
when
a,
it
is
but d
s.
mvmg
lips
different
which
is.
that
hausts must
ize,
then,
it
then;
is
to the
two
given amount of
off,
of admission, of release,
piston
when steam
is
to be cut off
B
piston travels from T) to I!, ami as the length of
inches (or
I
oni'-i-ighths of an inch), R will be
is
20
'_'
and
mark from
with reference
when
II
line
D, and from
C T
Then
at X.
into
D, and also the distance C X, and divide C
is greater
D, thus obtaining a fraction, because C
than C D.
Substract this fraction from 1, and divide
C
C
th(>
lead,
Thus distance C
inches.
Dividing
substracted from
The width
D =
1^ inches and
(or 1.5)
by
is
3.4
which
leaves .56.
of port
is
| and 1^
is \,
half
of the latter
required to find
valve travel, the angular advance of the eccentric, the
amount of exhaust lap, the point at which compression
Suppose,
is
less | is
1-J
or 1.125.
Divid-
Now, from
the point
MODERN STEAM
58
with the line
circle
and
set-off
on
C X, draw
a perpendicular line T t,
side of t, a distance
D, and on each
d and
or,
angle
is
the
in
tric
s.
The
eccen-
E F
being
Fig. 75.
Then C d
is
to line
circle,
at a right angle
D, and from V, where this line cuts the travel
draw the line
C v, which represents the throw-
obtained,
then,
as
To
and
C may
at the
be drawn, showing at
time of admission.
amount
of exhaust lap
the
we draw
-ink position
line
and where
to C,
the radius of
is
p,
therefore
may
The
have
11
lie
when
the exhaust
exhaust
tin'
C 01
drawn, from
them,
to vary
in
and
known.
is
If
the exhaust
I'M),
would
/.
aust) at
is
lie
('
l,e
and
tin-
/,
to let
ne
it
to
inter-
tlie
required
amount of
ex-
haust lap.
diagram.
it
\a\
now
lie
required
to construct a
diagram to
relative openings
and exhaust
edge
(of that
ports,
end of
and
the-
valve that
is
admit-
The
travel,
steam
lap.
exhaust
la]>
and
-tructed
data,
lead being
showing
li.r
'
Length
ravel circle.
the ex-
I) />
the lead
and
VAC
exhaust port
bridges
steam ip
1^.
2-
in.
"
^
5
24
- 84
of connecting rod
may
the travel
center C,
draw above B
Da
semi-circle
as
may be
From C as a center,
port circle.
a semi-circle F F, having a radius equal to
the exhaust
draw
(the stroke
of
of steam port
Travel of valve
I'i-ton stroke
I'Yoin
had
it
d the
the
Exhaust lap
valve circ
if
I)
1!
ihe
motive.
the intev-
illustrate
is
each
at
ei|iial
drawn through
/.
1>
"
an-l
:iine
that
'
lap circle
tl
introduc-ei] to
it is
and C
lie
as the point at
If
I!
<'
Width
varied.
remembered
would give
inches*.
(i inch).
ieen tie-
which
in
7ii.
l-'ig.
travel).
:i
lie
in
pealed
begin-
'ii!
Ki.i;.
must
it
lie
may
ai
1
'
-MOII for
ch exhaust
shown
with
,;ned
circle.
l.-ip
I '-enter,
to
is
the travel
line cuts
this
59
to
crank for
the
MODERX
60
STI-'.AM
corresponding steam port openings, and simultaneously upon the lower half of the diagram, the movement of the exhaust edge [<, Fig. 64] of the valve.
Next we may trace out the movement of the exhaust
the
KXULXES.
17
18
21
edge
[e,
port.
When
C
V, the valve
moved from
amount equal
to
the
its
exhaust
central position to an
lap, thus, opening the
of the cylinder.
When
the crank
DES1GX1XQ VALVE
///.|'//M.I/N
('
./,
\haust edge
at
avy line
u.
on line
nit.
vtion of the
from
T>.
valve
tin-
circle,
S.
or
ifl
The
inch as lead.
at
I.
is
from
ilie
I',
steam lap
of
tllC
liitli.
l!>th
When
extend-
n,
The
full,
</
(a pro-
port,
it
will
be seen, keeps
full
all
to the
I'.ith inch of
piston stroke.
the valve increases until the crank
The
is
over-travel of
still
The steam
valve circle.
open for
the'
S away
is
l>y
the
gh
opening
the
ing an opening
exhaust opening, when the
port.
Cl
valvo
circle to the
or distant d
The amount
is
shown
at the
extremity of iU
to/
on
and the piston has moved to 1 on the
line D li. the steam port is open the length of the lieavy
line I!' which extends from the lap circle to the valve
circle, while the exhaust at the other end
(measured on
the line
would
be from the
prolonged beyond C)
1
(.'
moved from
lias
the radius
its
circle to the
'i<j.
77.
edge of the valve traveled across the steam port, opening it full, and finally passed upon the bridge, and at
the same time the exhaust edge of the same end of the
>rt
circle
W,
the
travel
and
in};
from
the,
jJ.
opened full, the thickened line G' extendsteam lap circle to the port circle W, and
be the distance
a,
Fig. 77.
Thus,
crank positions
distance
F and
amount
(a.
h from
distance, on line
circle
1,
(,'
its
1.
central position,
h, is
the
MODKRX
G'J
STI-:.\M
radial line
'2,
and so on
to
position
of the
ENGINES.
is
must be
consid-
76.
bridge
circle F, or distance
Vj
in
circle to the
ered.
uncommon
amount
is
of
over-
the
relatively to
1)1.
amount
the
TI!.
made
is
occur
l-'ui:
is
if
DESIGNING VALVE
by the thickened
the
cylinder
equal to the radius \"
/'.
i:
if
found
at
..
l-'ig.
en given
li\
The crank
77.
and of compression
cut-oil
in
is.
radial line
will
opening
14 that
is
-I
('
where the
cut oil
is
it
is
circle "\V.
This port
closed on the dotted line
located.
is
moving from
its
19th to
'-'nth
position, the port begins to close the lower
valve circle, cutting the circle K at K, so that when the
begun
to close, its
its
until
line
it
that
runs from 20
When
ation of line II C.
crank position
'l'.\
is
reached,
passes through the interof the valve circle with the exhaust lap circle,
'.'3
to
and
circle
to
port,
liith
part of the
69
circle to the
inch of piston movement, corresponding to crank position lit. the exhaust port is full open.
-howti by the full line from C to the circle E.
\Vlule.
circle, this
position
of course,
n port
.l/o'/7o.vx.
cramped ami
V/=
in
guv.
This cannot
port or cavity
Mist
'//,'. I. l/x
cut-oil.
partially
If
we attempt
of valve
is
it
mechanism
employed.
/^ei
ItTBTIVEB -ITT;
,
V\^C
CHAPTER
III.
With
described, the
as
distinguished
employed.
presently.
The
and
steam supply to
The
Fig. 78
represents an open
rod Stephenson's
link
or
in
other
words,
is
ahead of the
crank
while, with the engine running in this direction, the backward eccentric follows the crank, whereas,
when the link motion is placed in backward gear, and
revolution
more
clearly presently.
When
64
is
one with
will
be seen
On
is
lifting shaft.
crank
the crank
rods,
to be diminished,
'
open
lever.
The
sector
is
is
pivoted
is
(in
middle
notch.
On
e
3, 2,
1,
or
0,
which
is
the
the
releasing rf,
spring acting
force the latch into the notch
will
I'
ij*.
7*
&
79
FULL GEAR
FOR
FORWARD MOTION.
CYLINDER PORTS
VALVE
SPINDLE
SLIDE VALVE
FULL GEAR
FOR
BACKWARD MOTION.
CYLINDER PORTS
SLIDE VALVE
65
MODERN STEAM
66
ENGINES.
in other words,
have moved,
the
amount
it,
we move
in
Fig. 79.
"We may
motion with
accuracy for
parts
of a
all practical
link
purposes
link,
If
least
amount
of travel
this
position
is
called
dead center,
MID GEAR.
\l
80.
then be brought
which
is full
"With the port a open for the lead, the valve must
have moved from its mid-position to the amount of the
lap and lead, or distance w x, hence we take this dis
tance and from the center
of the crank-shaft,
mark
c,
I,
From
//'
p' of the link-slot, and the arcs
for the eccentric-rod eyes.
This is practically convri
the center-line
/>
from
to K,
added
the
to that
we have assumed
67
68
it is
be
moving
raised, in
move
whereas in practice,
it
hand power,
ward
travel,
it
from
full
forward
to full back-
end notches
him
The longer
enable
to
exert power
the link
how-
is,
an arc of a
circle, of
which
and
14
As
Width of steam
Lap of valve
ports
'.
\\
"
"
"
,'3
it
is,
curvature
motion
will
centers,
than the
The
it is
its
the less
line of
link.
lifting-shaft
perfectly
if
it
of that length.
When
it
is
placed in
center k of the eye at the other end of the eccentricto it the distance from the center of the
rod), and add
eccentric-rod eye, to the center of the link-slot (or disaud with the radius so obtained,
tance g, in Fig.
82).
rest
line
or motion.
For the
69
?-
^
*
fc-M-*>=.'_^
^
\---^
i*
ti
take the length of the link (the radius from p to p' Fig.
82, being taken as the length of the link) and from c as
a center, mark an arc p thus getting the position of both
ends of the
link.
To
may
be marked,
we
take the
pin,
centerS of the
r,
and
and h intersect at/ the center of the backward eccentric, it shows that from/ as a center we may draw in
the center of the link curve.
link,
we
and find
To
From S
mark an
arc y
y,
motion necessary
We
With
the
lifting-shaft
from S
at
S.
I,
we
to line
tion for the upper end of the link hanger when the link
is in full forward gear.
When the link is in mid-gear
the link hanger will stand, one end on the line of centers at n,
t,
and where
we take the
mark an arc, giving
be; hence
lifting-shaft will
we
and, from where this arc cuts the line I, we draw a horizontal line ij fj, which will be the plane on which the
distance
n'
We
same radius
g,
From
n'.
shown
with
in Fig.
79.
It
that the
amount of lifting-shaft
from mid-position to
full gear for the backward motion, is less than that required for moving the link from mid-gear to full forward gear. Thus, when the link is in mid-gear, its
n', as has already been shown; hence
from n with a radius of half the length of the link,
we mark an arc m' somewhere on which the center of
the link will be when in full gear for the backward
Then from e as a center, and with radius e c,
motion.
we mark an arc u', and where ' cuts in' is the position
center will be at
as a center,
will be.
Now,
p and p',
centers, arcs
the link an arc r',and from the lower end an arc /(', and
where these two arcs intersect on the line of centers (at
Z) is the center from which the center line of the link
may
to w,
we
find
it
less
than from
is
We
the parts,
on the dead center B, and the link
and
also
when
it is
all
in mid-gear,
and
it
when
is
the
in full
may now
1J.\I\
p-
MUT1U\.S.
71
MODi-:r;\ STI-:AM
>--
L/.\/\~
me
\ve
of centers at
at
is
<.
;/.
have transferred
OH
[-
aving.
upper ha
;r center of the link-Mock
tlie
''
/<
from
line'///',
it
is
clear that.
is
.-lot.
will
*'!.
Fig.
mid-.irear
nd
to the
shown
in
for full
position
./.
in
si',
Kiir.
and
center,
mark an
from
as a center, arc
tret
<l.
and from
at
arc
<
on the
'.
line of
radius,
>hows
h,
that
of the saddle-pin.
is
in full
Thus
it is
shown
that
when
the link
slot, is
is
behind
the'
In Kig. st.
/'whose rod
now
in
is
connected
to
link,
case) that
in this
is
found to
The amount
the lead of
the
mid-gear,
centers,
link slot.
is
By
rod.
Thus in Fig. 85, we have the path of
motion of the forward eccentric, when in full forward
gear, and for the stroke, when the piston is moving
from the crank end. to the head end ol the cylinder.
eccentric
The
of the figure, as
ma
is
for
conv-poiidingly increaseil.
lie
73
.I
when
crank end.
tin-
line
and are
lettered
the piston
is
moving from
to the
,;.
b,
c,
etc.
For the
other stroke
when
the crank
is
a'; the
port
is
In Fig. 89,
we have
hooked up to
For the piston
stroke from the crank end, the letters outside the lines
are used, thus, at B, the crank was on the dead center
at the crank end; at a, the port end was fully opened,
to close.
At
C, the
cut-off oc-
curred; at
(t,
center; at
marked
74
Fiys.
Paths
1*
Line of Engine
Centers.
of
Motion
85
of
&
ENGINES.
86.
the Eccentric-rod.
LINK MOTIONS.
Fig. 88.
Fig. 89.
10
75
MODKRN STEAM
76
The
line
7,
line
in
mark
in all these
/,
hanger when
it
KXGINES.
90.
12
B
14
\
\
\
\
\
91.
In Fig. 91,
etc.,
we have
designated points
throughout
other stroke
all
of
cut-off,
refer
to
this
stroke,
come where
it
will).
is
stroke.
The
of
points
it
is
been increased
it
I
was with the link in full gear to -fa, at end B, and
end D, both strokes from end B, and both
inch at
).
from
li
T).
cnil,
This
moving (at the crank pin end), away from the line of
centers during one part of the stroke, and towards the
when the
line of centers, at
link
is
in
that the
is
of
advantage. beCM06
I),
the
piston
to half stroke,
than
Fig.
it
does
fore requires
a.
more
The cause
another part.
is
in
Fig. !i'j. the full lines representing the forward, and the
dotted lines the backward motion, and it is seen, that
92.
readily.
B, to half stroke,
Fi<J.
still
gets
is still
two
93.
The point
inches
later,
end D,
as before explained-
is
in mid-gear, the
78
MODERN
will
STHA M
be as
in
A-Y G 1 .\ A'X
MOTION'S.
/./.V/\-
carliiT for the backward, than for the forward gear, and
on the other stroke, to delay the point of cut-oil making
(UNIVERSITY,
o
79
and the
it
difference
Fii_r
more marked,
is
as
SS.
may
'.!.">.
It
those
for the
At
identical.
ly
t'oruanl,
i[iiarter
equali/ed. as
another point
curs
the
at
may
to
the
ized, lull
.is
seen in
in
Fig.
for
in;.
]',ut,
there
is
\\
it
I),
to
I>.
In
mid
not very
is
'I
is
and
-I
whereas
it
was
.1
inches respectively.
Fig. !(i, at 4 and
in
inche> iv>pectively.
.").l
Thus, it will he seen that the
difference caused by altering the posiiion of the liftingshaft
and disadvantages.
SHIFTIXc;
If,
events
is
in;,
the
link-slot as in
hark, bringing
link-slot,
Fig.
POSITION'
instead of setting
width of the
:
THK
we
it
Fig. 97.
OF THE SADDLE-FIN.
The
saddle-pin thus set back.
is
the
same
for
both
hunger suspension
point
of link
figure.-,
for the
Summarizing
ixation
of
tin-
these, results,
events of
wo
cut-off etc.,
it is
and forward
the link hanger, so that the lines n <l, Figs. 8.1, and 84,
are drawn to represent the ends of travel, of the link-
is
from
inch,
cut-off
the link
!)1,
noted,
Fig. H7.
gear, vary
as
they were
cut-oft the events are very 0681
whereas
l>e
l.e
Ttli.
backward
tin-
proportion
is
in full
line
/,
to
80
and
is
it
whether
able
a disputed point
an evil or not.
this is
we may, however,
engineers, as
among
If
it is
to
considered desir-
eccentrics
the
forward stroke.
The
of the
positions
link,
are
it
merely swings
Fig. 99.
Fig. 100.
the link on
valve.
when
in full gear
parts are
drawn
The dotted
in their
and
in mid-gear.
in dotted lines,
and also
normal
the eccentrics
in full lines.
and
link,
drawn
moved
its
pivot at
in,
fiut in
full
forward gear,
positions,
at full gear, is
inch,
and we see
in the
LJ\/\
diagrams, Figs. 88, and 94, that
1
tn
ia|i
y
to
at
mid-gear
inch.
reduce
its
1,-ad
to
to
it
had
MOTIONS.
81
'I'liis
equalization, however, is only obtained at the
expense of the backward gear, as may lie seen from Fig.
101, in which tint link is placed in full gear backward,
in-
Fig. 101.
and
it is
seen that
reduced the
lead.
Fig. 102.
trics forward, will not affect the lead at mid-gear, and it
being obvious that, for full gear, we must set the eccentrics forward
enough to compensate for the inch lead
forward gear.
lap,
would require
dent that
if,
to be
added
to the lap,
82
tions, there is
Fig.
inch
lead
backward
gear.
gear, gives
in the full
-fa inch,
-J-
at
pond
to those used in
we
find the
103.
from
when
We
is
This occurs, because the forward eccentric is connected to the lower end of the link, and as a result, the reversing lever requires to be pulled backward, in order
to put the link in forward gear, and vice versa., whereas
in
is
moved
forward, for
the mid-gear.
then draw the lifting-shaft, and from its center S,
draw the arc y y'. Turning now to the full gear with
fall for
is
of the link,
we draw
arc
r,
giving us the
is
not the
rods.
The proof
is,
that
/./.YA'
backward gear,
full
it
)'
will
In
found
from
V,
tn
C,
in that
full
forward,
in Fiir
UK;,
nnd
described,
from
.11
gear
we
find
and
ntrics at e
an.
ID,
of the
r
/<
the di-tances
figure, that
MOTIONS
pillion of
tin-
f.
an
the link
>'/',
with
the
link slot,
and
ectively.
mill
e of
will stand at
j-\
full
he
gear
lie at
bad
m-
i>.
VAKIATIOX OF LKAD
T1IK
IX CKOSSKII RODS.
Fig.
may now
It
lie
is
may
follows:
104.
falls at r
on the
line of centers
as in full gear
it is
back
with
1 1'.
will
ntricB, to
p and n n'. Fig. lo-_>. we get at their interon the line of centers, the
position of the center
the link-Mock when the link is in full
gear either for
.ward or forward motion, and the figure shows that
ion
the link-block, in
arcs
p p,
with arc
n'.
which
have no
will
Thus
effect
it
put back,
shown
II
in full lines.
By
Fig.
105.
will
backward gear
be seen from Fig. 105, in which it is seen that
setting the eccentrics back from the dotted to the full
But
as
may
lines
increases the
decreases
it,
lead by means
the lap to suit,
whereas
lead,
and
in
the
full
motion,
this
given,
forward gear
it
and
107.
As
it
is
double ported, we
may
obtain
only permissable when the engine perprincipal duty while running in one direction,
of a single port, hence, we set the eccentrics back, reducing their angular advance sufficiently to alter the lead
from
crossed or open.
as follows:
forms
its
is
full gear,
the
may
full
-J,
to
4^,
^ inch.
\Ve
inch lead at
the
108,
Fig.
port
shown
is
obtained
is
to
open
sp
>
<
10S.
amount
the
Fly.
of the lead,
10(5.
valve, has
been shown
is
having a
less
is
4^
moves
shown
is
^ inch opening
,the effective
g,
at
as
//.
opening remains
opening at
the
amount
g,
and
at e
of effen
valve
Fig.
107.
from Fig.
cut-off that
it
but
it
possesses
is
its
greatest advantages.
By
inch.
in the engravings
4^
position
at
this is
in a better position to
eccentric
well as at g.
When the valve
and as
moves
whatever amount
position in Fig.
opening
is
110.
opening at^
amount
of
port opening,
position in Fig. 10!>, to
This period of equal port
its
Fig.
106 at
shown
a,
in Fig.
after
1
n.
7./.VA"
tin'
port
i.
ncmii;;
is
-ion
to
/,
85
full
'
!"
i-
hooked
l-'ig.
~.
superior to
as may be seen b\
-.ed
\vuuM
.\iding
i'
with a
--g
common
l-'ig.
HIT, to
si:
l-'i^,.-.
HI,
or
inch lead.
When
tin- \:i
elTect
tin
and returns
cut-off, the
amount
of
Fi<j.
95.
off,
Fig.
port opening
the
is
same
as
f.u-
111.
ion.
This superiority
and
and
is
at mid-gear, as
111',
may
with Figs.
INOIIK.ASK
111.
!)_'
ami
!)4.
until tin' valve has reaelied the position in Fig. Ill, this
perio.l
being shown
in
this point,
Fig.
oniial. until
lin.
110.
This equal
vn in the diagram, Fig. 106, from
for the valve position in Fig. 110, and
in Fig.
in Fig. 111.
d being
</,
to
c,
e;
common
still
remains
double
what
it
would
be,
in
slide valve.
for tb
Allen valve,
when
the link
SG
J/o/JAY-.'.V
STEAM ENGINES.
towards mid-gear,
common
lead.
in
valve,
amount when
the
A/.YA"
</.
Tlii-n
iiii'l
from
"ii tin'
oilier
:/.
x cut
\\
the
(tin-
lini-
center cf
of centers,
tin-
pivot, fruin
line
/.
tin-
link
we mark
is tlie
MOT!n\s.
in
the
are
</',
position
for
on
tin-
hence
87
lino
of centei-s.
the link-block
may
will
be vertical,
118.
must be suspended.
The
its
mark
a perpendicular r
and from
r';
mark an
arc
88
v with r
draw a
r',
line
then from
t,
v,
wo mark
end
the radius v
motion
on the
g,
and from
arm
v,
as a center,
mark
arc
//,
the
when
position of
line
t;
The points
and
arm
H' and
at
of cut-off, with a
Gooch
Fig.
construced
will,
and
(as
if
we were
was done
to
in
move
Figs. 99,
stand vertical
lience
other, as will be
116.
;XJNIVERSI
OF
CHAPTER
IV.
on the
forward gear.
The link-block is carried
II of a rocker, rock-shaft, or rockingthe
lower
arm
upon
lie
link
in
as
:.
full
it
is
promiscuously termed.
through the
;ii
to
direction of its
arrow
at B, thrt valve
in
must move
in the
for
the
crossed.
of the rocker
vertical
centers
is
of the rocker
line
PG
stands,
When
thrown out of
tne link-block
c,
medium
;.
line c
American locomotives.
in a
off-tel.
To find
in
The
line of centers b b
being drawn,
n, its
when
THE OFF-SET OF THE ROCKER- ARM.
The center
it
is
line of the
engine
is
on the
the
arm G
and through
line h
is
b,
and
below
it
is
to stand
of the rocker
is
below the
as
its
this construction,
it
by a
dot,
line b b
lowest point,
Or, instead of
89
90
tance, the line of centers b
line
n;
b,
and on
it
mark
the circle
n.
At a right angle to
we mark a line a, which
will be the center line of the lower arm of the rocker
when it is in mid-position. From a, as a center, and
with the length of the lower arm of the rocker, as a
radius, we draw an arc c c, and where this arc cuts line
n is the center of the rocker-shaft.
From this center.
we draw arc t on which will be the path of motion of
dot a and
C,
at a
t,
is
in full
ward motion.
At a
the arc
arm when
this construction,
from which
rocker-arm
it
receives
is
in full gear.
of the
rocker
delivers
is
equali/.ed with
*'
and where
',
is
7?
.&
the link
lower arm
the
an arc that
vibrates in
lines u
t',
By
right angle
p p, we draw
t'
tho
for-
its
/./.VA'
the crank
when
center, and
radius,
is
willi
we mark
on
across
R,
M marked
dead center
its
the length of
the
ami
at
circle
the
are
at
tlie
/'.
H.
From
this
an arc
te
/
r,
and
/;;/.
struction
is
rejieatcd
us Ijein^
.ait
from
found
to
for
both
strokes, the
eccentric
ec-cenn
//
sn.\rr.
.\furtu\x \vrrii
Tn
crank
when
positions
the crank
is
on the
dead center.
ilf
tinil
is
91
on
its
position "f
doat
its
ili:-
rocker-arms.
When
the
us.
amount equal to the lap and the lead, and the rockerarms will, therefore, also have moved from their midpositions to the amount of the lap and the lead, hence
119.
(drawn from g, with the length of the eccentrica radius) giving the eccentric positions when the
crank is at B, and arc r' r'. drawn from, g' on the arc t,
arc r r
-
12
the lower
which
is
the lead.
arm
will be at g,
distant
from d
to the
amount
at n',
of the lap
and
MODERN STHAM X
92
/:
To find
the position
year.
from
position B.
is
at
e,
or, in
crank.
To find
the position
of
the parts
when
From /
\>
120.
is
that from
be drawn
crank
shaft,
we know
we mark an
arc
g,
somewhere on which
With
when
the link
is in
full
'.!
y,
posi-
gear for
backward motion.
From g, as a center, we mark arcs w and w' for the
ends of the link, and from the points of intersection of
LL\K MOTIONS
arcs with arcs
E and
II respectively,
and with a
hanger
lifl
witli
nt
to
lie
eenter nf
the
link
suspended
:ersof
murk new
tore
incrtas
/'/(
arcs
of
ik-block
/
,r
in
v,
and
and
be
nt
'
the link-
f;i!l
now be
will
gear
to
mid
seen
that,
in
same
and no rocker.
as
in link
moved
incroas-
when a rocker is used. The upper end of the rockerarm obviously stands to the right of the line d to the
same amount as the lower arm stands to the left of line
is in
mid-gear, with tho crank
the position of the parts being found by the same
>us as that employed for Fig. 121, and it is seen that
'
i,
the lead
full
(the link
is
having crossed
rods),
it
the
is
'/'A.
nf
tin;
Jink
/Kiiii/fi:
The
Fig.
as a link
If
a ]>oint eoin-
lead.
moving
,
boili will
lit,
depend
hanger.
rocker, then
l!u;
93
jioints of sn.~p'
link will
xil
in
ROCK
117/77
would diminish.
The
opening,
we proceed
as in Fig. 123,
in
i:
122.
its
same arc
an
arc,
point of
the link
slot.
the arm
Obviouslyjiie longer
of the
MODERN STEAM
94
mere nearly its arc of motion (in lifting the link from full gear forwards to full gear backyards) will coincide with the line a o, and the more
lifting shaft, the
Considerations
Fig.
For the
mid-gears as follows
take the length of the link-hanger as a
the center of the link when in full
radius, and from v'
forward gear draw an arc TO somewhere on which the
full gears,
full or
we
we mark
arc
center of the
an arc
will
k,
motion.
Fig. 11G
With
section of arcs
\
as a radius
TO
line
ENGINES.
link-hanger would
ward
to full
move
in shifting
gear backward.
from
full
gear
for-
The
points of link-hanger
suspension would, in this case, be in the most desirable
positions for the full gears, because they are both on the
line a
123.
link-slot.
so located the
hanger suspension that the centers of both the linkblock and the saddle-pin arc on the arc / at r, but as the
point of hanger suspension would be to the right of a a,
the saddle-pin arc would vary from that of the link-
The reverse
By
/./.YA'
full
gear,
midway between
arc- y y
amount
the
It
when
of sliding
in
of
the cut-olT
the
points
motion
may now
more
move
link-block to
that
lino,
while when
it is
moving from I) to I!,
9f inches [or both gears. Similarly,
release and cushion are \< rj nearly eijua,.
,
is at
y.
95
in
arm
of the
an arc of a circle
whereas,
in
IM>
as follows
12
inches,
\
\
the
.vard full
liin
gear while
/'/</.
rj.v
shown
1.'
\ x
s
s
y?
4as
V
\
\
\
\
/
ted lines represent
124.
1-nj.
the
full
\
\
being on the lino of the center of the linkthe hanger suspended on the arc denoted by
line in Fig. 12.'!, so as to minimize the amount
^ad'lle -pili
.I
the full
in
it is
seen
for the
moves from
I?
to D, the cut-off
is
at
19J inches
/'/,/.
moving from
to
12fi.
than when
it
is
moving from
1>
to D.
Fig. 12G
MODERN STEAM
9G
seen,
as the link
set
open rods.
EQUALIZING THE POINTS OP CCT-OFF.
ENGINES.
Fig.
123, (supposing
shown
that arc to
be distant 3 inches
of hanger suspension
that figure.)
If we compare Fisr. 128 with
we
find
that
the
Fig.
equalization of the points
of cut-off has been accomplished at the expense of the
in
12"),
Referring
cut-off,
it
now
may be
to the valve
to
the
effected in
more steam
lap
five
first by
giving
head end than at
ways,
at the
the crank end, as has already been explained in connection with the subject of diagrams for designing
which
The cause
n.
without
much
influence
end of
at
the link
it,
,r
is
7./.VA'
NS
now
.S7/.1/-T.
97
THE EFFECT OF
stroke.
\Vo Lave
i:i.X'K
\\TJ-Ji
Iii
OIVINCJ
\
.Fty.
it is here
again seen that setting the arc Z back has
caused the link to lift on the arc P, and this lifting has,
on account of the position the link hangs in, moved the
and
129.
been 4
inches, so
traveled but
fully
port.
It is
customary in Ameri-
130.
r
rocker-arm to the
left
from f inch
to
f inch of overtravel.
MODERN STEAM
98
^ inches
examples, wo may,
at
therefore,
-J-
former
stroke, while that for the port at the crank will occur
at the nineteenth inch.
inch, as in our
now
ENGINES.
the valve to 5
In Fig. 133
This
may
bridges
outer
0, the
obviously be reme-
and correspondingly
at shorter
port openings
remain the same as
gear.
lift
if
the link
more
will
in order to
render
it
necessary to
a
S"
may
may now
ent widths.
In Fig.
Fig.
131.
of steam lap.
From
d,
we draw
133, for
to the
amount
of
steam
lap,
which
is
ports.
inches.
The width
mission.
from C, cutting the intergives the position of the eccentric at the point of cut-off, the crank-pin being at S.
may now draw the ports and the valve in posivertical line
section of
?,
and a
with circle
line
it.
We
much
We
THE
Fig.
CUT-OFF.
99
133.
UNI'V
SITY,
s v
\>.
In
Fig.
134,
and
this
may
be done as follows
134.
when
must be
in
distance
from
d,
we drop
that s
a perpendicular line
u,
and a
line
from
100
passing
is
made
the
as port
we
when
radius
an arc
By
b.
in Fig. 134,
and marking from
from the point of intersection
(Fig. 133),
line drawn
in.
i>,
We
and
of the eccentric
when
now
ought
to
the cut-oil
and we may
be in in order
to
To do this, we draw
equalize the points of cut-off.
from the arc r, and with the length of the connectingrod as a radius (this length being represented by three
times the diameter of the outer
us at
when
at
v,
occurred
off
circle),
it
when
II
an arc
x,
may draw
we
off,
effected.
1
in
.'!(!,
11)5,
from
in Fig.
135,
we
take
arc,'/,
line z
H.
eccentric position at y.
To find the difference in the positions of the valve
when the eccentric is in the positions denoted by v and
be
from
of centers
1,
will
lines, is
the
of the port.
/,
tric at y,
at r
and
and the
by
being
cutting out
port a to line/.
>
will
at
H"
instead of at
H'
as
may be
line
cut-off,
the
c,
which
because
crank
will
proved, because
radius
in
the port
line p.
The amount
to
its
width may
path on a reduced
and
let
it
rep-
may more
easily be ob-
zixi;
i<j.
>.
tained.
Equalizing
advantage
the points of
cut-off,
by thus
different
THI-:
CUT-OFF.
101
135.
136.
and the valve may be put on end for end without being put on wrong, which might occur if the laps,
instead of the ports, were made of unequal widths.
equal,
A
[
link motion,
American
MacJiiiiint.
centers
in
.'loved, is
The saddle-pin
and remains
there,
the
is
em-
is
on the
lino of
link-Llock
being
is
moved along
or reverse
On
motion.
the rod
and
In
position.
that
when
this
arrangement, there
is the objection
are at the same end
weight of both
borne by the eccentric.
is
motion
steam cylinder
is
employed to
assist
in
moving the
is
is
the main
is
to the quadrant.
lever.
Its
latch, of
Fig.
lever
is
137.
as shown.
.v 77-:.
K.
t!:<i
'
i; /:
/-.v/.v/
tin-
direction he
until its
is
lower
then
in
e:id
;
Fig.
hand lever in the opposite direcwhich changes the position of the valve and re-
required,
positive
le
operation.
He
can thus
move
Fig.
l>e
103
RS,
arranged
at
138.
tion,
it
l.itch
/:.
v.
the
<>'
screw can
hand lever in
lever moves
NO
it is
it
has nothing
at a fixed
This arrangement
tion of a cataract as
139.
HH
UNIVERSITY
104
Now
it is
clear, that
through
its
the piston in
Fig.
we open
E.
But
will
if
the
Cock
J,
140.
lever,
how
how
fast the
By
cock
by a hand lever.
]n this arrangement the hand lever
to
main
valve,
may
is
operated
be operated
which
will
move
Fig.
141.
to the re-
.v
//:.
'
it /:
/-.7/.S7 .v
o G /:.
105
/.-x.
remain at
handle
may be
released and
rest.
Figs.
l'ig.
ll.'i.
15
the gear ia
shown
in
position
on the engine.
continue
dropping
its
movement
the,
in
the
Fig.
144.
movement
is
arrested.
simultaneously adjusted
to the position corresponding with that of the reverse
It remains fixed in that
lever.
position until further
change
is
From
made by
it
will
only
143.
is
communicated
to
it,
MODERN STEAM
106
is
attached to the
arm
point
F3
by the rod
The arm
is
to
ports
at the
by about
Fig.
^ of
an inch.
being
in mid-position.
The gear
is
shown
If the lever
is
moved
to the
2
through G, move F on F as a pivot, and
8
and by this means to
give end motion to the rod E
the valve E, admitting steam through the passage way
right,
it will,
rod
E2
comes
to
ENGINES.
The
link
is
for
&
The
145.
over that at
C2
a'
height of
D2
above
C2
in the
same
direction.
On
if
motion
STEAM
begins at
instead of at
II,
then
1
,
Es
and
at-:
vr.n^ixc GEARS.
m<>\v
14
I-'i'j.
suits are
107
UG.
amount
action
is
is
entirely automatic.
CHAPTER
V.
When
a separate valve is employed to effect the cutcut-off valve is set to operate at some
off,
fixed point in the piston stroke, this point being varied
tin;
and the
is
shown
at
A,
in the figure)
(whose rod
shown
as
same
treated
as for a
position as the
of,
common
common
slide valve.
The main
same
valve, however,
is
108
is
effected
that
the
steam by
given as follows:
Fig. 148 represents the arrangement of what is called
Meyer's cut-off. The main valve rides upon the seat in
cut-off valves, so
at
two
operates the
is
is
slide
closing the ports K and L, leaving the points of admission, the amount of valve lead, tiie exhaust and the
main
when edge
h of
same positions. It
the main valve has
is
also apparent
can be allowed to follow the piston is, therefore, governed by the main valve, the action of the cut-off valves
(UN:
"
109
Mo
110
upon
if
tlie
distance that
valves
both the
stands from
were
at
g,
i> i-:it
and
mid-travel,
as
from N,
shown
in
desirable
point.
point,
But
if
and incapable of
the
amount
of
To
tlio figure.
amount
of
possess,
valve,
left
in
Fig.
hand screw
S,
increasing
revolved.
it,
is
148.
in that in which they would stand
upon the engine.
Suppose the cylinder steam ports, and the ports in
the main valve, to be an inch wide and the main valve
to have an amount of steam lap equal to half the width
construction,
and not
when properly
set
inch
of the cylinder steam ports, or in other words,
of steam lap, which will give a cut-off at about -fa piston
stroke, and the travel of the main valve being just suffi
-
cient to
fully
main valve
will not
if
placed
in mid-p-'sition
distant
<
in
Kit;.
l~
'in
,-im
and the-.fcVOMge
we may follow the movements of the parts
port,
conditions,
as follows
Ill
l"'l
shows die positions of the valves at the
Fig.
point of release or exhaust for the port a, thus comIn moving
pleting the events for one piston stroke.
across the port to effect the cut-off, the cut-off valve
7-P^
Z_z_
\^
t'i<j.
In
Fig-
the crank
10.
is
on
its
dead center a
the
H, tho cut-off eccentric being, in this examart ly opposite to the crank, and the main
crank end
It is
1C
and
direeti.m
tlie
a,
valve.
"We .may
open.
of
a cut-off
means
150.
A A
nd the valves
at
Ken
shows the position of the crank, the eccenwhen the cut-off occurs, the crank
half-stroke, and it is seen that the cut-off is
Fig. 150
14 a.
Fig.
being
by the
cut-off valve
of
the steam
port, the
is
2-J
112
lines indicate a piston stroke of
being
iirj;
is
moved one
one inch.
The
piston
We
Fiij.
The
opening
is
measured, and
Having continued
its
width marked on
fig.
this
152.
full line.
Thus we
find,
from the figure, that the port was opened full when the
piston had moved 3| inches, and that the point of cut-
The manner
in
is
off is at
to close the
licgin
piston stroke.
if
off,
steam port
at
inches of piston
151.
fully
fully
Br
line 3.
this process,
OH'
TIIK
Ot
thecnmk
tin
shaft.
cut-oil eccentric
tric
must,
in
set
113
limits,
tric
may
l>e
varied as follows:
In
Fifr.
.">.">,
which
it
Rut
crank.
if
the engine
1. >:..
is
tig:
Let
that
it
if
(as
and
would be distant
Fig.
mam
is
re-
angular advance
/'/-/.
the circle
presents the path of the crank pin and also the path of
the center of the recent nc, the liner;
represents the
to effect the
cut-off,
the, parts,
we
it
x,
at
follows
been moving
path in which it
Continuing the motion
rapidly.
its
156.
157.
the
same
speed.
But
at the
moment
OF THE
'
^\
[UNIVERSITY)
GAL|WlNli>^
114
first,
because
its
its
when 35 on one
side of x, and
We
by
setting
the
The term
cut-off,
wire drawn
eccentric
cut-off
s
t'6
Fig.
steam
live
has,
in
159.
passing through
the steam
ports
L, the arc
of the compasses at x
o.
Then
valve would be
bore,
moved while
is
one point
and from o
rest
p,
moved from
n and mark arc q, and
the eccentric
to x.
Rast the compasses at
from p to q, on line L, is the distance the valve would
be moved while the eccentric moved from x to n. The
difference between the two amounts of valve motion
the cut off eccentric has been set in such position, and
its rod made of such length, as would give the longest
point of cut-off in each case without letting the port
reopen.
the cut-off,
it
will
move
its
cut-off eccentric
we
find, in
is at
and
at
l.'S
JO
Fig.
To
move
60.
Fig. 161, for example, the positions of the crank, cutand valves are shown at the time the piston
off eccentric,
is
its
I!1I>1\<;
If,
to close
it.
we move
CUT-OFF VALVES.
ahead
th>
if
we lengthen
in
reopen).
The course
to
tin'
since the
motion
ran
pursue
Fig.
is to
!.">;
Kig.
valves
(i'oih
moving together
after the
in
a.-
(in-
the point
will,
II.;
IK-
oil
shown
Fig.
is
(as
in
(it
1.".;;),
two
Fig. 163.
;_'.
points.
That
this
eccentric position,
may
shown
lie
as follows:
Refer.
was
ring again
Fig.
moved further ahead, its angle of 169 degrees being
increased, the cut-off would have occured earlier, while
to
156,
if
the
cut-off
eccentric
if
62, for
example,
trie as well,
161.
Fi>j.
In this
may now
it is
moved nearer
effected
to x,
by the main
and
valve,
we moved
Fig.
is
if
164.
port
116
Having
one direction, we
cut-off eccentric
to find
its
in
limit in
and the crank being on its dead center B, and the main
valve having no lead, the port a is closed.
In Fig.
shown
'<
A
Fig.
set it, in order to cut-off as early as possible in the
In our previous examples, we have set
piston stroke.
the cut-off eccentric either at 180, or opposite to the
165.
would occupy
arrive at
On
crank having
the positions
shown
in
Fig. 166,
from
166.
crank, or else at
but we
may
set
some
it
instead of ahead of
at
it
lesser angle
ecrentric so thut
it
result,
behind
stands at 8C
''
as u
Milve,
-ing
tin'
port
tin-
and
live
The least
denoted by tin- arrow.
cut-oil
crank
for
the
tinbehind
strain to re enter, as
.ingle
j.c.n:
eccentric
ia,
therefore,
'.'0
117
find that
when
the cut-off
is
to occur at less
is
at
later than
nn tingle of
is to occur
when
less
it
;n
than
anglr
NO'
<///<<;./
at an
extremes
cut-off (-J)
position being for the shortest
behind ihe crank, and for the longest 100 ahead of the
crank,
lint its position, at the time the cut-off occurs,
of
r/.x
Here we
crank, ami,
al'ier
VAL
c u T- UJ-'F
M.;
its
varies
at
the
rut-off,
stands,
it
at
the
But
we
if
alter
the
amount
of lap on
the
cul-olT
the
so as to equalize
r>'n.
strokes,
168.
stroke.
we
In Fig.
figures:
cut-off eccentric
line r, instead of 5
also
we
109.
W<> have thus found the limits within which the cuthe moved on the shaft in either direcIn
tion when the valves have the proportions given.
Length of Connecting-rod
Width ol' Steam I'ort Steam Lap
Lead of Valve
Travel of Main Valve
Travel of Cut-off Valve
Stroke of Piston
lire
18
as follows
ahead of
close, is at 1
/Vr/.
the cut-off
Suppose, for exam] ile, that we reduce
is to say, let the edges of the cut-off
tric.
that the ports open less than a quarter inch and close
when the piston h;is moved one hall' inch on the for-
we
it,
is
at
stroke,
stands 5
as
it
was
and
behind the
in
Fig. 170;
to
both cases at
the port is
is a slight gain, as the steam is less wire drawn.
In Fig. 175, the cut-off being at $ stroke, the port
are about equal to those in Fig. 171, and the
174.
which
inches.
openings
54
cut-off eccentric
cut-off)
11
off at
being
it,
as in
has
Fig. 173.
made but
s,
Thus we
instead
of 11
find, that
ahead of
the added
lap
118
/\
321
Fig.
171.
i{iin.\'i
ings, although
it
has thrown
CUT-OFF
(*
UK
r,i/, r/-:x
119
was the
latest point at
winch
MODERN
120
.S'77-.MJ/
into
rounded corner
e,
Fig.
178,
shows the
cut-oil
by the
GINKS.
42
l-'.X
4J
l:il>I.\<;
off to
be
liiid-\v:iy
or in cihcr words at
parts and the
when
S.
Fig.
IS.
ndf,
whose
piston
stroke,
tin-
p<
to
elTect
the
cut-oil'
we
a;
liir.l
is
moving from
eccentric
must be adjusted
conform
to
to
the cut-off
the require-
cut-off required,
at
which
in
three-quarters of the
Furthermore, since it
is
not
a reopening of the
effect
From
port,
stn>kc>
circle
D, having
the line
'
1!
on some scale;
of the
is
whose radius C
(I
.am
e<|ii.
Then mark the points, distant
to the amount of lead the main valve is to have
case T^ inch), and with half the distance C B
also ivpr.
in this case, 3
is,
from
1.
as the diameter
('draw
circle
main
</,
valve.
181.
as a radius,
mark from
draw
c,
intersecting at
the line
by the arrow.
may
draw a
circle
<li:;
(in this
Fig.
121
the
lialf
jiort
come
\\e
7ALV&
CUT-OFF
is
the angle
proceed to
VIC
(equal to
find the
28
of the eccentric,
in this case),
we
122
we can then
the point
would cut
it
off.
From
main
eccentric at
these two,
we may
To
position of the
the
find
line,
From
B.
we may
We
it
find
cuts
off,
at B, the
at li
is
the piston
we may
is
at three-quarters stroke,
locate the
eccentric.
necessary
position of
point R three-quarters
(this distance representing
we mark
First, then,
to
the piston stroke), and then with compasses set to represent the length of the connecting-rod on the same
B D
scale as
we mark, from R,
size),
tion of the crank when
the piston
is
Now
at R.
as the
when
is to
cut
Now
off,
is
the time
to the
its
and the
cut-off eccentric is at X.
is to its
mid-position x than
therefore N will move its valve fastest
its
point in its
fore moving
ever,
and
move
will
its
valve
will
faster.
On
x,
a, howand they
At
this time,
arriving at
be equi-distant from
however, the main valve will have closed the port and
reopening cannot occur.
eccentric,
cut-off
having
may now
valves.
we mark from
dotted line
line
B D
as follows
a semi-circle G, having
a the position of the
M to
moving from
distance between
cut-off eccentric
Now
main
and
main
90
do
mid-position x,
and the port cannot reopen.
While the main eccentric
eccentric
at T,
may mark
M.
port.
circle,
mark
VAL
1:11>1S<.;
from
this obtain
uxiimpies.
ttl
:T
rir
I!
circle.
as
.a
OVUM
J-'roni
don,
throw-line
m,
in
previous
11J
the.
distance
line
tin-
1>.
!.e!Ilur
1'roIM
HI
to X,
/'
\\'e trail.-
I'er
this distance
center wherefrom to
we thondraw
draw
in
measured
to lice ecu;
from X,
oi.tainnii:
and from
cut-ofi valves,
Now
moved from
of the
>i
the difference in
figure,
posit
tig
have
to tin then,
!
draw
of cut-off on
its
one
the valve
iii
lines
line
F;
all
C from
we
the
be put
its edge
an amount equal to the
distance between the lines E F, and the positions of the
eccentrics and both valves will be shown on the lower
in
the
II
we can
in
stroke to that
this
lap.
I'
123
To
find the
line C, to
amount of
width
gram
By moving
cut-off at
^ stroke, there
is
124
the
infrequently resorted
circle.
to.
the full travel of the main valve, and the large circle
path of the crank drawn to scale; d is the lap
<l
is
VIC
\
\
/'/</.
\
\
183.
two
the
latter
of
position
cut-off
the
valve to effect
we wish
the
We
the
crank
mark
Fig.
It has been shown that, in a simple slide-valve, the
port openings may be increased by increasing the
amount of valve travel, but when a cut-off valve is
used,
not permissible to give the main valve overbecause the main valve would then begin to close
it is
travel,
more
main
valve,
and
the
84.
To
we mark
the
arc
amount
valve).
We
for
on
circle
D, and transfer
it
to circle
xm,
Q, getting the
CL'T-U !'!'
RJL>J\t;
radius x
Then
a.
The method
iu>
m'
from
a.
and
cut-off valve,
7_i
Y.
\LVES.
126
At
MUDI-:U.\
126
STEAM
The port
valve
stroke, are
openings,
marked on the three last diagrams in dotted lines, and
it is seen that the increase is considerable in the longer
main valve
E.\U
supply
The ports
with 5 inches of
cut-oft
g
means the
as will
dotted
It is usual, therefore,
may.
valve
more
main
may
valve,
cut-off eccentric
wide as those
lines
show the
as wide as g
4K
4?i
in the
h,
to
is
or
occur
treble
at
back.
(v
t,
The
etc.),
the
its face,
full
is
ob-
189.
when
and L, on
equal
ported
multi-ported, valves,
of
/'/-/.
double
made
twice
and the
188.
Fig.
cut-off
if
made
valve,
width with the main valve ports y Jt, etc. The main
eccentric is at m. and with the cut-off ports made twice
cut-off
as
this
is
brought
and avoid wire-drawing,
be understood from Fig. 190, in which the full
a fuller supply of steam, previous to the point of cutoff (an object that is of great importance when the
h, etc., in the
if,
I < <l of
re when the cut-off is effected, the
port edges
the cut-off valve having closed ports g //, etc., and the
cut-off valv* will not have been moved so quickly,
is
Another
the cut-off at late points in the stroke, the cut-off eccentric would require to be placed nearer to the main
eccentric, and the two would travel at a more nearly
equal speed, causing a very slow cut-off port closure,
and
This
CLTOFF
lines to
r.
ho cut-off va'.v
::k at
centric
oil
ace
a:
:i
later
.i-ofl
'!'.
fin-
main eccentric
crank path, we
cut-oil valve is to
at
al
point in the
when
127
r.i/,r/-:.v.
cut-off,
we may
corresponding position of the cut-off eccenfrom that of the main eccentric as follows: In
a
tric
190.
we have
Fit:.
n luck, or
state'
i.
Tin- extra
193,
the positions of
to crank-pin position
eccentric, sufficently to
tance
move
II.
e.
former being
fair
W and
Z, the
of the
main
valve port, -and the latter fair with the opposite edge of
the cut-off port.
Supposing the ports g J>, etc., to
Fiy.
191.
to
when
it.
the point of cut-off by the construction shown in previous examples, and repeated in Fig. 192,
being the
position of the crank, and m that of the main eccentric
line
m
B
we draw
the
Fig. 194, and draw line n', giving, at its intersection with the outer circle, the location of the cut-off
tance
e,
eccentric as
To
Then on
from
BD
full
192),
size,
and
we have
by
12S
eccentric n
that
cut-off valve
inch as required.
Suppose, now, that it were required
to find the position of the cut-off eccentric, when the
C, the
center
gives the
From
arcs
angular
c.
on V, we draw
c,
drawn through C c,
main eccentric.
the circle X, and from C,
line
advance
of
the
192.
piston
is
to
we draw a
the stroke
have
circle
its
steam cut
off at
half-stroke,
and
through
position of the
I,
whatever
it
main
valve,
may be
(in
the
28
as
cut
off
cut-off valve.
We
cut-off ecron-
tric,
when
valve,
and
to
do
this,
same point
we draw from
as the
main
G.
"We
in' line
then take the full distance the edge of the cut-off valve
stands from the edge of the main valve (when both
valves are in mid-position as denoted, by e in Fig. 195),
line n' distant from
to the amount of e,
and mark
193.
circle,
equals the
mark
radius of circle
D,
we mark from
S,
and from
this
we draw
the line
L'/l>/.\<;
II to T,
wo must move
CUT-OFF VALVES.
set
to
is
at
Now
tlio
suppose
en determined
'
eccentric
when
the piston
129
and ercrn-
by
this
.1
195.
which
n,
is
inch, the
of travel
open the
eccentrics
eccentrics
moved
fr\
K_x
19-1.
motion).
It is seen from this diagram that up to the eleventh
inch of piston motion, the admission is as free as if no
130
We
to
be enabled to cut
oil at
other
VALVES.
CL'Tol-T
J
J.
tric
or radius
must
in-
piston
<i,
is
stroke.
I'.y
increasing
the cut-off
ill
re.
stroke,
effect
increa.-ed. in
increased
its
131
lead,
The jiorl
arc shown
making
it
openings,
in
rig.
inch instead
with
'jo:!,
the
and
it
cui
is
of
,,tT
as
at half
seen that
in-
200.
n trie,
back. as will 1;
understood
jj^J ^
''
tig.
\Ve have,
17
also,
'
'<
Fig. 202.
201.
''
travel.
132
To
find the
order to cut
find the
off the
in.
"
4|
''
I^ig.
205,
we have
Fig. 203.
We
draw the line n', and, from this, mark point G distant
from n' the amount represented by c in Fig. 201, or in
this case,
inch.
From G we mark the arc J, and the
Fig. 205.
at
oil
one-quarter stroke,
much
and
If
it
is
184,
seen that
where a
cut-off,
they
single-
valves
Fig. 204.
radius a
is
the
amount
As
the radius
a,
measures in
is
that
off at
and we have:
93,
which
I:H>I\<;
Ifft
hand port
in the
close.
1.
In
Fig.
lint;,
left
CUT-OFF
o[>en.
however,
\'.\L vr.s.
133
ilie
(<n;
port,
and
Fig. 206.
added
207.
end ports
other respects the valves are essentially
q.
in
all
it
/6
Fig. 208.
alike,
and so
also is their action, which may be investisame manner, and (under equal conditions)
results, by means of the diagrams already
in the
gated
with like
is
JfOD-ERN
134
rate cut-off blocks
left
hand screw S
the arrangement.
STEAM ENGINES.
cut-off
moved
valves must bo
any point
It is better,
cut-off
steam
is given.
Suppose, for example, that the
Fig. 198, had cut-off valves adjustable by a
screw, as in Fig. 208, and that the cut-off eccei.tric
being set to cut-off at the same time as the main valve,
of
valve,
in
we move
inch
screw) wider apart so as to effect the cut-off at halfstroke, and the port openings will be as in Fig. 209,
which, on comparison with Fig. 203 for the cut-off at
half-stroke
by means of
a 3*
1
valve
CUT-OFF VALVES.
i;tl>l\<;
TO FIND T1IK LIMITS
T11K
<>K
HAMiK OK
135
(TT-eKK.
being given to
valve can clTrct the
.t-off
]
Fig.
which
at
tin-
in
1M.".,
for
which
amount
the .-honest
i.crea.-ed.
tin-
inner circle
of 'valve
I!
I>
repn
diameter equal-
rave! (iis
is
in>ce.-sary .-ince
alike),
tin;
the ports
represents a portion of
at
openings
and V
all
:d\ e
tl.
and the
stroke as follows:
eccentric
shortest
set
cut-off,
amount
crank
tin-
is
at
port must,
1!.
l.e
open
We then take
g,
and draw
when
the distance
line
g,
the
and mark
,//,
we then prolong
Fiy. 213.
c;ii-o:I
center
1!
off occurs,
mark, at
the crank
is
the position
at B,
moves from B
and
it
(if
is
mark
n n' and
radius,
and from
when
it
move from
arrives at B, at
with edge b
To find the position of the valve when
at B and the cut-off eccentric at n, we
the crank
line
T,
lie
b of the port,
fair
C n;
with this
mark edge d
of
in the seat.
We
have thus
mud
the
n by a dotted line
we draw
We
est
/as
there
crank at the
off
to the
amount
of the
lead.
130
MOJJl-:i!N
KTEAM ENGINES.
/6
CUT-OFF 7ALVES.
tlio
is
the radius
<l
/:
hence we
point
back
to
mark
is
to
/.
distant
from
lengthen
'..'.;
-4 if
its
to the
travel
while
still
'
ilie
leaving
it
137
CHAPTER
VI.
VARYING THE POINT OF CUT-OFF BY SHIFTING THE ECCENTRIC ACROSS THE CRANK-SHAFT.
move
in a path denoted
by the
line
from
e d.
During
tened,
by the arrow, but after the eccentric has passed the line
x, the valve would be in position for the engine to run
tric
the engine
running
in
moved towards
moved
mark
the line
d, it is
clear
lead.
Now
H, the center
the port b being about to open for the live steam, and
supposing the eccentric-rod to be pivoted to the valve
as before, and the valve and crank to remain at rest,
least throw, as
The
and /
circles r
eccentric-rod
and
circle
x.
to be
est
138
the line
in Fig.
e d,
Hg.
IS
223.
139
140
is
d and
e' il'
coincide.
move
to
The
eccentric
is
line,
the lead
and the
is to have
equal lead) at e', but it will,
for reasons already explained with reference to Fig.
'-'I
be at e", hence the lead will be greater for port b
and eccentric-hanger
The amount
to be of equal lengths.
of lead variation, thus shown to accom-
increased.
In order to
make
show
plainly in
eccentric center,
will
be at
arrived at
t,
d.
when
and the
This
is
throw,
when it has
we placed the
because
if
valve
move
in
when
the piston
is
tric is at its
sufficient to
d', this
earlier cut-offs,
is
/to
cut-off,
arc
of a circle,
The
a.
arm or hanger
also attached to an
the valve
(if
'-!,
however, that the longer the eccentricrod is, the nearer the arc e d will approach to a straight
line, and that if it were a straight line the distance e e'
less
amount
be
It is obvious,
would be
to the
and
will
be
all
ft
ercenirir
is
center
(1,
equal
to
the
amount
of
in
in
points of cut-off
on this piston stroke. But the path in which the eccentric would actually move
of suspension being
(its point
all
on the
the eccentric
is
he amount of difference
from / to d.
It will, therefore, be perceived that whatever position
the center of the eccentric may be shifted to. between
the points from e to the line I of centers, the cut-off will
engine centers.
in the arc
'i
far distant
hanger suspension
is
located
the point
obviously
of eccentric-
away from
the line
of
striu-k
lieing
lint
center:-
<>f
of the
the
with a radius. ci[ual to tin- Inn
to the center of the crankcenter of [he cylii.
lie.
shaft
iiml
is,
as
in
]>.
in
line
parallel
order to keep
drawn,
tric
%.
lead equal on this stroke
find the line in
which
must be prolonged
it
To
points of cut-oS.
move, the line
for all
will actually
to the left
hand
of the figure,
and
move when
shifted
eccentric will
tlie
aCTOM the
shaft. as
may be
follows:
to
the
this
actually
Ill
the crank to be at D, and the point of eccensuspension to be on the line m to the left of the
224.
figure,
and
if
its
outermost to
sented
by
and x" and x'". The variation in the amount of
the lead, for the two ports, is shown, for the longest
e'"
it is
x"
shown by
x'".
from a point on
this line,
?>'>.
when
it
arrives at
d.
As
e,
and the
move through
the same
does,
To
find the
of
we
set a pair pf
compasses
connecting-rod on the same scale that the outer
circle
crank being on
to the
open
dead center
its
amount
at
and as the
of the lead,
cut-off will
occur
scale of
will
cS
cut-off.
If
now
the
eccentric be
moved
to
position
x'
crank position h". Tt is obvious, however, that if the valve had no lead, there would be no
as before, the
the port.
dis-
We
v,
its
moved from
equal to the
amount
moved through by
we
line of centers,
t,
and from
mark an
B',
arc G.
on
line
circle u at the
from the center
eccentric be
moved
Fig, 226.
to
w n,
with circle
y,
gives, at
h',
the crank
to be
on the
circle r
tance
x,
r,
its
and when
it is
at
e,
mid-position to the
the point x
will,
therefore,
amount or
dis-
represent the
edge of the steam port and the edge of the valve when
the eccentric
from
to D,
amount
is
at
it is
e.
While the
opening the
of port opening
port,
eccentric
hence the
is
moving
maximum
to
VALVE
has no ovcrtravel.
Tf the valve,
f>.
!
i:ng will
l,c'
11
I),
when
>i.
./
;/.
The
the
143
length of
-olT.
as
it
will
/.
.1
area, of
and
:'.
)x>rt
will
>rt
ECCENTRIC.
>7///-77.\v;
tin- ecci-n-
Mm
r.
the circle
maximum
rlic
radius from r ID
the circlr
path to
steam p
tin-,
W/77/
.l/./yyo.Y.v
move through
half
v.
arc,
is
re
mark area
and line
line of centers,
a C,
will
move
d',
and
H C and
it
from v to
.1
g cuts the
K,
will
'
,/
circle
and
lines
<lepcn<l
TIIK
POINT OF ADMISSION.
If th'
.id,
point of admission
may
l>e
if
when
the valve
found as follows:
crank-pin
and that of
the eccentric
as
before,
amount
of
the lend,
when
the eccentric,
be at
e,
and as the
when
set for
the
Fi'j.
it
drawn from
the intersection of
to the
Now
e'
for the
22-.
E F
equals arc
It is seen,
>'
</'.
therefore, that
if the valve is
given lead,
proportion as the eccentric is moved across the
shaft for the earlier points of cut-off, the
point of
admission is hastened:
*
then
in
OALIF<
CHAPTER.
from
VII.
cut-off
When
its
within
itself,
means
to the
steam
of altering the
amount of its power to suit changes in the amount of
flow
its load or duty, while permitting the steam to
It contains,
demand
cut-off,
and the
engine speed
regulated by varying the pressure at
which the steam from the boiler is admitted into the
is
steam
ing advantages.
1st.
when
it.
chest.
means
'>iul.
3rd.
It contains,
It
within
itself,
of maintaining
named
results
an engine
be
method
of governing
it.
and its speed will decrease, causing the governor to increase the flow of steam into the steam chest,
increases,
but the inflowing steam will be partly expanded in raising the pressure of the steam already in the steam
chest,
and the
a certain extent.
In either case,
rim-:i;-M.Li-:x ENGINE.
7V//-:
therefore,
tween
tli.
ii
amount
ind
'
of
upon
evil
lliinl
fixed
thai a
jxiwcr uiiilcr
Thus,
holler pressure.
at
its
lowest
the Men
to
c-ieiit
holler
lennissil
liable
in
t
the
what
it
remain
t..
-nor must,
acti'
at
the
their seats,
amount
amount of fluctuation that may occur helweeiithe highest and lowest hoiler pre.-suiv>.
up. as
occasion
of
may
view of the engine, from the conFig. rj!) an outline view of the
heel
6 valve rods.
The
which
at
eccentric
to a
\er end
the greale-l
set
undue
minimum
engine, from
In the slot
of
side
is
L'L'S
Fig.
the
i!
causing a
thus
hence supposing
pressure,
engine load
pressure
]iipe sullieiently to
to
to
-cur in the
pipe to iis wide-l. ami if this is slill'lthe engine speed, then when the
il
highest point, the governor
MI
The
">lh.
friction
maintain
pressure
>
jroveriiing
ile
he deficient
steam and
with a
wiredraw
either
llie
engine,
throttling
must
cut-olf.
considerably or else
ii
he
is
of
]Kiiiit
4th.
effect
its
145
is
\V.
t
>
lever, the
upper arm
per minute.
prominent features
teet
1st.
and
thereby
act
to
in tln>
so designed as to
proportion
supply to the piston velocity,
is
counterhalance
the
reciprocating
and operated as
opening and steam supply early in the
The
mechanism
This variation
is
of the
is
effected
travel,
which
effects
engine
automatically.
governed by the amount of resistance
occurring later
load or dutv
in
is
X which
vibrates
arm
which
is
attached a rod Z,
//.
to
>
'J!i.
is
denoted by
the cover
stroke,
up.
3rd.
the rod
view. Fig.
spindle !'. and the lower one operating rod D for the
other slide valve, whose spindle ia seen at K.
The
exhaust valves are driven from the top of the link by
The motion
fully
when
the link-block
is
at the
&
(3)0
X
3)
<g
0@o@
Til /:
ri; TI:H
M.I.
Side Elevation..
i-:\
/; A
'
engine load.
Fig. 230.
/.v
147
/:.
/-.'</
K/,
,/;,,.
its Connections.
Fig. 231.
MS
THE
The
CYl.IMlKli
AMI VALVES.
In Fig.
and the
2.'!2.
the cylinder
is
shown cut
in half hori-
through
K
M
for operating
for the ex-
is
The
link
through
is
it,
as
shown
in the
end view.
The arm
sup-
has provision, by
for
adjusting the
A
der
views,
port
shown
is
it
for
is
in Fig.
seen that
the
2!!!!,
when
admission of
through four
wrist motion
openings, as
denoted by the
explained hereafter.
The
different
arrows.
is
shown
in Fig.
231,
being the
rod from the link block, d the arm for operating the
valve at the crank end, and e that for the valve at the
plate P. fitting
up
The valve
<^n
XTNIVERSI7
Tin-:
works
l.eiwe,
plate
u,,,!
it
r,
may
!'\-
means
that
uf
The
I',
whicli
I':'.
Fi.ir.
I,
li:e
:M_:
which
the
s.-cliuiial
with
to lnil)
valve
the
It
raisinsiiimlle
frames. Mich AS in
rcctai>'_nilnr
149
at tin
A,
through
wlii
tin-
hub
is
shown
//
In
in its mill-position.
//. 235.
233.
Vertical Secton through the Cylinder aud Valves.
Jilatt'
P moves
it
i[>ro;ii-h tlie
\\hile
away from,
l>ack
lowering
it
CftUBee
it
Fly.
2.10.
Fiy.
237.
sr?
Sectional view.
Fi<j.
Side view.
The
ing that
face, the
steam
is
port
is
the width at
a,
it
re-
cut
off,
'!?>'>.
is
c,
proportioned that
Fig.
when
150
MODI-:i!\'
WKAM
arrows
and
s.
in position at the
about to reverse
its
other end of
cover plate X,
at each end, c v of
of the
metal
not
its
travel,
its
moved
der
and
This
inch.
is
shown
seen that
is
at
it still
and
shown
in Fig. 238,
one end of
its
in
shortest
to the
is
and
THE ACTION OF THE VALVE MECHANISM.
motion.
lias
travel,
shown
ENGINES.
its seat,
is
equalized,
because
the
Fig. 239
crank-pin
is
Fig. 239.
the
ends of the
shoulders d and
valve
did
not
travel
past
the
e.
The throw
lines of the
set
exactly in line
link, at
line
amount
center.
The valve
lead as
ana
of
</,
and
at /,
will scarcely
move
motion that m
In
this,
and
tlio position
quickly, while arm I
moved
the valve
A*
move
is
it
x,
in
the
valve
the
moving
eccentric,
it|i|>er
arrow
ior
/
the admission.
on
is
its
shown
in Fi^c.
in
the
position
shown
in
Mg.
The Position
of the Parts
is
the position
the valve
is
was
in a straight line
ENGINE.
center,
the
end
(e',
on the
arm A,
151
link-block
in the link-slot
Hut this
of this
is,
lead uoiiid
that
if
could
he
to
arm moves
in
lie
an arc of a
circle,
and the
effect
the
be
some one point of cut-off, as, say, at halfstroke, lieeaiiM! when the link-block was moved further
down the link, and toward the line of engine centers,
the valve would cut off earlier at the head end than
e(jual/,ed for
240.
when
LL /-;.\
at the
'J.".!i.
this
valve, the
vf.
(liie
is
in Fig. 241, in
arm
in Figs.
represents the
its
e,
upper extremity,
represents the link-sustaining pin whose arc of motion
is
therefore arc
a.
the center
of the crank
MODERN STEAM
132
KXGINES.
line
drawn
//
two arcs
will
when
the lead
is set,
and, at
r-r
/,
\--t-v
r
/
moving
crank
the
is
two ports
]
Fiij.
of
241.
the Crank
this also
set,
>
\l/
valves,
in
are Set.
it,
Fig. 242.
Positions
when
passing through the Center C, and this arc will eorrespond both in curvature and length to the arc a, and a
is
Pull Open.
Til!-:
\vns
center, a> in
ne link,
in
lance of arc
When
tin-
the
crank
tin-
lias
is full
open
tho
amount
of
''!/.
be
of its
it is
when
the width of
As
'_'
to the
from
.'rom
its
now
:.
84
until the
dead
crank was on
153
/-:.Vo7.V/-:.
port remaining
!'
BIC
was on the
amount of tipping
-hown by the
the crank
'""' ''"'
direction
its
'-'''''
from HIV
center,
when
in
Fig-
PORTER-ALLEN
tilt,
its
time of
cut-off, is
243.
it
is
When
OFTl!
UNIVERSITY
154
244
&
245.
777 /;
PORTER-ALLEN
Fig.
247.
i:\HL\K.
165
MODERN STEAM
156
but
little
position to
move
the valve
v'
>>,
while wrist
arm
is in
open
has
quickly.
to
the
now been
amount
of
its
n
1
of its
Fig.
lead.
248.
ALLEN KX
mi-: i'uim-:i;
I.-.T
cut-ofTs occur at
remains
port
the cut-off
at
at
tlie
o]>en
,'!i
dead center
Utei stroke,
;r
1
full
inches.
1.'
for
Similarly,
is
full
open
when
the crank
at
Fur:
is
on the
it
full
until
Now
larity
fri 111
the pi'ston motion is. on account of the anguthe connecting rod. quickest when moving
the head end. and. therefore, when the port m is
of
to
admit
steam.
hence
steam
the
is
supply
belter proportioned to the piston velocity, than it would
be if both ports opened equally.
;g
It
line of centers,
all
that, in
is
vertical or at a
to the valves.
b,
at
set.
may be
seen
as above,
draw
0,
or
division
in the
and
its
diameter
figure
this
construction
is
to
r,
division
0,
for the
We
as follows:
When
c,
the crank
is
at division
11,
move through
at
is
at
r,
because when
through 9
divisions
0.
With
may
find
the difference between the two piston positions, by drawingfrom the center C of the outer circle, a semicircle rf,
ponding points
also
In the
10.
from which we
is
circle, to
This
20,
shown
arcs
see, that
1
and
r,
of
its
158
is
piston speed
is less
than
divisions,
it is
from 10
to 20, the
is
moving
amount of
by means
disc, it
of
motion
an
at the
unvarying
when
the piston
is
at the crank-eud
Fig. 250.
The Variation
from
I to 20, while
during the
other
it
moves from
of
its
stroke,
would be
insufficient
to
do so when
toO.
is
ends of
all
have a variable
at the head-end of
It will
that,
its
it
stroke.
its
is
concerned,
we
piston,
PORTER-ALLEN ENGINE.
////:
when
its
reversing
Suppose,
\ve
tlii'ii.
compare
its
From
during the
velocity
tin
'JO
ia>t
in
one
case,
lie
resisted
avoid
a kn<>rk
pi-ton, etc.,
draw doited
must
to
159
circle y,
(I
than
cribed,
and crank
is.
to
entirelv
lie
the
pressure,
is
it
that
ol.vioiis.
the tendency
is
for
load
engine
to
remain
but at whatever
constant),
whatever conditions, the engine may
speed, or under
run, the discrepancy lietween the
velocity
cylinder
only, exist,
mainly
in
piston
if the engine
has one
and the variation of velocity will be
wheel, indeed
tly-wheel and
etc.,
and not
in the fly-
is
the engine.
In high speed
engines, a
uniformity
of fly-wheel
which the
live
steam
is
the fly-wheel called upon to maintain the speed (notwithstanding the diminished steam pressure, existing
is
diminished.
The
link supporting
arm
is
connecting-rod
made equal
also
in length
dead
its
point, as
it
lacks of
moving
that
will
it
to a position
it
may be
move from
at
the
movement while
the lap
is
port.
The
may
wrist motion
be
made
as
arms d and
much
Figs. 231
e,
and 239,
longer than
c,
the
Another point
MODl-:l!.\ .S77-A1J/
160
is
tlio
tioned,
take
lead will be
oil'
unduly
The exhaust
release
at
inasmuch
off eccentric
be regulated at
as that its governor moves the cutaround upon the shaft, instead of across it.
commonly the case, and thus gives to both its
this class,
as
is
may
crank-shaft.
increased.
/-A
will.
The cylinder
section
is
taken
TJie
Buckeye Engine.
fracture
///,
plane
is
taken, so as to
251.
Bl'i'KKYK ENGINE.
Till-:
Fig.
'_'."i."i
taken on
line
I>
I!
11,
in
Fig.
'2 '>:'>,
so
to pas-;
its
ii
anil
The
is
tli.>
rut-off valve
upon
it,s
seat in
Fig.
is
from the
st. -.'mi
ill
TIIK
'-'">
live
steam,
The inner
VAI.VKS.
I
,/,
,,f
inij
inside
are
outlet.
wall of
its
chamber
1)
c,
to
its
regulate
or
valve-balancing
i'in<;.s
shown
filled
each
at
in
CONSTRUCTION OF
shown
ends to the
TIIK
inlet
'->">."..
with
161
e.
with a
flat
The
The cylinder
cut-off valve
connected by means of
rides within the
that of the
main
main
[ports
consists of
the cut-off
being shown at
two
plates rigidly
the stretcher-rods
h',
and
through
packing ring
The
upon
in its
proper place.
main
a,
gent
162
The
by
moment of
With the parts
at the
admission.
shown
within
of
valve causes
the
the
valve,
and opposite
the
to
port,
in
to be
keep
its
steam
open
its
seat sufficiently to
to the exhaust,
and the
by the
relief ports or
which, during
that portion of the valve stroke in which it would other
wise be held to its seat with more force than necessary,
recesses,
x',
the
port, at -that
end,
is
closed
cylinder
against the exhaust, and before any considerable compression pressure can arise in the cylinder.
just
above
It
is
is
located to
just after
by the valve
stated,
will
fill
it
heel.
in
of the
main valve
does not quite reach the face of the hub g. and that the
annular pistons, therefore, project through the bores
of g, and this allows the main valve to lift from the
amount of the space at m, in case the cylinder should receive a charge of water with the live
steam.
After the water has discharged into the exhaust,
the steam pressure returns the valve to its seat, and the
spring r causes the annular pistons to follow it up.
The cut-off valve is provided with an inclined plane
I,
resting upon a corresponding inclined plane provided on the main valve, hence it moves of its own
gravity up to its seat on the main valve and its weight
at
acts to cause
it
The mechanism
Referring
Fig. 258, the
to the general
cross-sectional
tight.
It is obvious,
is
seat to the
in the position
side
view,
view of
main eccentric
rod
Fig.
fixed
is
is
as follows:
257,
and the
rock-shafts in
At
;/, in Fig. 258.)
for
the
rod
affords
r,
F', Fig. 258,
journal bearing
Fig. 257, which drives the main valve spindle.
The cut-off eccentric drives the rod S, which con-
arm
is
fast
The
cut-off eccentric is a
shaft, so that it
working
fit
shown hereafter
in con-
moved from
the other parts of the engine, their spinthe eccentrics, and the crank being
the
rock-shaft,
dles,
respective valves,
which
as
if
is sufficient
movements
it
of the parts.
The rods
and
164
10
(M
165
o
(M
U-;
16(1
Fig.
cut-off rock-shaft,
main rock-shaft
which
is
pivoted
at A.
when
the crank
moves from
251).
trie is
valve
at /,
is
cut-off eccentric at
upper end
is
and the
of the
operated by
main
rock-shaft.
e.
The main
driven by the
The cut-off valve
is
is
driven by the
of the engine,
it
TIII-:
same direction
in
ttie
same;
ntric y"
as
main
tin-
direction,
has
also
vahe
at.
move
uuiil
BUCKEYE
in
different
lias
will
on the
again
crossed the
ix
167
i-:.
tions.
that
in
has crossed
its
it
as
lie
the engine.
The proportions
/'iy.
cut-oil eccentric
line of centers,
to
directions,
i-:.\<;
'-'.">".
trics,
proportions give the latest points of cut-off at fiveeighths of the stroke, this being the latest the engines
are designed to have.
Earlier points of cut-off are
tion at
valve,
as
if
it
move
its
in opposite direc-
effected
eccentric from
its posi-
denoted by e'.
"We may, however, for the present, confine our attene,
OF THE
'UNIVERSITY,
MODERN STEAM
168
moving
in
opposite
and that
directions,
its
cut-off
eccentric
is
Suppose, now, that the governor has moved the cutin position to effect the cut-off at quarter-
off eccentric
stroke,
is
is
Fig.
Cross-Section
and
its
ends
amount
of travel
is
con-
in,
cut-off,
the
its
seat on the
may
main
B, the
cut-off valve
will
move
in the
same
direction,
and as
The
at quarter-stroke, is
that
is
at rest.
f,
is
it
effected
is
its
When, however,
seen
valve
e
has
258.
effected
As
ENGINES.
similarly pass
valve, the shoul-
cut-off at f
seen that, for the head-end B of the
cylinder, the port is open full at the third inch of
piston motion, remains full open up to the eighth inch,
stroke,
and
it
is
is
inches,
UNj
I
a
8
3
1B9
The amount
the
two
of compression
ei|iiili/.atioii
uiids (in
Fig. -.")!) ot
is
being effected
(lie
I:
.V
unequal laps
main
at
tin
valve.
TIIK
"'"
''
'
.-...
.
'ig.
2(i^
',
levers.
Hjl
illustraies
Oil
(/.lare
/.
'
alon<^
tiSiii'r/
hi the links
shaft.
Two
arms of the
and adjustable
A A.
levers' a (/'connect, by ball and socketjjoint,
B B; and' these an; attached, by ball and
'a
levers,
re"
When
tin;
centrifugal force,
263.
the links
of
socket joint, to C, .which is in one piece with the cutoff eccentric, the latter being a working fit on the crank-
/Vy.
Diagram
constituting the
their .ends b to
these
I'poii
JeiiLTths.
en'if.-i'i'
..triCchanism
ecoei'il ric
pjy.ifted'iit
i;overnor\\,'Jie_e1;,
i,c
the cut
tioii'of.
'171
liy
,-
BUCKEYE
////:
B B
to
advance the
cut-off eccentric
upon the
shaft in the direction of crank-revolution, thereby hastening the point of cut-off, as has already been explained.
The
oxlinust opening
is
it
is.
the springs
The
lend,
main
valve.
having
:t
constant
all
amount
points of
motionless, or
which
cut-off.
is
centrif-
latest
point in the
ends of the
swing, the greater the amount of centrifugal force generated, because the weights revolve in a larger circle
Fig. 264.
Diagram
of
Quarter-stroke.
is
it is
22
'shown
in
Fig. 264,
seen,''equalized.
v -;^-.
cut-off occurs at
is static,
becomes
hence,
we
have,
so far as
'
(UNIVERSITY^/
V.o>
the
172
two
But there is
required to operate it is, therefore, equal.
another element to be considered, inasmuch as that the
Fig. 205.
The Governor.
parts
are
so
accurately propor-
tioned,
Till-:
more force
in
proportion to the
in
.1!
positions ol
thejr
all
will incr.
points
in
BUCKEYE ENGINE.
force than
lead
leve
ord0T to maintain
a ronstanl
173
:al
effect
in its tendency.
when
the levers
to correct
it.
C"
I'
e"
/'/,/.
Diagram
of
Speed Regulation.
to the total
power
266.
where
it is
is
properly
MODKHX
174
loaded.
in effect in
in-
changes of load under all ordinary conditions of boiler pressure, and it is obvious that the
speed under
ENGINES.
,STf,Vl.lf
all
is
concerned, by a line
I I'
parallel to
a A.
by the amount
and at $
c;
cut-off
by the distance
// ,".
spring
required.
From
ing from
c'
towards c", the speed would be acceleraengine load is increasing, and its ten-
dency
SPRINGS.
therefore,
the tension
for
which
To
is.
this part,
cut-off
and
stroke.
The
senting points of cut-off at |.
vertical line a P is equally divided into lines represent-
ing speeds.
inner
to the outer
doubled
will
of cut-off.
SE
VERS
OF
V-li-C'.
Tin-:
.1
I:MISI;T<>\-
SIMS
/:
175
/:.
through
_r
TJie
lar
l'ji<jin<>.
and
/;
into port,
...
L:
this
liml'i.
into the
'I'd,.
annu-
ojxMiing, de-
ooted by arrows < v, I'xti-inls all iinmii'l the circumfernr,. of ihc v.-ilvi-. and the sti-nin
into
passes
directly
tin'
In
l-'iirs.
L'I;;
and
'_'i;s.
Armington-SiniB hi^h
we ha\e
viewi of
t\vu
tin-
269
tin-
latter
ill
port a
i<
ia
Kiir. _'.'7ii,
r.H-. -i\
iii
jiistcui
in
valve.
wliicli
it
is
end of
at the
tlic
|jy
arrow
al
I!,
and
is.
valve, as
tlie
independ-
tlii'ri'l'ore,
lieinu
cxliaii.-t
sliown
Lr ,t,.;nn tlinni>j;!i
The
it is
lirokt-n.
iiln-rs.
'I'lif
ili>noti'il
keep
lap of
he valve
it
valve has
moved
far
marked
is
ihe valve
just,
jM-riml
enough
in
close-
a,
and
will
the ri^ht
to
open the
Fiy. 267.
it
is
<
exhaust, as in Fig. 272, this poriod of motion corresponding to the passage of the steam lap of a simple
slide valve
'2~'l,
176
as the valve travel
earlier, as will
is
cut-off occurs
be seen hereafter.
varied
to suit
construction
being as follows:
Figs.
273 and
'-'74,
show the construction of the regulator or governor, removed from the main shaft.
The weights 1 1 are pivoted at their outer ends to the
l>ack\vard.
(C and D)
combined eccentrics
amount
'JT.'i.
that
of valve travel
is
in
which
if
we move
of
the rod
Fig. 268,
To one
other end
lead constant,
the
common throw
line
and
it
may
line of the two, or, in other words, their line of greatest eccentricity, always passes from the center of the
Till:
177
E
riii-:
!!
Fig. 27-J.
Fig.
The Valve.
/'y. 269.
l*ing at
;hat the
>
and Valve.
e,
throw
line
Fig. 271.
A passes
MODERN STEAM
178
from C through
The dotted
circle a is
drawn from
A,
is
the
ENGINES.
the
crank, and
passes
it is
Fig. 273.
l-'i'j.
still
of the eccentric
274.
The Governor.
Fig.
common
throw-line
In Fig.
'-'77.
common
throw-line
the eccentric
R moved
has
back, caus-
to stand 44
behind
275.
To
the two
eccentrics for
proceed as follows:
common
throw-line A, for
any required poiut of cut-off, we
Till-:
In Fig.
the path of
'_>7S.
tin'
lot
crank-pin center,
ARM1SGTON-SIMS K \
for tho
and
(-(11111111)11
<
represent
further to tho
required
throw-line of tho
tho admission
loaves
lie
179
/:.
hand
in
Fig. 277.
Fig. 278.
two
moved
when
its
stroke,
it
Now, when
stroke, the
common
the
position), the
line
common
throw-line
will
move towards
180
is full
and
third,
ing
a,
to the
same distance
it
did in open-
it..
The amount
circle
will
BID,
which we obtain by arcs s drawn from K and B respectWith the compasses set to the radius B s,
ively.
we mark, from B, the arc at g, and it is clear that if the
crank is at B and the throw-line at g C, then, while the
crank moves from B to s, the common throw-line A
will move from g to B, and the port will be
opening.
Then, while the crank is moving from s to K, the com-
mon
throw-line will
will occur.
move from B
to
s,
and the
cut-off
It
lead, but we
crank
ing,
is
at B.
from
e'
this line to
By prolonging
to P,
e',
and mark-
to K,
we
common
account
from
.<.,
to the intersection of
ponding
to lines
is
the
in Figs.
common
common
center of
throw-line corres-
two
eccentrics, however,
we may use
a single circle to
follows:
Fig. 279.
J n,
Now, it has
represents the travel of the valve.
lead, the common throw-
was
at B.
ij
From
cut-off at
any given
common
throw-line necessary to
it
the cut-off
draw the
when
the piston
the crank on
is
at half-stroke,
and we
circle, in
Tin-:
center of
i'lll
tin- t\vi>
si/e
amount of valve
tin-
tenniiie.l.
is
if
to
being
at half-stroke,
from
I!
mark
common
from
./
we
to
is
travel
lie at
1!
ail'
K. the
at
has
I
it
may
liecii
de
piston
I!
then
K. ami
oil
it
to the
ami to the
,/.
amount
left
we draw
we draw a line
of the lead,
at
e,
when
ENGINE.
1S1
found by
the,
foregoing construction, we may proporof travel to suit the width of the port.
amount
the
A and where
.\i;.Mi\<;'rs SIMS
Suppo-e. for example, that the steam port in the cylinder requires to have an opening of an inch and we may
heinic
proportion the valve as in Fig. '2S1, the width at
r
only sufficient to give the necessary s!rem_ th, because it
has no elTect upon the distribution of the steam, where
-
the wider
as,
it
is
must
be,
and
thi
sum obtained by
TIIK
V.VI.VK
c,
PROPORTIONS.
der by
shown
The amount
ously equal
the
i.
.nice
from
<l
to
is
obvi-
U measured on
'2,
so that,
when
in the figure, c
of port
a,
the
being
valve
in the
is
in
the
position
Fig. 281.
the lino
the
amount
now
definite
levers
common
1,
in Fig. 273,
must be
same time
center
the effective
so as to either
Tho diameter
its
of the valve
thru
1S2
tlici
the
piston
diameter.
recess
|
r,
full open,
\
\
\
7
\
\
Fig. 2S2.
\
\
\
/$
\
\
h^
Fig. 283.
The valve
such
save where
at
it is
covered
\>j
c.
Now, suppose
is
THI-:
required to
Vie
tin-
thickness
lit
plus
is
i-iit-ulT
tenths
sarv
<if
c'lMitniiii
tli
row
line
being found
inch.
to
In-
at
seven-
in
to
lie
For the
the
liehin.l tlie
;,.'i
crank.
tW
an elTective port
must be If indies
then
If the thickness a;
of mi
ojM'iiinur
ineli.
/
when
the vnl
s
occupies in Fig. - l. there will lie
4 inch openrng at/ and \ inch at /. and as tin- motion
in
the position
it
.initiiines in
arrow
I,,
the opening
moved about
has
piston
for
r.'j
poii
at
at,
remains
inch,
while the
inches,
ri
2~i!.
Fig.
the
full
open
as:
when
183
cut-off
occurs at
23 inches.
is
full
when
cushion
is
:;j
In order to
for
it-off at half-stroke, the governor must have moved the eccentrics to the position
shown in Fig. 'J77. the common throw-line A standing
at
lie
reduced from
The
inches.
Fig.
lead ccjual
::
ell'.
2s:i.
the 2nd
ojKMied at
inch
of piston
as
is
4 to
shown
in
being fully
motion,
remaining
open for 6 inches, cutting off at 12 inches.
The exhaust begins at 2 If inches, and the compresinches.
sion, on the return stroke, at 1 8
full
/r \
\
\
s
\
s
\
\
pression
increased.
is
Fig.
'-'si
than
it
inch wide
Fort Openings at Quarter Cut-off.
port.
the metal on
lease or of compression.
end, and
the travel
of the valve
being 4
is
where
open
full
the
valve at
c,
Fig.
281,
must be
de-
For the
cut-off at
the
admission
the compression
shown
sion.
The exhaust
is
here again
earlier,
VER
*f'
ITY)
occurring at
18-1
MODERN
STI-:AM
ENGINES.
ONIVEF
Till:
STRAIGHT-LINE ENGINE.
rvs
niai-lsi-.l
c,f
Tin' XI ra i "lit
Line
r.
marked
steam
lilted jiarts.
ami arc
kcj.t
so
n mi
_'*;>
to
."(!_',
is
illustrated
\vcet
i't'
S\ racii-e
name
.\.-\v
Straighl
.lolni
the
K.
LVen UM-HUSC
the.
(illtlilics
Fig.
liy siiiijile
lhat
SO
by accurately
means of correct-
N".
madn
the
that ha-
In
arc
ti.Lclit.
as
The motions
of the
it.
all
direct
and
287.
Throughout the
and
be found
valve,
186
is
is
frame
rests
that
shall
it
Referring
now
to the details
of
construction,
Fig.
Side Elevation.
Fig. 288.
Sectional
Vertical Section through Cylinder.
End
Vim-.
Fig. 2 SI).
The Piston.
Fig.
Fig. 289
is
side,
The
tion to
piston
its
is
length,
it is
secured to
light
in
propor-
its
is
The
fit
piston packing is
are
made in two sections, the lower of which is
rings
driven tightly in the grooves and faced off even with
The
made very
is
the
fit
which
is
found
to
be
Till:
The
24
(Jovernor.
Fig. 290.
187
183
greatest distance
collar.
The bushing
is,
therefore, free to
move
laterally with
shaft,
hence the
the eccentric
itself, will
its
move
still
further out-
the piston rod, and this leaves the duty of guiding the
piston-rod entirely upon the piston and guide bars,
where it properly belongs, and thus prevents the bore
of the bushing from wearing by reason of the pistonrod moving laterally as the guide-bars, etc., become
worn.
generates a centrifugal force acting in the same direction as the lever E, and, therefore, to counteract the
unbalanced centrifugal force of the eccentric and lever A.
when
D, which,
Link B
in a path of less diameter and generates less unbalanced centrifugal force, and, as a result, there is less re-
sistance to the
obtained,
and lever
sufficient to practi-
the disturbing
move
trifugal
ducing
when moved
cut-off.
is
E from
its
necessary direction.
fore, to
the eccentric inwards across the shaft, rethrow, and, therefore, the valve travel, thus
in-
Another
cut-off.
throw and
but
The object
the weight of the eccentric and its strap.
of this is to prevent the weight of the eccentric and its
the
strap
the
is
is
at its greatest
conditions (such
as a
sudden decrease
in
in-
crease of speed, the increased centrifugal force, generated by the heavy end of E, moves the eccentric inward
and thereby hastens the point of cutIn the contingency of the spring breaking, therefore, the eccentric would be moved by lever E to its
engine would
The
joints of the
governor are
stop.
Now, suppose
characteristic of
its
normal
sity of oiling
(to
levers
B and C
unless
Till-:
having a
flat
plate of
tempered
steel
ENGINE.
is:,
F<<j.
291.
Fig.
292.
"3
Fig. 293.
pins
MODERN STEAM
190
Fig.
ENGINES.
responding to piece
n,
and
at the
is
The
Fig.
296.
Fig.
297.
Fig.
298.
Fig.
2'.lO.
pieces
294.
is covered by a
gib on which die segthe rocker swings, hence, the segment not
only keeps the box to its seat on the guide beneath it,
'but also acts to relieve the rocker bearings of the
ment
rolls as
The construction
of the
valve,
and
the
means
of
eliminating
cylinder,
and on the
right,
a side view of
the
valve
Fig. 295.
ribs
which are
its
Valve Positions.
face.
top of the
valve
is
and
11,
therefore,
the face of
form distance
STRAIGHT-LINE ENGINE.
TIIK
which the valve may
in
\Vhen.
Mi-k.
slide
in
may
i:
ttud,
I'r.
rare,
\
alve
the
I;
may
;ili
or
chine,
in
is shown in the
position it occupies
the exhaust begins, the steam having two means
.it
denote,! by the arrows.
The double
when
is
which
in
opening
refining
ol the valve in
lii
191
nch.
in
"inuring to U-
insi.
:"am chot
\vlicrc
it
is difficult
to
port
'"'cause the
the
]
haust, as port
/i
same
effect
upon the
ex-
it,
To
fully uiide
tin-
to
con.-ider
when
in
for
position
th.
In
\'"\.
crank-em!
Is
.steam
is
ficiioteil i,y
opening
is
admitted
ihe arro\vs
to
port
am]
to
thai
after
common
slide
being ahowa
readied
valve,
in Fig.
ji
1'
I'!!.".,
at
iloulili-
until
\\'e
constant
<|uanlity
maxiinuni of
valve
the poin:
travel
off is
Pig.
il
1(
opening
at
and
at
:-
it
by means of port
/*,
the port
doubled up
and for
ic
still
us a
The
to
remains stationary
common
slide valve.
when
moves on its
return stroke to effect the cut-off, the amount of port
uing heinjr doubled from the position shown in Fig.
action
is
similar
the valve
have now
have
to consider the
all
for the
.strokes
are
maintained
points of cut-off,
two
strokes.
and the
In Fig. 300
(at
greatest
moved
throw) at
e.
center
when
At a
its
\Ve
may now
moves the
un.
We
equal.
for a certain
KITKXTHIC', HOCKKIi,
that
position
When
'.'iiy.
the anio
tlie
tin-
THK
place-.
shown in Ki^.
which, the opening remains the same as for
-
ln-ing
in Fig.
-ening remains a
unli
-".til.
remains
!!.
amount
two
in
to
the
port
/.
:iino:
own
n.
seen
i-
il
amount
ilon'nlc the
the
ung
due
cutaway the
shown, ami
and
|>ort a,
1'.
plate
tha:
in time,
relieving plain P, at
i;;.'
'.".it
would,
J'.Mi.
now
and by means
end
is
C",
it is
olivious,
that
MODERN STEAM
192
if
\ve
move
its
move
center will
in
an
arc, that
e f,
line e f.
Now
its
dead center B,
KXCINES.
amount
of
menus, the duty of the governor in shifting the eccentric is lightened, thus enabling the employment of a
the middle of
P,
clear that
its
if
t'
minimum
may now
rock-shaft,
at
radius,
and from p
as a
an arc
center,
and
r
s
is
being
the lower
other words,
its
found as follows:
The crank being
lead,
it
arm
of
the
rock-shaft,
will be in
may be
from
its
mark an
at
11,
G.
Now
when
ft
it
and
effect the
occupies at
to
e',
the valve
position at H,
a
the
for
to
piston having completed
port
open,
ready
its stroke while the crank and eccentric center have
will
made
a half-revolution.
e g
pair of compasses are then set to the length
of the eccentric-rod, and resting one point at n, we
mark an arc, giving us at q the position of the ecccen-
tric-rod
at D,
to
in the figure.
by taking the
we
cut-off,
have no
movements
eccentric center at
back, and
or, in
trace their
The
/'.
same
of weight
to /'.
(A
moves the eccentric across the shaft, will
move from position h to position /;', which is in line
with line in in', and in a position, therefore, to move the
the
to D, the lever
e'
is
rocker-arms
line
both
it
center,
on the arc
a; cc
w and mark
an
arc,
eccentric-rod eye.
Turning now to the piston stroke, while the crank
moves from B to D, with the crank at B and the eccen
THE
I
I
I
J-:M:L\K.
193
MODERN STEAM
194
trie at
e',
eccentric center
from
to
ji
s,
moves from
fully
e'
is
at
to n', the
p.
While
the
a in
the
</,
full revolution.
Now
divide
b' c'
its
DB
Then, if we
represent the path of the piston.
take the length of the connecting-rod, measured on the
same scale as the circle represents the path of the crankline
EXGINKS.
tains
and
at n,
is
reaches w,
through while it
when
the
as
example 58,
marked,
it is
than
will
it
is
moving from
We
to B.
pin,
we may
rest
quarter-revolution from
to y', the piston will
at the
to 6
half
its
faster
head
stroke, and
when moving
through divisions
move through
end,
and,
more than
moves the
a'
V c' etc.,
therefore,
more
it
is
than
moves
6,
than
its
quickest
action
when
is
timed
the piston
with
is
is
is
moving
at
performing
piston
moving through
is,
motion.
its
from
its
Similarly,
stroke from
to
speed and again times the valve action with the piston
speed, and it is apparent that a length of connecting-rod
may
and always
speed
less to the
will also
to the
vary
strokes.
Another feature of
much
fastest.
Thus,
of the rocker
rocker
is at q,
when
is
the eccentric
at g,
giving a
when
full
is
at e the
the eccentric
upper end
at n the
is
////:
S
QJ
ca
STRAIGHT-LINE
l-:\<iL\K.
195
105
the cylinder.
Similarly, when the eccentric is at e', the
rocker is at p, and when the eccentric is at n', the
Fig. 302
cross-head,
bore
is
recessed,
The
is so
arranged that the bearing surface
on the pin passes over the edges of the recess, thus
preventing the formation of shoulders.
oval.
recess
Tlie
Ide Engine-
partly in section to
mechanism.
The
piston
is
The
piston rings.
ings, that may readily be
valve
The bushings
302
rocker
is
at
s.
Now,
as the
distance
from p
to
is
which
is
valve
head.
to a pipe
The exhaust
at the
head-end
passes
of the
cylinder.
Fig. 307
is
7V/A
IDE ENGINE.
t'uj.
THElDtENEINE
303.
Of THt
UNIVERSITY
OF
200
MODL'RX
NTl'JAM FJXG1NES.
201
end
an
is
.Ill)
Fig.
section,
Tin' pin
i.
and
is
tapered at
one end.
The Imsh
is
by means of the
nal diameter,
so
drawn within
lliat
nut.
it
may
lie
oil
bearing, drips to
bottom
the
of the
cross-head
and
through
passes
oiler
regulator.
The
eccentric
is
ever
while L'
is
I.
and
at its
extreme end
Each lever is
and
respectively
are pivoted at V and b, arms B
to a dash-pot
provided
W.
these levers
To
a'.
is
with a weight
and
D.
marked
pendulum
lever,
their
at
central in the
is
The springs
end
extreme
being marked in
corresponding position
positions,
points of
n the sliding
attachment to the
blocks
312,
Fig.
r,
When
li'.
the block T
is
in the position
shown
in the
which the upper end could move- without further tension to the springs is denoted by the arc
ligtire,the arc in
in.
but
we move
if
slideway
that as c
is
end of the
block
this arc
y.
when
is
will
from x
moved by the screw h to the other end of the slideway y, the spring S would, while the lever moved out
to x, require to be distended to an amount equal to the
r
various points of
as
to
note
the
revolutions
at
cut-off.
that
so
the latter
position denoted
with
and
it.
it
is
is
pulled
is
one side of
filled
the
Now
if
and steady
202
the action
the
shaft
to
speed
the
alter
the
vary
Referring now
regulator..
for shifting the eccentric across
the
of
mechanism
the
to
valve
and
travel,
thereby
314
of
point
cut-off,
Fig.
represents
the parts in the positions they would occupy when the
crank is on the dead center B. The eccentric is shown
shifted inwards to
being at
and
if
from C'
as a center
we mark an
an arc
and where
y,
crank being on
rest the
its
compasses
and y
a:,
at
and
intersect, or at
eccentric-rod, the
practically coincide,
and
it
'
becomes
With
will
be on the dotted
circle n',
/, its
path of revolution
the
begin to
move
back.
an admission of
But
from
as soon
as the eccentric
towards
e,
is
there will be
its
dead
live steam,
center,
UNIVERSITY
203
204
to
e'
the
in
As the
piston-stroke this occurs, as follows:
is in the direction denoted by the arrow,
crank motion
it
from
B, thus
q,
will
rocker-
the
as
piston speed.
in Fig.
315, in
shaft to
It
will
and while
moving
it is
eccentric
throw
at
moves from
e,
to
r,
the valve
cut-off
During
e'.
this
occurring when
period of eccen-
opening the
to e,
shifting the eccentric across the shaft from
varies the point of cut-off from about three-quarter
stroke to no admission.
is
lowered
below
its upper arm 7
shown in Fig. 3 1 6. This
when the crank passes the
and gives -fa inch lead when
Now
center,
will occur.
When
when
and
the crank
is
and fnrthermore,
tric is shifted
the
lead
out towards
increases,
in proportion
as
the eccen-
the
later
amount
cut-offs
and thus
of cushioning
on the
serves
to
equalize
the
piston.
the rocker-arm
the upper
is
is
at n, the
at p, the
lower
lower arm
is
at p',
is
at n';
and so on;
admission period
when
the crank
steam period from D, than it does for the corresponding period from B, therefore the valve motion
live
<o
VI
CO
5.
205
206
b,
steam
to
to
maintain
form
its
it
own
guide
from 317
to 324, represent
the
Westinghouse
Figs,
Automatic Cut-off Single-acting Engine.
Fig. 317 is a front, and Fig. 318 a rear view of the
engine, while tig. 319 is a sectional view on a vertical
plane
passing
piston,
tion.
which is shown in section) to prevent condensaThe cranks are set exactly opposite to each other
is
always
in action,
and the
live
steam
Fig. 317.
bearings,
cylinder in
nt their
the connecting-rod to
work through.
The
pistons
D D
it is
provided in the
-IFONNIA
'
'
Til /:
i-:
1 1
being the
acting on
\".
la
anti-
(on ac
termed
'JOD
It',
therefore,
is
is
the engine
when a
pressure of
reached.
parts that
207
i .v /;
relieving
< ;
the
i-:.\
would
The construction
of the
Fig.
319.
Fig. 318.
against a shoulder, a a. .It is prevented from any possibility of getting into the cylinder by the indicator
oil
as
it
20S
on the crank-journals H.
in the figure,
steam
is
Fig.
The construction
of the valve
mechanism
is
shown
in
S,
employed. Steam
which is constantly
is
319.
eccentric
valve.
Till-:
passrng
\\'f-:sTl\<;/lnrsf-;
Fig.
\>i\'
EN
.ilvc
n.
20!)
works
in
ii
32(3
Fig.
The valve
is
J,
which being
by a new one
the valve.
when
The construction
of
322.
necessary to restore
the governor
for
the
fit
of
varying the
Fig. 32
5,
is
cast
solid,
the
cranks.
Fiy.
321.
covered,
210
one of the weights is connected to the eccenf, and both weigths are connected to
in
unison
operate
by the link e. Coil Springs D D fur-
rated
pins b
tric
b;
by the link
from | to
stroke, (at
Fig.
stroke.
The
position until
its
weights
eccentric
the
travel
of
the
point of cut-off.
of the
weights
When
the engine
is
is
when
its
324.
reservoir 0,
which
is
Fig.
From
the
oil
chamber
crank works.
at
h in
Fig.
320,
C, Figs.
This case
and
is
Xi; HOUSE
THE
is
a layer of
oil.
into
of
water
in
the case C,
ENG1XE
211
9,
above the
it
This level
is
indicated
funnel-head
the
water
is
n,
and
by the height
is
of
the water in
always in sight.
Fig. 325.
at
1,
Fig. 319, the oil supply may be made sufficiently constant from the reservoir 0, Fig. 322, to render it unnecessary to resort to the pipes R R, for any additional
supply.
n,
Fig.
OF THE
(UNIVERSITY,
\^CA
MODERN
212
STEAM- ENGINES.
from
These cylinders are
single acting, or in others, receive steam at the headend only, the other end being open, hence the connect-
the
the
crank-shaft.
stroke,
exhausts
when
moved
of the exhaust
is
therefore, controlled
by the
valve, but
made about f
and
'
the
Fig. 326.
lost
motion,
and
pipe
at
its
bottom.
The exhaust
steam therefore
with the pistons, and
The
pistons are
made
necting-rods pivoting to
long, and are trunks, the contheir outer ends, thus giving
214
N.
Y. Safety
by
ernor
is
Go's.
Engine.
Pig. 327
the
Steam Power
represents an
New York
make
is
made
hub
of this
arm
amount
is
Fifj.
cut-off is varied
tric across
by a wheel governor
the shaft.
flat
valve
through
is
Fig. 328
is
port,
a
the
general
is
a working
fit,
so that
This
limited
into cavities
TJie
the pulley
is
is
Now
328.
that
the belt
resistance
suddenly
re-
////; jiM.i.
.1
CUT-OFF
1'j'i/MA TIC
I:.\<;I.\E.
215
OPTM
UNIVERSITY,
Fig.
municated
to the
329.
points
of
cut-off,
power
of
resistance
The governor
offered
action
is
by the
belt
to the
the
in-
pulley.
here,
regular speed.
By
necessary to change
the speed of the crank-shaft and fly-wheel before the
governor can act, since the latter takes a short cut, as it
this
construction therefore,
its
it is
refer-
The construction
shown in Fig. 330,
of
in
the
which
eccentric
is
mechanism
is
which
in Fig.
to
is
of arm or lever T
pivoted upon the pin
thus allowing the eccentric a pendulum
3'J9,
216
The amount
of this
pendulum motion
is
controlled
The
It is
flange of
made
flat faces,
fits
is
provided
Fiy.
331.
its
live
area
which
steam enters.
to receive
steam
The
all
balls.
Fi'j.
TH* SLIDE-VALVE.
The construction
of the valve
is
shown
333.
Figs. 331,
of the
valve.
THE DEXTER
/.'.V'7/.V/:.
217
218
TIII-:
DEXTER
t-:.\i;iM-;.
219
TJie
Dexter Automatic
Cnt-Oj)' Engine.
In Fig. 336
In the Dext6? engine (Fig. 334), a !l.-ii palre driven 1>\a fixed eccentric, and that is balanced through tin' greater
part of its Stroke, controls the admission and exhaust.
hence the lead and tin- [mints of release are equal for
The
valves,
Fig. 336.
M M
the
exhaust ports.
On
the back
of the
main
is
J, J, J, J.
is
the
Openings lead from the central supply to the different points on the cut-off valve D, where admission
occurs through the ports J, J, J, J, in the auxiliary steam
chest.
It will
is
distributed to the
main valve
220
Fig, 337.
The Construction
by
shown
the points G, H,
I,
which
is
of the Governor.
extreme outward
the resistance
is
////;
iu-:v.\i.i>s
CORLISS ENGINE.
221
.3
Till-:
TJie Corliss
Tin-
('iii-ii.-s
engine
is
and impor-
etTect
stroke; that is
The
the
(list
may
which occurs
determined
l>y
lie
at
is
closed quickly
in
point
the
the governor.
mechanism
triji
connection with the governor; the dash-pot or its equivalent for closing the valve without jar or shock; and
the wrist motion which reduces the motion of the valve
; 1
223
/:.
The
in
tion
ti.
REYNOLDS CORLISS /: \
/'
'
/
first
the rods
C and
which are
C',
fast
ends of bell-cranks
with the valve stem being shown broken away to expose e to view).
During the admission the latch block
after
the latch links abut against the hub of the arms d d',
upon which are earns n, n' and at a a' are springs for
and cams of d
equal for
points of cut-off.
all
end
TJie
present the
'!
Figs.
re-
340 and
represent the valve gear with the parts in the posioccupy when the cut-off occurs at half -stroke,
tion they
seen at x at the
crank arm
T'.
be seated in the
is
fast
spindle, the
lifting of
THE ADMISSION.
the
have before
latch
link,
therefore,
latch
is
link u'
determined by
is
permitted to
recess.
The point
The mechanism
will
having opened
the head-
are seen at
at
the head-end
e will
mechanism
to the valve
type of engine,
d'.
now
Referring
valves
at
determined
YlBR7*>v.
OF THE
[UNIVERSITY,
OF
Fiij.
The Reynolds
341.
Corliss
Valve Gear.
224
--
x^Jg///
<y^o
j-A
The Reynolds
Positions Of
Enine.
And The
226
Corliss
THE REYNOLDS
Mock
the latch
>.
and the
would be effected by
nit-ofl
the lap of the valve, and indcjx-ndently of the dash-potA-. in Fig. ::iO. the parts are shown in the positions thev
T is to occur, then
py at the inMant
;
'
cam
tin'
18
just left
in
The
from
e'
cam
is
meets
n'
</'
from coming
is
The connection
left
to right,
earlier, or vice
versa in
proportion as
of the
to
tin'
is
but.
Referring
then to the
upon arm
irried
/.
to
which
is
from
the
tiie
th<'
;/
//.
is
raised, there is a
vacuum
x,
in
H'
to fall quickly
block
is
To prevent
At S and
tin
h,
until
that hole
29
Now
governor
move
thus
upon
it.
will
be for
moving d
in
which
its
to the
right,
will
right,
which not being tripped, the admission would conOn the other hand, suppose the governor balls
to rise from an increase of governor speed, and d' (Fig.
340) would be moved to the right, and the cam n' meeting 7 earlier would trip e earlier, correspondingly haslink,
tinue.
is
by the piston p' covering it, after which the remaining air in H can only find exit through the opening left by the end of the valve S', and this amount of
is
cylinder.
The construction
closed
opening
cam arm
through a hole at
with the
crank-end of
d'
is
;/
be prolon
now come
in its adjust-
is
We
it
of valve
at its end,
fits,
ed position.
The under surface of the upper part of />'
is covered by a leather disc, while the part that fits in
H' is kept air tight by a leather cupped packing.
tiie
cut-off will
The head
'
which the tripping of
the cut-off, is determined by
moved from
:/
/>'
227
/-:\t;i.\f:.
n'.
in
which
of the valves
v represents the
port,
and
is
shown
in Fig. 342,
that for
tiie
head-end port,
while v*
is
228
The Reynolds
Is
Corliss Engine.
ij,
343.
shown,
motion occupy
in the
ligure.
The
J-J'.i
same
is
to
occur at quarter-stroke,
centers.
the
.1
must be suddenly
reversed.
As
is
the duty of
desirable to
its
make
reversal falls
this
regulated at will,
accomplished by the
duce the valve motion after the port
tain
pression)
a left
therefore that of
altered.
Similarly the
amount
of admission lead
be ad-
may
justed
Referring now
that
r
r,
its
to
operating rod
valve
C',
admission
is
will
v,
amount
motion, and
is
of
cer-
We
motion
is off-
it
to
promptly close
the valve.
not be dim-
valve
opened a
Corliss
is
the
it is
is
importance
for
the
following reasons:
The lap of the valve (which corresponds to the lap of
a plain D slide valve) is usually, in this class of engine,
The range
itself
is
fall
of the gover-
But the
nor balls will move the cams a given amount.
as
follows:
varied
At
Z
be
Z' are
of
cut-off
may
range
adjustment nuts, by means of which the lengths of rods
G G' may be varied.
cam
n' to
move around
link,
and prolongs
the admission.
of its
occur when the piston has made
ad
from
this
to
an
mis
of
cut-off
the
being
stroke,
range
eion equal to the amount of the lead.
the engine is overloaded, or to hasten the point of cutoff for a given engine speed, and thus adjust the engine
for a lighter load.
such as to cut
cut-off will
off the
.'.-ill
MOHHItN
Fiys.
.V/V'AU/'
344
&
345.
KXGTNKS.
////:
Greene
l/t
'//.'/:/-;.v/'/ .1
rro.i/.i
TK:
CUT-OFF /AW//
lull
Kngine.
Figs. 344
of
which general
uinl
two exhaust
own
In
Fig.
:>l'.).
valves, each
,J
vic\\> are
its
journal-bearing of a
connected to the slide-
arm
at
whose lower
extremity
and thus
represents the
to the
to oven-.
iriven in
is
281
will
I.e
effect a
height of
1!'
shown
at
it
]>,
will depress
tappet B.
In this construction each tappet and toe will
always
come into contact, and open the valve for the admission
at the same point in the piston-stroke, hence the amount
of valve lead
is
maintained constant.
The exhaust
valves are operated by a separate eccentric and shaft, which turns back and forth on its axis
and operates the valves by a positive motion, thus maintaining the points of release and of compression constant.
The Harris
Fig. 347
is
Corliss
Engine
'i
:/.
346.
These tappets
rest
1$'.
D.
is as follows:
With the parts in the
the
is moving from left to
C
position shown,
sliding-bar
The toe B' is
as
denoted
the
arrow
above
it.
right,
by
The operation
operating arm
to
is
made
sent an
larger than that of the valve stem, so as to prearea large enough to receive an unbalanced
TJie Fishkill
In Fig. 349
is
Engine.
shown the
it is
released.
The
valves are
may
232
rut:
231
MODERN
23-1
WEAM ENGINES.
PJISS
is
Wheelock Engine
of the
is
shown
in dotted lines.
The
mission link
is
~\V of
Fig. 350.
the head-end
to the
At E and E'
F and
F',
p //.
arm
cam
e,
R H
connects
and
The
links
L', at
rod G.
latch links
arm/' with/
THE
30
\VIir.KLOCK
230
136
The weight
is
it
valve quickly.
closes the
cut-off,
which
c will
be
with enclosed
filled
it
Y, of the
air,
and
base,
is
therefore
down
seated
as
W.
at
is
it
in
means:
the center of
vacuum
in the recess,
Fig.
To
quantity of
the
regulate
lifting
thus
air
when
c.
admitted, a
screw S is provided,
fitting the bore b, and it is
be
screwed
to the left and caused
that
it
obvious
may
its
to close
head
them.
By
m'
in
obtained.
Considering,
for example,
latch
link
in
to the
eccentric pivot
Fig.
the
latch link with relation to
to
shorten
will
act
right
the valve stems E V, and this would cause the latch
and revolving
351,
its
turning
to the
left,
lift
higher, and
spring
weights
Fig.
The amount
increasing
the
it
occupies in Fig.
351, and has therefore closed the valve and effected the
of compression
regulated by altering
G, the former having an
adjustment nut (not shown in fig. 351) and the latter
having adjustment nuts h and h'.
is
Z and
W.
as
tension of the
W.
weight
by increasing
has the same effect
the
THE COMPRESSION.
Q,
352.
a set screw
supporting stem B, a washer W, secured by
the
while
end
dash-pot
motion,
leaving
preventing
Fixed in the base
free to vibrate upon B as a pivot.
is
this
be equalized as follows:
points of cut-off may
n'
is operated to lengthen
nut
Suppose the adjustment
The
moved
to the left.
This will
TUK
\V1U-:EL<X'1\
point
cut-oil.
'
to shorten rod H, will
or vice versa, 'employing nut
move point r to the left, ami delay tin- point of cut-off.
Similarly for the crank-end valve, whose stein is
shown
at
move
K, and
meet
here pivoted to the upper end of a link, that is pivits lower end, and therefore vibrates in an arc
oted at
the governor
moves the
rod,
and
therefore the
while
center of the link-block, becoming in line with the center of oscillation of the link, the cut-off valve would
therefore/
cam
employing H
the trip
will
to
is
237
point of cut-off
The two
at s quicker,
for valve
links
F and
cut-off,
V
F' have, from their
peculiar
shape, a motion corresponding to the wrist motion of
the Corliss Engine, opening the valves quickly during
to the
latch
is
in position to
move
its
The
ing the
circular slide
valves,
valve at each
their
pass-
'.>3S
5*
r**
CHAPTER VTIL
THE
In a
Compound Engine
there are
EXSINE.
the
is
is
high
pressure
there
cylinder, in
is
con-
H. P. (or high
in
its
expansion only.
The
object of
compounding
is
higher pressure of steam without increasing the pressure of the exhaust, or, in other words, to enable the
two
pressure that
is
is
found
to
be a
loss of
When
is
a second L. P. cylinder
termed a
is
expansion engine.
In stationary engines the prevailing method of compounding is to place the low pressure cylinder in line
triple
This method
sizes of
Fig.
240
354
is
an example of
this
arrangement, H. P.
is
the high
or else
when each
piston connects
to its
own
however, if the two cylinders were independently connected to the crank (each having its own piston-rod and
connecting-rod) the L. P. piston might be at the other
end of the cylinder, and still be in position to recieve
the exhaust steam from E, because both
pistons would
strokes together, the point
of release of the H. P. corresponding to the point of
still
their
throws are
when, as
at a right angle
H.
stroke.
LP
HP
Fiij.
355.
the end of
sure will be at
its
Fig. 354.
the H. P. piston
is at the end of
and
the
exhaust
355,
opens, we
its
stroke, as in
have
the
Fig.
following
conditions:
First, the
will
piston
FARCUT's
l-;.\ (,
that part of its stroke during which it moves tlie slowest, hence the relative speeds of the two pistons (as well
as the receiver), acts to diminish tin- pressure during tinearly part of ouch low pressure piston stroke, and this
obviously acts to equalize the receiver and L. 1'. cylinder pressure throughout the stroke.
The amount of
power developed by the engine, however, is not influenced by the fluctuation of back pressure in the high
pressure cylinder, or of the pressure during the admission period of the low pressure cylinder, but is determined by the diameter of the high pressure cylinder,
the pressure of the live steam, the point of cut-off for
the high pressure piston, and the number of times the
steam
is
vacuum)
exhaust.
In Fig.
and
at
35-1.
241
I-;.
as the
in
the stroke,
tin-
fol-
lowing arrangement
is
same
in
mid
position.
v',
As the two
however, the point of cut-off of the high pressure cylinder may be varied, thus varying the admission period
J
stroke for the low pressure
cylinder, these proportions being chosen so as to have
the jiower about equally divided between the two
pispressure,
L\
about
Farcotfs
Compound Engine.
tons.
To
affected
this is clear,
how many
because
valve, etc.
downward
amount of
to the exhaust
may
When
and
cylinders,
and
and simultaneously
Compound
valve,
and
finds exit at C.
understood from
figs.
The valve
action
in
the
may
be
In
fig.
242
In
fig.
is
shown
fig.
at the
a,
is
an exhaust
corresponds
356.
end of
being
full
its
stroke,
open, and
close the
356.
the end of
sion
is
effected
the cut-off
is
its
stroke,
we have now
full
COMPOUND
exhaust ports of a
common
slide-valve engine,
ami the
243
//.Y'.Y.Y/;.
all
of the port,
',
which must
l>e
so located that
when
the
NT
/'</.
357.
Fig. 360.
dimension c/
may be
tight joint
(UNIVERSITY
V
T
^^CALirORN-*-.
CHAPTER
IX.
be present.
In the Ejector Condenser, the condensing water is introduced through a nozzle in a solid jet, and is ejected
it is
form a
vacuum on the exhaust side of the piston engine, and
thus remove from it the resistance of the atmosphere,
amounting to an average of about 14 T^ pounds per
The effective power of the live steam, and
square inch.
is
to
against the pressure of the atmosphere by the combined action of the exhaust steam, and a natural or artificial
pump
vacuum.
of an air
Condensers
heads, viz.
may
jet
in the boiler
liberated
244
air
less
than
feet,
the
vacuum.
water pass
down
7V/ A'
more or
less,
exhausted
perfectly
CONDENSING
by the column of
water falling through the discharge pipe, thus maintainUnless, however, a head of 20 feet
ing the vacuum.
can be had for the condensing water, the vacuum must
:irst
alent,
will
formed or
ley
In a surface condenser, the exhaust steam is condensed by metallic surfaces, in the form of tubes, cylinders,
or plates, which are kept cool by a circulation of water.
Ordinarily thin brass tubes are employed, the conden
sing water being circulated through them by a pump, the
-team is condensed on the external surface of the tubes,
and
falls into
is
discharged
by the air-pump. Thus the condensing water and the
water of condensation are kept entirely separate and
the latter
may be
it
may be
salt or
otherwise impure,
as are also
some land
engines,
when
it is
not desirable
to use the
surface condense]-
require.*
therefore, a circulating as
well as an air-pump.
Tlie
gine
245
i-:.\<iL\i-:.
carried
is
up
to a height of about
.'!4
feet
above
be set
in the
tight,
may
gine
and condenser
If
ser
may
of any
be so constructed as to start
this
itself
conden-
independent
arrangement
will
Bulkley 's Injector Condenser is arranged on the siphon principle, but has, in place of the ordinary conden-
from
tl
ser,
in
nozzle,
is
instantly condensed, and imparts
to the injection water in a direct line down
denser, nor can the condensing water pass over into the
cylinder of the engine, because the water is directed
its
power
pletely
fills)
condensible
enables
it
to
vapor, into
air
and un-
discharge
pipe
below.
its
en-
the condenser
and
is
246
361.
/:
,'
/:.
247
248
soon as the vacuum
is
formed.
As
formed by drawing out the air by an ejector, or elevating the water by a pump, to the condenser. With a natural head of 19 or 20 feet, the condenser may be started
itself,
the vacuum.
the pipe I near the top of the condenser, the gate valve
for opening and closing the same, being shown at G.
at
is
is
for
F F
to the boiler; at
inlet
gine,
same.
the valves
all
being as follows:
effected.
to the condenser
obviously
up beyond the
is
is
The
From
formed.
condensation, an amount of
required
water equal to from 20, to 25 times the weight of the
exhaust steam, and as the condensing water lias a tem-
There
the injection at
level of the
F.
air
pump
water dividing
of the condenser.
the globe
KNOWLES' INDEPENDENT
JET
CONDENSER.
Now
thence
passes through the pipe x into the heater H, and
and the
float
would
lift
the valve
fill
Z and
with
water,
destroy the
TIII-:
24!)
250
STEAM ENGINES.
Fig.
Application,
364.
Of The Rnou-les
THE
251
CONDENSER.
Fig- 365.
32
Valve.
MODERN
252
STEAM. ENGINES.
The circulating pump forces the injection water
through the tubes, the construction being as follows:
The pistons are supposed to be moving in the stroke
from left to right, hence the air pump is drawing out
SURFACE CONDENSER.
Condenser is given in
the same in fig. 3C7.
The condenser
is
fig.
3GG,
's
Independent Surface
and a sectional view of
mounted horizontally
at
one end on
pump
piston
is
Fig, 366.
WTieeler's
pump
separate systems
water passes.
<:f
CF
\VIlEELELt' X
to
SURFACE CONDEHSER.
253
254
Fig.
368.
EXHAUST
FROM ENGINE
H.
W. BULKLEY'S
INJECTOR CONDENSER
AS ARRANGED WITH
STEAM PUMP
,'
if
T~tHr-"$~~hr^\
'
>^
'''
4i'-'-'''
/'
.>?M
L'OXDKXSER.
'/'///;
255
shown at tinare shown removed from the condenser and turned end
for end, and it is seen that there are two tubes, one
The
plate
corresponds to the inner wall of
ber F, in the sectional view, while plate J is the
chaminner
the lower to the upper system of tubes, which corresto those in the lower system, and finally passim:
At Q is a cap that may be removed when
out at D.
pond
will
until
and rod
is
Bulkleij's
Independent Injector
Condenser.
condenser.
Fig. 368 represents Bulkley's Injector Condenser, as
arranged with air and injection pumps. The constructtion of the condenser corresponds to that shown in Fig-
lows:
air
the
is
shown
in section,
is
as fol-
and the
THE HEATER.
The
is
shown
up
it
the feed
into pipe B,
pump
its
of the heater
The valve
is
the
scum pan,
in
256
Fig.
ENGINE CYLINDER
369.
Till-:
REYNOLDS GONDENSBR
"
Sectional View.
Fig.
370.
Of THE
(UNIVERSITY,
258
Till:
tin'
lilnwii
off
it is
tin-
REYNOLDS CONDENSER.
occasionally
lower end
of
25'J
the heater.
condensation
iieiieatli
through the
'ice
jiipe
the air
the
pump
capacity
with
filled
being
water at each
sectional
is
shown
in
Fig.
K
if
di
it
using;
is
when
the condenser
is
operation
is
33
flat
pump.
its
it
to
used whether
its
seat.
of
be driven by belt connection to the pulley wheel, or whether the same be driven
by a steam cylinder attached to the side of the conden-
condenser
is
it
ser.
is
counter- balanced
by
CHAPTER
X.
L. P.
towns and
Figs.
cities.
It consists of
common
delivery pipe.
features of this engine are, first,
given a continuous and as nearly as
uniform flow through the suction and delivery pipes, its path of motion being kept as nearly
straight as possible, and secondly, that the valves are
may
discharge through a
The distinguishing
that the water
is
possible, a
prove destructive in
This
some kinds
of
found
to
pumps.
selves quietly,
The construction
shown in section in
piston
whose
200
its
continuous flow
is
and L.
be traced as follows:
The
bell
shown
crank
in section
actuates
balancing pistons.
In each cylinder the end ports as S S', are the steam
ports, the inner ports e e and e' e' being for the exhaust.
261
MODKRN KTEAM
ENGINES.
Worthingtorfs
373.
COMPOUND
co\in:\si\i;
where
dense]-,
steam
live
ii
The exhaust
sure.
from
near boiler
at or
the
lo\v
<;
certain
i .\
opening
amount
of
263
i-;
so regulated, that
is
"ii
its
We
only,
and
C'
at half-stroke
pumps
At
at D.
shown open
to
lience
its
and
air
the,
air
is
will
it
when C
is
end of
at the
the
up
its
stroke,
pump
is
unchecked How.
a'
admit ingress
The
ascending.
takes a
is steam pressure
enough to start the pisreturn stroke, and this gives the pause, or
period of rest, before referred to.
have here considered the action of one engine
ton
jet being
divided up by means of perforated plates, which separate
it into small stream-, a- shown.
From the bottom F of
it
it
time,
before there
cylinder
K* to the con-
pressure
!: .\
to air
valvos,
pump
/>
living
which
is
piston j/ is descending,
close.!, while the valves in //
The duration
are open, the air, gas and water passing 1'roiu the lower
to the upper side of the piston.
The air pump dis-
stroke,
amount
may
the
engine,
whereby
the pistons are caused to pause at the ends of their
strok
ed into communication, so that after the piston has closed the exhaust port, the compressed steam may pass
from the steam port into the exhaust, to relieve the
'.-d
we may now
the general
construction
of
lap,
fol-
if
compression
divisions,
bushing, as
beneath
Fig. 374.
into two
shown
the
at
r.
The
full
of
chamber extends
pump. The suction
suction
the
length
valves extend along the bottom, and the delivery valves
The plunger is
along the top of the pump cylinder.
supposed to be moving from left to right, lience division A is receiving water, and division A' delivering it,
ved, can pass through the pump in a straight line, except in so far as it is deviated therefrom, by passing
around one side of the plunger circumference. The
There
is.
port
s' will
be closed, and
its
e,
valves are
each valve.
valves.
to
so
on
bell
water,
it
will be obser-
opened.
rod
flat
The
Hand
pump
Fig.
264
374.
CUMPOl'XD
ro>.\7'/:.y.s7.Y'/
In this cMirinr
Vertical
Com pound
Cuiiilcnxiitg
l.ii>J.iiic.
;i
ami the
air
pump,
pump
serves
ihe construc-
r'ii;.
.'!".">.
represents
11
(which
cuinjiouinl
is
extruded from
tin-
/.';/<///<</)
Fig. 375.
condenser, constructed
by Worth, Mackensie
&
Co.
II. 1'.
cylinder,
may
having
its
own
pair of valves, of
pump
bucket
li is
MODERN STEAM
266
Triple
Expansion Stationary
Engines.
Figs. 376,
376,
ENGINES.
tating a reduction of boiler pressure below that suitable for the triple expansion system of working.
The engine is thus available for working in three
different ways, the necessary changes in the
mode
of
tions
which
J,
for the
steam valves
for the
low-
pressure cylinder.
The rod G is shown dotted in Fig. 3766, but as it
is below the bed-plate of the engine is not seen in
Fig. 376a.
The manner
worked
is
in
as follows
which the
exhaust valves
are
is fast
marked L P and L
and are
of unequal diameters.
By
this
its shaft.
Fig. 376d.
ders
upon
gines, either of
267
f/^eSEOF THE
LI
(TJNIVERSITT
\-J
268
MODERN STEAM
ENGINES.
TKWLE
EXrA.\SK>.\
K\<ll\ES.
MODERN STEAM
270
construction of which
is
shown
The
in Fig. 376y.
Fig.
376.
leased
is re-
for
acts
rods.
The
air
pumps
actuated by the
views of one of the air
pumps
Fig. 376/7.
side,
and
Fig.
and
it
move
rod
Fig. 376f.
plate G, from
while rod
valve at L.
densation.
and that
An example
The
connected
for
valves at
T and
V, which
A'.V/M.VN/O.V STATH).\AliY
V*
4;
27;
372
MODERN STEAM
ENGINES.
t--.
CO
I?
Spring recoil
kttf Catiti 10
(0
ri
'
Cnernor connac
9ltuip
'
273
MODERN STEAM
274
and
exhaust valve
c,
which
at its lower
Fig.
fitted
with a
same axis
is
steel
pin 1
is
of
in. in
cam and
steel,
are
is
made
of steel,
diameter
The crosshead
is fitted
with a
steel
which
10
41
ft.
is
the
shown by the
in.
The
fork end
and four It
in.
end and
solid at
in diameter
by 14
in.
gudgeon, 5J
diameter in the
iron cap
The
in. in
in. in
butt end
on the
body and 4|
of
in diameter in the
and
case-hardened.
ENGINES.
CHAPTER
XI.
medium of a link motion or its equivalent, the steamport does not open sufficiently to admit of a full
supply of steam, and it is for this reason that double
ported valves are employed. But whatever means
be employed to obtain a full supply of live
steam, the fact remains that the range of temperature
in the high-pressure cylinder must increase in proportion as the point of cut-off occurs earlier in the
may
ocean.
throughout a considerable range of expansion without being subject to the cooling effect of the condenser.
of temperature
to a minimum.
the
is
Coming now
condenser.
steamship
City of
New
Inman and
"
York,
International
Engineering," of March
275
MODERN STEAM
276
1,
give twenty
sion than it
same amount
of steam will
An example
made
of a
expan-
given in Fig.
377, in which H. P. is the high and L. P. the lowpressure piston, and S the receiver, the cranks C C'
engine, as
and
passes direct into the receiver S,
V.
valve
the
the L. P. piston by
is
distributed to
are
valves
is
used
which
The
is
G an
to
arm,
vary
pinion at
The
moved
J.
cylinders receive.
The surface condenser
is
shown
at the
back of the
are
through the
shown
At P
is
is
opened
when
vacuum becomes
lost
after the
engine stands
still.
main valves
links simultaneously
medium
and
the crank C.
figure.
passages
ENGINES.
The
necessary.
starting
valve
is,
in
this
lias
receiver,
by a hand
motion,
direction, but
start
it
is
THE MMti\t:
i,
!:.
\ai\E.
J77
278
MODERN STEAM
EXGIA'ES.
may
in the
single ported,
that
At
in
15 is
some
an
oil
to the
The slots
various working parts of the engine.
are for the insertion of a bar to move the engine by
hand, for setting the valves, or for other purpn
The high and low
one
to
lever,
simultaneously.
Fig. 379 represents a
for coasting vessels.
being
used.
The
shaft T, an
starting, pass-
links.
Two
used
motion F
for
is
P. cylinder is
link
reversing only.
A Meyer's cut-off is used, the two cut-off valves
being adjusted to vary the point of cut-off, by means
vacuum
need not,
ship.
27*
valve rod
shifting is effected
is
such as
to
The
surface condenser
is
shown
at the
back of the
pumps
B and
being
B'
C,
B',
from
latter
upper end
is
is
worm on
280
MODERN STEAM
ENGINES.
Fig. 379.
llarins Engine for Coasting Vessels.
THE MA RIM:
I:.\I;I.\E.
2W
i<j.
3SO.
MODERN STEAM
282
'~Joif
Valve Gear.
gear.
and
is
moved from
is
full
The valve
engine cross-head in the usual manner.
motion is constructed as follows A lever attached to
:
guide-way
the
its
in the
drum
N.
The
lever
is
pivoted to
pump beam L.
The rods F
mid
gear,
This gear
ENGINES.
and the
moves along
moved
F an amount
To A is pivoted
a vibrating lever C, pivoted in a block D, and working at its right hand end a rod F, that works the
suspended at the other by a rod B.
The segment
valve stem or valve spindle T.
which block D slides, is pivoted at a point that
E
is,
on
in
The
elements,
(from the
end of rod
is
of the lead.
it
mid-position,
its
amount
and that
the same
minimum
would give no
the
amount
amount
is
is
nil-:
MMUM-:
I-:\<;ISE.
283
Fig.
381.
284.
MODERX STEAM
Fig. 382.
EXG1XES.
285
at K. is for lengthening
shortening rod B, and giving more lead for one
port tlmn for the other, when it is desired to do so,
Tlie ]Hiint of attaclinu'iit of vibrating lever V, on the
equalizing
I!, is a segmental
rack, connected by rod to F,
The pinion for this rack is on the same
shown.
shaft as wheel W, this pinion is driven from the steam
beneath which is a cataract cylinder I)
cylinder
for regulating the speed at which the rack shall be
moved, and enabling the engineer to stop the motion
as
be connected from any point that has a motion coincident with that of the connecting-rod, thus in fig. 381
it is shown attached to a rod B. from beam L, which
employed
stands
At
aliove
also
in-
is
foot of
(.'.
pump.
short
."8;>
represents a
beam A
ing-rod,
and
is
at
its
The shoe S
is
by the
air
pump beam,
is
so
move
sliding in a
guide way
in
shoe
made
to suit the
least
Examples of
Triple
Expansion
Engines.
The valve gears and link motions of triple expansion marine engines are of the same forms and involve precisely the same principles of construction as
the valve gears and link motions of compound and
other engines, the main difference being that as three
286
MUDKKX STEAM
EXUIXES.
Examples of
follows
triple
allel to
the letter
The high-pressure and intermediate pressure cylinders are fitted with piston valves, while the low
steel die
for-
ward or backward gear are equal for equal movements of the main piston from either end of its stroke,
while the valve lead
is
maintained constant at
points of cut-off.
The construction of this valve gear
is
shown
all
in
Fig.
The
287
C and
necting rod.
I is
made
in the form of
It will
is
in
link block J
may
without
its
connecting rod,
to the center line of the connecting rod
during a rev-
and 383e.
These engines are of 500 horse-power when the
boiler has natural draught, and 800 when under
forced
pin
and remains
Movement
practically in relation
lever F.
Thus
it
imparted
will
to the
radiating
may
tion imparted to
in
it
GN
amount of the
lap
the
I.
P. the intermediate, and L. P. the low-pressure
cylinder, which are supported at the back by columns
X on the condenser
(Y being the exhaust pipe
from the low-pressure cylinder to the condenser), and
by steel column?.
The construction of the valve gear is as follows
The high-pressure cylinder H. P. has a piston-valve
shown at V, which is worked direct from an ordinary
Stevenson Link Motion, whose rods are shown at g,
in front
which shows the link motion for the highpressure cylinder. The rod A connects at B to a die
movable in a slide-way which is fast on the arm C
g, fig. 383e,
288
MO DEUX STEAM
E.\GL\ES.
mi:
VI///Y/; few'/**
Fig. 3836.
UNIVERSITY
290
MODERN STEAM
Fig. 383.C
ENGINES.
Till-:
MA HIM-:
/Y'./.y.V.
Steam 7acht
291
liira.
MUDEIL\ XTEA.M EX
>
Fig. 383e.
Triple Expansion Engine of
MARL\
293
c.S* LIEM
Fig. 383/.
'ME
[VERSITY,
OF
f.
294
MODERN STEAM
Fig.
ENGINES.
WSg.
THE
J/.-lA'AYA;
A\\Y,7.VA;.
2U5
MODERN STEAM
296
At
effect
die
The
The
wheel D,
ment
all
of the slideways
B'
ENGINES.
are the
employed
valves,
which are
siphoning
stopped and the cock
is
383t.
regulated at will without affecting the points of cutoff of either of the other valves.
follows
are
bilge
pumps whenever
it
may
be found necessary.
from
test of these
engines
is
given as follows
By Professor Alexander B.
Engineers.
F. R. S., Chairman.
The
S.
S.
Mechanical
W. Kennedy,
Meteor
is
TIU-: .I/.IA'/.Y/:
i:\tn\E.
207
MODERN STEAM
298
per-
The
Meteor
trial.
a vessel of 261
is
perpendiculars, 32.1
ft.
ft.
in breadth,
Her
moulded.
in length between
and 19.3 in depth
is
registered tonnage
tonnage 1223, under deck 958 tons.
Her displacement on the day of the trial, when the
mean draught was 15 ft. li in., was 2090 tons.
She
Engines.
engines
is
made by
fitted
with
Messrs. J. and
triple-expansion
G. Thompson, of
of
all
all
is
cylinder
other two
high, intermediate,
length of 16
Each cylinder
single
is
for
57.
feet.
The
was 208 square feet, and the total tube surface 5760
square feet, the ratio between the two being 1 to 27.7.
The total heating surface is 6648 square feet, or
thirty-two times the grate surface.
eter of the flues is 3 feet 3 inches.
long.
mon combustion
one chimney
total
ft.,
Boilers.
The boilers are two in number, each
double-ended, the total number of furnaces being
twelve.
They are of steel, with Fox's corrugated
and
have a diameter of 13 feet 6 inches, and a
flues,
and
78 square
1888.
as 12.4, 9.3,
is
6 square ft.
The engines had been overhauled last
at the annual survey which took place March 1 to 14,
these gauges.
The clearances of the high-pressure, intermediate,
and low-pressure cylinders are given by the makers
ENGINES.
in
is
comhave
chimney
into a
boilers
8 feet 3J
inches.
is
Object of Trial.
The
was
to
meas-
ure the coal, water and indicated horse-power as accurately as possible and over as long a period as possible.
Goal Measurement.
each stokehole.
From the
balance
was
a
basket
spring
suspended
large
holding
balance was used in
THK
MO
about
hoisted
pounds of
coal.
This, being
liy
and
J-:.\<;I\K.
filled,
tin-
was
coal then
iu sealed bottles
Wilson, and
at the place
The fires
the diagram, No. 1, Fig. !>>/'.
were not cleaned during the run. hut the cleaning
commenced when the trial was over, and the ashes
and clinkers were weighed hefore being thrown over-
pump, the
shown upon
Hydrogen
Water
Ash
t-n,
/'/
could be
frii/.
To
1
:;i
<^
10.68
3.40
KM;:
100.00
36
mean
net
<i ues.
gases pass-
chimney was observed at intervals throughout the trial, the thermometer being placed at the
ing
up
the
be
At
....
C. J.
pit
Cl.
sults:
Carbon
made by Mr.
in the
is
was weighed out until the floor was clear. A continuous record of coal thrown on the fires was thus kept,
which plots out into the line of coal consumption
coal
Unfortunately, how-
The
over mercury.
ever, all
board.
299
that one held 1808 Ibs. and the other 1785 Ibs. of
MODERN STEAM
300
ENGINES.
the
chief engineer.
It
trial
seems,
that the
therefore,
method
of
water
etc.,
were
all
worked from
donkey
boiler,
existed.
Power Measurement.
Results.
The
results
and
2,
shown
are
and
graphically
the following:
Duration of Trial.
that
is,
for
16,675
total fuel, the clinker 4.08 per cent, of the total fuel,
and the two together 6.51 per cent, of the total fuel.
case
General
speed, power,
and so on, were all those of ordinary working on a
in
Per
Carbonic Acid
f>
0.8
Oxide
5.4
Oxygen
81.2
Nitrogen
cent.
1L>.
A.
M.
under
mi.
M.IKIM-;
The times
of the fn-d
301
I-:.\<;L\]-:.
ire.
der
(from
i:>4.4
gauge
to
the uniounls of water contained hy the two measuring tanks are 1771 pounds and 17111 pounds respec-
atmosphere.
when
p.
M.
the
trial
when
made hy
maximum number
half-hour was
Pressures,
ing the
trial
7:2.4.
etc.
was
11. (J
pounds
High-pressure
Intermediate
Low-pressure
Top.
60.10
...
...
tqnnri' inch.
High-pressure Jacket
"
Intermediate
"
131.0
77.5
56.8
36.5
6.2
Mean.
Bottom.
-
56.82
58.46
20.47
18.54
19.50
12.22
12.55
12.38
These
pressures correspond
indicated horse-power
with
the
following
.......
........
........
Low-pressure
there-
in the
.'J0.34
1'oinnh per
"
2.73
was
High-pressure cylinder
Intermediate
Second
fore
Low-pressure
First Receiver
diagrams
"
662
507
825
1994
302
Each
ings for
One
diagrams was worked out for the revoluminute corresponding with the counter readthe half hour in which that set was taken.
to be multiplied by 1.1 to bring them to standard conditions. The average rate of transmission of
have
sei of
tions per
set of
diagrams
The
mean
is
hour.
7.
was
Ibs.
pound
The actual
of
amount
fuel,
The total
represents the actual boiler efficiency.
nominal calorific value of the fuel burnt per minute
was 853,900 thermal units. Although it cannot be
assumed that the analysis of furnace gas already
given was a fair average, it has been thought worth
while to work it out. It appears from it that the
weight of air per pound of carbon was about 22.0
The loss
Ibs., and per pound of coal about 15.5 Ibs.
to a loss of
Ibs.
per hour.
These quantities
it
but with the good vacuum given above, it is not probable that it differed much from 120 degrees Fahrenheit.
(The temperature corresponding to the
mean back pressure in the low-pressure cylinder is
146 Fahrenheit.) If the engine had been "perfect"
and had worked between 363 degrees and 120 degrees
Fahrenheit, it should have turned into work 0.295 of
thermal units, or say 62 per cent, of the whole calorific value of the coal, which percentage therefore
This water,
fuel put on the fire, including clinker.
163
at
a,
of
degrees Fahbeing supplied
temperature
at
a
and
renheit,
evaporated
temperature of 363
it.
The heat actually turned
work was 85,240 thermal units per minute, showing efficiency of 54.6 per cent, as compared with a
"
"
perfect
engine working between the same limits
of temperature and receiving the same quantity of
was
Total Efficiency.
The combined efficiency of the
boilers and engines, or ratio of heat turned into work,
'
.lAIA'AYA' A'.NV/AYA.
!<
303
MODERN STEAM
304
ENGINES.
"Meteor"
9.
27.
IW
I'olumt
Fir/.
CU&LG
C*u&t,o Fttt.
/tet>
3837.
The menu
indicator diagrams themselves say 427 thermal units per indicated horse-power per
are here again expanded in the usual fashion, as minute. As each indicated horse-power per minute
shown by the full lines. The expansion line of each is equivalent to only 42.75 thermal units, this makes
sor
Unwin.
continued to the end of the stroke at B, and the the combined efficiency of boilers and engines 10.0
Q A B is drawn. Then the length per cent., as given above.
A C is set off from the compression line (produced if
Speed of Vessel. The following notes from the lognecessary) to represent the volume of the whole feed bootc of the ship may be of interest:
water per stroke (less jacket water, if any) if it were
is
horizontal line
pressure
Q B
represents
the
Distance
in
Nautical Milm.
Tim?.
Head
Hock -
Left Pier
Biisi
St.
Alb's
Head
same pressure
distance
is
B, therefore,
('miner
The
Huseborough
represents the volume of Cockle
ratio
A B
A C
the
"
drvness
frac-
tion
in the
Supplementary
trial
was
Trial.
finished,
and
was therefore
Some hours
after
all
the
14.6 knots.
main
had been
after the
fires
4005 pounds per hour, corresponds to 2.01 pounds of cleaned, the stokehole was closed and fans set to
coal per indicated horse-power per hour of the quality work, and the engine driven for a few hours at full
already stated. This corresponds to 1.76 pounds of power with forced draught. The particulars of the
carbon value per indicated horse-power per hour, or work done under these circumstances are given in
run
K S
.i/.i/.v.v/-:
I<:\<;I.\K.
305
MODERN STEAM
306
Meteor" Sufplemtnlary
Revs 80
pur nun.
19
Totle
Trioi/
31
F.
'Meteor
IH.f
ffigk-pnxture cylinder.
Top aid-
Stl
1,
EXGL\ES.
50 /*.. Boltcm
31
39*.
00 Its
22
High
ifrnn Presiunt ,
10
10
40
30
00
60
70
CO
60
/HP
1HP
cyluuUr
-prejsra-c
Tap enJt
5170W,, Boliam
585.'
45-90
Us
KM
i
l.HP 952.
20 Intermediate, cyluukr
20
10
23
LhM
to
90
21
Fftiton*,
I
TcFmd,
*
21
70
Mj BoUam.
,
21
60
20
JO
50
00
70
80
I.
As
to duigriwns
C,
24
30
it
any
to avoid waste of
much
increased.
40
l&r.f
BoUcvn.
31-60
l&jt,
,,
I.
H.P. 1208
383n.
Table
I.
may
when
867.
lOO*
first receiver,
1 H P.
InUrmtttiale. cylinder.
31
9O
80
ICO
10
T:rble
60
10O
U,
10
40
""
IffP I 608
30
1'iirrr irith
Forced
THE MARL\E
rig. 383p.
307
MODERN STEAM
308
A and B
Diagrams
full
ENGINES.
power
from London to Leith, when the steamer always runs Mean
with forced draught. Diagrams C, Fig. 383m, Nos.
13 to 15, correspond to the conditions of A and B, but
with live steam admitted to the first receiver.
average
Diagrams D,
getting dirty,
up about
the vessel got into port and was being berthed, it was
endeavored to get a set of indicator diagrams while
intermediate
31.5
17.1
low-pressure
I.
27
48.8
76
H. P.
585
867
1,208
2,660
Total,
It is interesting to
compare the
when running
in forward gear
the
effect of alter5
Nos.
to
as
7)
showing
(Fig. 383;',
which
under these
the
of
the
cranks,
ing
sequence
tained
with
those
were going astern. One complete set circumstances follow in the order high, low, interonly were secured, Fig. 3S3?i, Nos. 22 to 24, of which mediate.
the following are the particulars, all the links being
As this trial was perhaps the first
Observers.
in full gear
marine engine trial carried out on any large scale at
sea in which the feed water was measured and the
Boiler
square inch above atmosthe engines
pressure,
phere,
pounds per
147
:VERSITY,
Tin-:
MAI;I.\E EXGIXE.
it
309
of quadruple expansion
is
given in
383r.
with
him was an
engineer,
specially
in
the
changed places
after
and
383s,
Engineering.
Fig. 383p is a perspective view, Fig. 383g an end
elevation, Fig. 383r a front elevation, and Fig. 383s a
plan. It will be seen that the arrangement is peculiar,
The
the cylinders being placed on one level.
advantage in getting a lower engine will be at once
apparent, and this at least should be a very desirable
all
MODERN STEAM
310
ENGINES.
From thence
and not
into
admitted
to the cylinder
casting
the steam
chest.
it is
to both.
It will
383s.
work the
pair of
air
pump,
cylinders
etc.
being
common
first,
to both valves
and
cylinders.
The
The
by
is
necessarily
guides,
guides.
means of a
bed.
all
four cylinders,
in a non-reversing
engine.
The standards
311
is
is
CHAPTER
XII.
The manner
in the
tive
fig.
engine
is
shaft, to one revolution of the traction wheels, the proportion of the gearing depending upon the class of
work
saddle block
inwards, and thence connect to the
of the front axle.
This saddle block is provided with
an expansion joint, permitting the boiler to expand and
contract without being resisted by this part of the framing, and also with a spring, or elastic seat, upon which
its
otherwise
destruction.
The
strain the
boiler should
axles.
free
frame
which pass
the boiler
to the front
may
ride easily.
end of
the
fire-box,
curve
Tin:
///.
<
n<>.\
I-:M;I\!-:.
/ty. 384.
313
314
MODERN STEAM
ENGINES.
HE
ri;.\crn>\
31 5
!-:.\<;I\E.
THK KKVKItSIM)
.mil
which
spiral spring,
is
is
and a reversing
The engine
by means of
In
fig.
which
pump
is
opt-ratecl
is
(iKAK.
perspective
view.
slide valve
band wheel
is
eccentric
3X7
fast
is
is a disk
(shown also at
upon the crank-shaft, and
pivoted at b, so tliat from
swung
in
to
J as
fig.
385)
which the
a center,
At
//'
is
circle of
which
is
the center.
The
limit of eccentric
determined by
shaft, is
h\,j.
885".
now
and
:i,So
3.H6.
at the cross-head
at the crank-end,
so that
end.
the
The end
c.
screws
is
as follows:
When
the pinion
is
in
motion
x',
the
etui wise,
Tli cross-rack
is
upon the
shaft,
by means of a yoke
P,
whose two
trun-
/'
The
is
head, the
s.
limits of eccentric
tiie shaft, is
The method
The
b'.
across
pump
From
feed
water
passes
MODERN STEAM
316
ENGINES.
I
fi
of
00
317
MODERX STEAM
througli pipes p'
and
p, in the heater
H, and out at
u,
it
wheels,
traction wheel
lugs, to
is
is
as
follows:
tlio
to
similar lugs
upon the
EA'GLVES.
shown,
it
at the top
of the fire-box,
When
fills
when
the engine
what
is
little
388.
elastic connection,
move
tally,
water that may pass through the dry pipe will be evaporated in the dry steam chamber.
The pipe at B is a blast pipe for forcing the draught
by a steam jet.
engine
passing over rough roads, but it avoids the
breakage of gear teeth, that is apt to occur where the
is
ed upon a foundation.
[VERSITY
319
tural purposes, this
is
usually
carried
accomplished by mount,
boiler,
and
in
cities,
attached to th-
the boiler
upon
biisines.-es
is
boilers,
<
Generally
iron
mounted upon an
box
and
aii'i
its
;ii
/'.
attachment to
the.
boiler, is
a,xle is
boiler,
shown
in
Fig.
391, the
at
B.
389.
Fig. 389
engine
corresponds with that already shown with reference to
the traction engine.
The boiler is of the locomotive
the
water
pattern,
surrounding the fire-box, except at
the furnace and ash-pit doors.
The
stays
from the
fire-
Fig. 392
320
MODERN STEAM
ENGINES.
O
C5
Fiy.
End View
of
391.
crank-shaft.
Colwell's
321
Mitts.
The
link motion
shown, and is
to one end of the rack.
393
is
is
moved
for different
points of cut-off
A common D valve
is
employ-
322
MODERN STEAM
ENGINES.
J:.\<n.\K
324
MODERN STEAM
ENGINES.
'////.
>/7.. I.)/
Steam
fin'
engines
may
and
tlic
two principal
be divided into
pumps.
pumps
\vilh
reciprocating
arc used, the steam
yoki'
is
a yoke,
being employed
to
The steam
Tha'pump
more, of the
the
The
lire
water, between
is
its
sides
legs,
and the
smoke
are so constructed,
pumps
as to let the
as ]>ossible
lire.
'Ih
325
slide valves
E.\CIM-:.
FIRE
I'
which steam
is
C,
cause the
some
closed
When
a steam
fire engine,
efficiency
than
fuel economy.
portance
is
of the greater
im-
for the
to
for the
fire.
This nozzle
on
two
having openings
sides, and
capable of adjustment vertically, in a coned seat at the
When the cone is raised out
top of the exhaust pipe.
consists of a cone
of
its seat,
the exhaust
is
more
free,
whereas when
it
with
it
the draft
strips,
pump
is
similar,
cam has
three strips
steam into L. to heat the feed water, the pipe from the
engine extending down into the heater L, and beimc
perforated to distribute the steam through the water.
exit
is
shown
at
M,
is
merely an over-
flow.
fol-
MODERN STEAM
ENGINES.
327
are a pair of gears, a crank-pin on the lower
one operating the vn.l h of tin- pump />. wl
water from the heater L thvoii.irli tin- suction pipe N.
lows:
where there
feed.
HOISTING EN-RINKS.
g,
is
.TOO represents
Fig.
Mundy's hoisting engine, ii
which the cylinder is bolted to the side of a frame,
upon which the boiler is mounted. The connecting
P, to S, so that
through pipe
t'r.e
passing
e,
in the
air
chamber
hoisiing
a simple or
drum
is a
pinion that drive*
or drums, as the case may be,
througl!
compound
ia
train
of gearing, according
designed to
ta
lift.
Fig. 396.
required
discharge gate of the pump may be parclosed. To prevent the feed
pump p from freez-
pressure, the
tially
may be
To
pump.
Fig-
397
is
power
is
transferred
MODERN STEAM
328
into
EXGL\KS.
shown
on
is
fric-
shown attached
to the boiler.
Fig. 397.
Mundy's Friction
D
Drum.
poses.
Fig.
Fi?j.
398.
M:MI-I;<>T.\I;Y
hoisting
nicted dy the
ong'.:
AND ROTARY
Lidgerwood Maim
..-lion
<
ap;
-d,
slide
to operate the
lype.
with u
I-:.\<;IM-:.\
is
it
that in
the'
it.
Referring now
the piston
frame and
is
of the
three-port
exhaust pint
being cine on each side of
<1
which
valvo,
to
is
Fig.
it will
be ob-
which the piston vibratos, are also cast solid upon the
same
casting.
miiln
facilitate'
To
to the
arc- let
or recessed into
upon the
it.
'I he
pistons, it will be observed, do not fit against
ihe sides of the cylinder, except over a small projecting
at th! top, which serves as an abutment for the
piece-
is
shown between
it
and
is
Fig. 399.
The lowering
of
the load
is
effected
by partially
re-
drum.
arc of a circle,
difficulty in this
ed valves.
pistons
packing of an ordinary piston, the gland and its packA feature of this plan is,
ing being dispensed with.
that any piston leak becomes apparent at once, and the
form of
The
eccentric rod
latter
is
I,
the
is
Wn,
Referring to
pivoted by
crank, and
The
strength insures
engine has
to be as small
nuts being on the outside, the packing may be tightened and the leak stopped immediately, without stopping the engine. Steam is admitted alternately through
the ports on the right and left hand of the pistons.
Fig.
made
G is
the
piston
330
MODERN STEAM
Fi<j.
ESG1XES.
401.
THE ROTARY
and out, to pass an abutment l>y cam mo:
while in others, the abutment itself is moved. In allow
ino'-ed in
that there
rotary engine
is no reversal of motion of tho piston, etc., at the en. Is
of tho stroke, and of comparative incxpcnsivencss to
)
make.
A.\V,7.V/..
ML',
which
ii.-iralell
is a
longitudinal section on a vertical plane
with the shaft, ami Fig. 40.3 an end elevation,
provided
Fiy.
331
in the partition
402.
Fig. 403.
Botary Engine.
On
Furthermore, the piston area is small in proportion to the length of the stroke, hence the loss of heat
from cylinder radiation is great.
tight.
economy
of fuel
is
which
is
given
in
Fig.
The ring
at its highest
abutment and cylinder is always maintained. The reversing gear, by which steam is admitted to either port,
by means of a common D valve-, is operated by the
hand lever shown.
332
MODERN STEAM
EXGLVES.
Fig,
404.
77.
-A
prolong.
<
'<,.\.\j-;cn:i>
].;i>i
tlie
crank
ami
i>ms,
.
lig.
passing
A.U//.YAX
in
arm
iy.
405.
engine.
carries
crank-pin
diagram,
has
During the next quarter it inclines in the opposite direction, and to the right of the vertical line, while during
is
B, the latter
Fig.
is
fast
its
lies at
406.
MODERN STEAM
834
means
of the
diagram
Fig.
-4
00.
ENGINES.
The
and the middle pin (C fig. 404) will have moved to posi2
tion C 8 and the inner pin (B fig.
404) to position B
and so on through all the other numbered letters
shown
all in line.
black dots in Fig. 406 will then represent the crankbeing the pin attached to the outer piston-rod,
pins,
the black dot at B representing the inner pin, whose
rep-
patli of motion
is
Fig. 407,
on the
circle,
which represents
require to do
of crank-pins
is
its
Fig. 408.
position, all
we
0,
C,
and we
C.
pistons.
Till-'.
335
if
tin;
Engines
'f a
cylinder mounted upon an adjusthat
frame,
permits the eylinder to be set in the
direction in which the hole is to lie ilriilecl.
rock
ilri.
Tlie cvliinler
i|
is
maintained as
so regulated, that the pist>
as
in
the
same
or
po/siMe
part
length of the
nearly
cylinder
The valve
';
sometimes operated by tappets in connection with the steam or compressed air that drives the
rock-drill, and at others by the piston admitting steam
is
Steam
when
when the
drill
air
it.
is
used
drilling
in
is
used to drive
is
the
the open
to
space
fig.
409
is
rock-drill
mounted
frame.
fig.
The
it.
the
down
The valve
is
spool-
its
longitudinal axis,
through which passes the bolt T, which serves to guide
the valve in its motion back and forth, and which, by
sJuiped,
410,
of a spline, prevents
its
In
so that
upon a
around
the bottom of the steam chest there are two cored passages, connecting the tubes D and D' with the ends R'
Bock- Drill.
all
and
In
is
means
Tlie Ingersoll Eclipse
Y.
broken
of the valve.
is
and the
drill is
ready to
strike a blow.
down upon
the valve flange it will also occupy R'; this being connected with D, and D being closed by the lower piston
Now R being connected with
head, there is no outlet.
is now open to the piston exhaust chamthe
ber,
space behind the valve flange at R is free to
the exhaust, and hence the steam pressure in R' holds
the valve close at R, so long as D' is open to the piston
D',
and as D'
exhaust passage.
The port P
present position until the piston moves.
being open to the live steam chamber in the valve, and
its
MODERN STEAM
Fig.
ENGINES.
409.
337
TIH-: >/'/;.!.
the
}>ort,
I'
ami
1'
result isiha:
i>
>
The
1>y
ami pressing
it
against
is
the motion of
piston
here have
and
at
j.i.-ion
the
liead.
hea<l of
it
the chest at
411.
reversed, the
ia
I),
ii]>j>er
e.-irryinir
the upper
J-'i;/.
We
the
to
steam around
live
tile
o;.eii
II' l.eiii'j;
move- down
ti.e K.-TOII
is
suddenly
exhausted.
As
]>as-ai:e
shu! olT
is
vmirh I"
down.
it,
exhaust
saint! inslani
The
steam
reversed.
an intermittent and
reciprocative
other,
The valve
and without
direct mechanical
of this feature in
Rock
Drill-
Where
a piston is made to
ing Machinery
strike rock at the rate of three hundred blows a minute,
is
evident.
it is
By simply
feeding
down
OF THE
UNIVERSITY)
MODERN STEAM
338
work
EXGL\KS.
part of the stroke, and deliver
lier
or pointing holes.
water
Fig. .411
illustrates the
manner
in
which the
drill
pisis
it
back again
at the
later part.
The
thus keeping
air,
from the
its
ing
air cylinder is
is
cool
it
heat, that
compression,
it
same
place.
pitch
of ratchet,
move bnt
needs to
because the
half the
pitch
ratchet
of the
wheel
ratchet, in
found that
It is
vertical
holes
may
be drilled one-
seamy.
The power
amount
cut-off
driving
rock-drills
is
shown
in
Figs.
and 415.
It consists of
are in
line,
and connect
at J.
To maintain
pressure uniform, the following construction is employed: The cross-head C drives a lever A, which is pivoted
at
r,
pump
pump
the
The
discharges alternately into each end of the cylinder through discharge pipes, which may be placed in
communication or separated by a valve.
The
The construction of
suction pipe
is
also
cut-off
mechanism
is
such, that
one side
to the other
At the same
time a valve in the admission pipe of the steam cylinder is closed, thus diminishing the steam supply, and
therefore the engine speed.
further feature of this
part of the
mechanism
and
fig.
Tin-:
/.
u,
/:/;> o/./.
AH:
339
340
MODERN STEAM
EXG1XES.
THE
L\<;l-:i!S<>l.L
-'i'n.
AIR C
415.
341
MODERN STEAM
342
ENGINES.
down by
the weight
shown attached
to the
end of lever
is
fairly
started.
P and
stopped, or from some other ordinary cause, the pressure in the receiver begins to increase, and piston P will
be raised, and this will lift the valve v, which is on the
same rod
as piston P.
When
valve v
raised the
is
the
TJie
two
delivery passages d d' of the pump (which both communicate with the chambers e e') are in open communica-
chamber
e'.
tion,
air cylinder.
From
P begins
begins to diminon the rod suspending the
pump
ish,
globe
valve
G and
lows:
center, this
so that as
At B
is
arm on
the rod D,
its
which
and is,
in the receiver,
is
therefore, automatic.
following
construction.
a,
shown
is
at the right
At
move
chest
fail to
do
so.
Referring now
Tin-: >yv-:.u/
Figs.
416.
&
417.
MODERN STEAM
344
valve
suction valve
is
spring on
its
closed,
spiral
ENGINES.
When the
circumstances render
it
--
by the
suction.
The
ployed, the arrangement being shown in fig. 419.
valve motion is the same as befoi-e, except that the valve
A general
fig.
418.
It consists of
so as to
cylinder
is
shown
direct to the
pumped.
plunger,
is
is
at S,
employed,
TIIK >T/:.M/
Fig. 419.
345
MODERN STEAM
346
so as to reduce the clearance to a
minimum,
the
lower
pair of valves r' r-, are obviously for the suction, and
the upper pair v 3 and r* for the delivery.
The suction
chamber S
is
common
to both
is
constructed as follows:
move
until
it
in the cylinder
maining
being
port
e,
stroke.
delivery
valve v 3 will quietly seat themselves without
inducing
reverse currents in either the suction or delivery pipes,
as occurs
when
The admis-
Fiy. 4 'JO.
Two arms
to
Brewery Purposes,
P,
is
so
and then
The lost motion
is
maintained.
g fast
Mu. \-n-ett
Gordon
347
D"
ing piston.
Isocliroiml
Wi'.'ii the
l:iii>ine.
Fig. 422 represents the (Jin-don ami Maxwell Isochronal steam pump. in which a cataract, is employed to
govern and equalize the pump motion. Live steam is
admitted
l>y
the valve
tc>
the.
chamber K
K', in
which
;i
Sectional
View
of
the Worthington
and
is
arm
J,
the.
the
left,
steam piston
is
at the
end of
its stroke,
to
open port
a'.
421.
Pump
and
as
Applied
to
Brewery Purposes.
valves of the
pump
to close quietly.
This period of
348
MODERN STEAM
ENGINES.
fiafc
f^
,/y
AO*
^
*i
tJ
KTKAM ITMP.
Till-'.
<>y
in
the
niiiin
valve having
>oWn
>ure im
''"g
lie
piston
will
the steam
hip.
move
tlie
main
.e
];>
iinLf
Suj
move lo tin- left, ami the cataract cylinder II will !< moved to the right, while its
The aitiount, of pre ure at K'
jiiston will stand still.
a' to
In;
acting
open mid
to
im
1>
t"
piston
valve
1>
the
to
left,
will
or cataract piston
<<.
will
I),
same
amouii
to open.
349
olT,
1!.
pistun
main steam
as the ruse
Now
may
lie, the.
suppose that
HOB to the
port,
pump plunger
suddenly relaxed,
the pressure in
11
will
cause
move
to
to
right,
right,
oil piston,
tioning
it
to the right
mpving D to the
port a', and propor-
effort of tht-
pump
piston.
INDEX.
engines. ltis-137
Admission, findin.!: the point of, 45. 143
of the Reynolds-Corliss engine. '2'2,'>-'2'2~
valve of the I'urter-Allcn engine. 149
various positions of the,
149
of.
17,
18
:;:;s-342
governing
iiiL'chanisiii
side elevation
and plan
260-274
engine, 11
marine engine, example of
the, during a
31,
32
amount
276
of.
89
or cushioning, 17
regulation of, in the
of,
41
Wheelock automatic
cut-off engine,
236
Condenser, Reynolds', 255-259
construction of, 259
sectional view of, 257
top view partly in section of, 258
'2'2
of, 244
Condensing engine, 1 1 244-259
Connecting rod, angularity of the,
Condensers, classification
,
20, 21,
26
Crank and
Meteor, 302
of Prick's traction engine, 315
Boilers of the S. S. Meteor, 298
Brewery purposes, Worthington's steam pump as applied
344-346
Bridges, definition of the, 15
Buckeye-engine, 160-174
Bulkley's independent injector condenser, 254, 255
injector condenser, 245-248
application of the, 247
as arranged for natural water supply, 249
279-
281
a,
L".i
to,
eccentric, relative
amount
of,
35
path of the, 34
position at the shortest point of cut-off, to find the, 137
shaft, varying the point of cut-off by shifting the eccentric across the, 138-143
to find the position of the, at the time the main valve
would
cut-off,
122
of
INDEX.
352
Diagram of a
cut-off valve for finding the position of the cutoff eccentric. 121
coal consumption in testing the engines of the S.
S. Meteor. 297. 299
157
evils
point of, 1 5
points of, equalizing the, 96-98
to equalize, 114-120
shortest point of, to find the crank position at the, 137
to find the path of the eccentric for the, 1 35
to find the amount of steam port opening for each
142
riding, 108-137
setting, 123
to find the amount of lap for the, 123
cut-off,
by moving
the,
120-
point
horizontal
straight-line
engine,
section through the, 185
186
Diagrams
from a
Eccentric,
INDEX.
Engines, automatic cut-off, classes
beam
marine.
cut-off'.
of the
I-3J
glide valve.
II. 23'.i-242
1
oscillating.
compound.
condensing,
244-259
condensing.
Corliss automatic cut off,
rotary, 13
semi-rotary.
'2-
1-236
.-ide lever,
l:i
I
stationary,
\\\
methods of compounding
traction.
triple expansion,
Idc.
vertical.
14
marine. 275-31
port.
.'!
examples
of.
2S5-309
L'i'.(i-274
II
14
27, 28
pumping, 347-349
Farcot's
compound
of,
S. S. Meteor. 299.
in
300
temperature and consumption of, in testing the engines of the S. S. Meteor, 301
Fire engine, steam, 325-327
Fishkill engine, 231-233
Frame and rocker of the Buckeye engine, cross section
through the. 168
Prick's portable engine, 319
traction engine. 312-318
Friction drum, Mundy's. 327. 32S
Fuel used in testing the engines of the S. S. Meteor, 300,
301
S. S.
Meteor, 29<
throttling, 13
traction, 812-321
triple-expansion. 23'.
stationary, with cylinders one above the other,
315-318
270-274
Twiss. 237. 288
compound condensing,
L'iir,-L'l
engine, 241-243
Ncw York
vertical
239-24'
Expansion of steam.
211, 212
WestiiiL'house.
in,
Exhaust edges. 15
lap of a valve, operation of the, 18
means of remedying defects in the, 26
l%-2<>5
inverted cylinder.
stationary.
a, 13,
expanding, 260-
tandotu, 13
Fishkill. 23l-2:;:i
triple
274
high prosiire.
334
inclined, 11
1:1
144
of,
horizontal,
common
direct acting, 1 1
directly connected, 333,
hoisting, .'S27-329
IL'T
.,'.
353
265, 2f>6
INDEX.
354
Hanger
link, effect
ings, 96
a,
engines, 327-3-H
Horizontal engines, 11
stationary engine, construction of
103
increase of, 93
of a valve, 17-19
eccentric, 22
to find the proportions of, 33
variation of, in crossed rods, 83
when the eccentric is shifted across the shaft,
140, 141
with the Allen valve, increase of, 85, 86
319
a, 13,
ward, 72, 73
14
trial
of the engines
condensers, 244
Joy valve gear, marine engine with the, 282-285
Lane
&
Hodley Co.
of, 23,
24
41
link
is
in
92
Live steam, 15
edges, 15
for,
105-107
a, 276
ocean-going steamship,
279-281
for coasting vessels, 279, 280
small, example of a, 276-279
with Douglass's valve gear. 285
the Joy valve gear. 282-285
for
engines,
of,
when the
by, 108-112
Lap. to find the proportions of, 33
the,
328, 829
triple
an-
285-287
of,
Marine engines,
vahev
120-134
Portable engine. SI 8-327
Porter- Allen engine, 4."1
di
prominent features
Port, exhaust edge of the, 15
in
'.IL'.
n:;.
Mills, triple
-i
61, 62.
l.'i
in the
Mundy's
friction
drum.
Safety Steam
ill--
Power CO.'B
engine, 214
(-.iilatin.L'
engines.
Over-travel,
eft'ert
286-270
Philadelphia and Reading Railroad locomotives, steam reversing L'ear employed on the, 105-107
Piston and crank, relative motions of. :'<\
valve, action of the, in Ingei-soll's rock drill, 337, 338
movement of the straight-line engine, equalization of the, 192-196
effect of the variation between the position of the, and
that of the crank pin. :io
motion, irregularity of the. 2O-24
of the Porter-Allen engine, variation of the, 158-160
of the straight-line engine, 186
position, to find the, for a given eccentric position,
141,
143
speed, causes of the variation of, 20, 21
nature of the variation of, 21, 22
to find the position of the. 34. 35
Point of admission, finding the, 143
cut-off, 15
equalizing the, by making the steam ports of
different widths, 98-101
fixed, evils of a, 144, 145
to find the amount of steam port opening for
each, 142, 143
variation of the. in the Ball automatic cut-off
.
engine, 214
varying the, by shifting the eccentric across the
crank shaft, 138-143
release, means of prolonging the, 25
Points of cut-off, equalizing the, 39, 96-98
in the Wheelock automatic
cut-off engine, 236, 237
r,:;
:!27. .'528
:;27.
hoisting engine.
New York
in testing
118,
Pump, Knowles'
steam, 342-344
of the Worthington compound condensing engine, 263,
264
Worthington's steam, 344-340
Pumping engine, Maxwell and Gordon isochronal, 347-349
of the straight
23
of the, 192
cross section
IXDEX.
356
Rocker amis, to find the position of the, 91
et-centric and valve movements of the straight
line engine,
191. 192
Rolling mill engine, reversible gear for reversing on
a,
103
Meteor, 304
during the trial of the engines of the S. S. Meteor, 301
regulation and the use of the auxiliary springs in the
Buckeye engine, diagram of the, 174
Spindle, slide valve, 14, 15
Stationary engine, horizontal, construction of a, 13, 14
triple expansion, with cylinders one above the
other, 270-274
engines,
triple expansion.
260-
274
methods
of
compounding
triple expansion,
in,
239-241
266-274
.
'
196
Tandem
engines, 13
J. W. form of diagram
Throttling engine, 13
Thompson,
employed
by, 38
Throw
Steam by
section
338
equalization
of the, 192-196
clearance in a, 19
construction of a, to let live steam follow the piston during full stroke, 15, 16
the Dexter automatic cut-off engine, 219,
220
straight-line engine, 189-191
cut-off, operating on a fixed seat, 1 34
INDEX.
Valve, exhaust edges of the, 15
lap of a. operation of the, IS
gear. Douula.-s'.s. marine engine with, I's/i
in a triple expansion stationary engine. -!'' 274
"Joy, manne engine with tin-. 2>2-2Vi
Morton's patent. 2*7
of tin- Mr engine, construction of the, 2O2-204
.
S. S.
2*:.-2s7
liavinir over-travel, diagram from a. 26
in the 1'orter-. \lleti engine, at tin' end of
the crank -eml port. \'i('<
in
at
the end of
in
lip
travel.
20
its
travel for
its
travel for
multiported.
iL'ii
IT-l'.i
for, 2(l4,
205
of the. 16
Hi.
definition of, 14
lead,
127
Vertical compound condensing engine, 265, 266
engines, 1 1
Vessels, coasting, marine engine for, 279, 280
f,:{
Westinghouse
motions or mechanisms, diagrams for designing, 33-63
of the ArmingtOD-Sima engine, 177
jiositions of he Straight-line engine. 190
proportioning the, for a predetermined point
I
of,
39
Westinghouse engine,
206--JI
of,
59
2 3 01
ft
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