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Valve-Gears for Steam-Engines

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H9MwWfll Hun HI HiH HEW Hi HHHIHUH HKWaftWK MJHflyMMWPBy 'V V : ,*>« *-. ^ , "•v ,<f' t 3 ** s W :?&:-. %**':k ,0 (3, A«> >° .0 o -, .^ ^ '% % J* o o : a* ' ->\^ V "a\ -;' ^ ,-<-;!-" ;--.\, T V</ > ^ x^ >- /- V '0 0' >- X *<> ,, o - *z ,/. •' » J, ^'"-^ J ^ Uo^v *£f^>* '"+, c& - • v *o, s v° 0- ,. c^ v s ^ ^ " v a^ ; ,,v %. WORKS OF PROFESSOR CECIL H. PEABODY PUBLISHED BY JOHN WILEY & SONS. Thermodynamics of the Steam=engine and other Heat-engines. This work is intended for the use of students ii technical schools, and gives the theoretical training required by engineers. 8vo, cloth, $5.01 Tables of the Properties of Saturated Steam and other Vapors. These tables were prepared for the use of students 1 technical schools and colleges, and of e general, svo, cloth, $1 00. Valve=gears for Steatn=engines. This book is intended to give engineering students valve-g-ears for steam-engines. Second Edit:' vised and Enlarged. Svo, clotn, $2.50. Steam=boilers. By Prof. Cecil H. Peabody and Prof. Edward F. Miller, Nearly 400 pages; 142 illustrations. 8VO, cloth, $4.00. Manual «. the Steam=engin< Indicator. 154 pages; 98 figures. 1211 o, cloth, $1.50. Naval Architecture. v+616 pages; 217 figures. £ VALVE-GEARS FOR STEAM-ENGINES CECIL H. PEABODY Professor of Naval Architecture and Marine Engineering Massachusetts Institute of Technology SECOND EDITION, REVISED FIRST THOUSAND NEW YORK JOHN WILEY & SONS London : CHAPMAN & HALL, Limited 1906 LIBRARY of CONGRESS Two Cooies Received FEB 23 .906 ^Copyright Entry CLASS CL* XXc, No. & & & / ^3 COPYE B. Copyright, 1890, 1906 CECIL H. PEABODY ROBERT DRUMMOND, PRINTER, : PREFACE. This book is intended to give engineering students instruc- tion in the theory and practice of designing valve-gears for steam- engines. With the vast number of valves and gears in use at the present time, an exhaustive treatment in a text-book appears out of place; the author's aim is rather to give the learner a firm grasp of the principles and some facility in their application. Each type discussed is illustrated by one or more examples selected from good practice. Graphical methods are used throughout, in the body of the book, both for demonstration of principles and for design of gear. In an appendix analytical demonstrations are given of certain principles that cannot be treated in a complete and satisfactory manner by construction only. Zeuner's valve-diagram is used because it is widely and favorably known and appears to the author to be at least as good as any other circular diagram. In the discussion of radial valve-gears, the underlying prin- ciples found in all such gears are pointed out, and a few prominent forms are illustrated. All such gears have necessarily or designedly large irregularities in their motions, so that analytical methods are useless if not misleading, and general methods of treatment are of small value. Facility in design is to be obtained through experience only. Drop cut-off gears are represented by a few examples chosen VALVE-GEARS FOR STEAM-ENGINES. CHAPTER I. PLAIN SLIDE-VALVE. The valve-gear of a steam-engine consists of the valve, or valves, for admitting steam to, and exhausting steam from, the cylinder of the engine, together with the mechanism for giving motion to the valve, or valves. The discussion of valve-gears is therefore a part of kinematics or mechanism; the extent and importance of the subject make a separate presentation of it desirable. The larger part of valve-gears derive their motion from one or more eccentrics; of such gears, the plain slide-valve is the simplest. Other valve-gearS are best studied after an exami- nation of the plain slide-valve, since they accomplish the same results, and by analogous methods. Slide-valve Engine.—A plain slide-valve engine has two trains or systems of moving parts, the piston, piston-rod, con- necting-rod and crank, and the eccentric, eccentric-rod, valve- spindle and valve. These parts are represented in Figs, i, 2 and 3 of Plate I; the engine-frame is omitted from the figures to simplify them and to concentrate attention on the moving parts, in which we are now interested. The piston, half of which is represented in Fig. 2, is sub- jected to steam pressure on its right-hand side and presses the 2 VALVE-GEARS FOR STEAM-ENGINES. piston-rod toward the left. The piston-rod is joined to a cross- head H (partly obscured by the valve-spindle), which moves in straight guides. The right-line reciprocating motion of the cross- head is transformed into a rotating motion by the connecting-rod L, which takes hold of the crank-pin C. At O is the centre of the engine-shaft, to which are keyed the crank OC and the eccentric E. The eccentric-rod / transforms the rotating motion of the eccentric E into the reciprocating motion of the head h of the valve-spindle, and the valve-spindle communicates that motion to the valve V. The valve is in this case placed at the side of the cylinder be- cause the side-elevation brings the centre-lines of the moving parts into a simple relation, shown by Fig. 4, and this represen- tation of the problem will be considered to be the normal case to which all other cases are assimilated, whatever variations may be found in actual practice. In the side-elevation, Fig. 1, the valve-chest cover is removed to show the valve, and the upper part of the valve is represented to be cut away to show the steam- passages. Fig. 2 gives a horizontal section of the half cylinder, steam- passages, valve and valve-chest. In the design of a plain slide- valve it is customary to represent it in section, as in Fig. 3, which is drawn to a larger scale, with the valve in its middle position. Crank and Connecting-rod.—The crank, connecting-rod and cross-head, in its guides, form a train of mechanism known as a sliding-block linkage. In Fig. 4, OC is the centre-line of the crank and CH is that of the connecting-rod; the point H is con- strained to move on the line OX. In designing valve-gears two problems may arise in the train made up of the crank, connecting-rod and cross-head, with its attached parts, the piston and piston-rod. They are (1) given the piston-displacement to find the crank-angle; and, conversely, (2) given the crank-angle to find the piston-displacement. Both are habitually solved graphically. In Fig. 4 first find the begin- ning of the stroke of the cross-head by laying off OA equal to PLAIN SLIDE- VALVE. 3 the length of the crank plus the length of the connecting-rod. From A lay off All equal to the piston-displacement. With A as a centre and with a radius equal to the length of the connecting-rod, draw an arc cutting the circular path of the centre of the crank- pin at C; then COA is the crank-angle. Conversely, lay off the crank- angle AOC, and, with C as a centre and the length of the connecting-rod as a radius, intersect the path of the cross- head at H; then AH is the displacement of the cross-head and the piston. The centre-line of the cylinder is intended to pass through the centre of the shaft; small deviations are com- monly ignored. Eccentric and Eccentric-rod. — The eccentric is derived from the crank by the expansion of the crank-pin till it includes the shaft and obliterates the crank. Consequently the eccentric and eccentric-rod form sliding-block linkage. The length of the eccentric-rod is commonly from 12 to 20 times the eccentricity, and the deviation of the true motion from harmonic motion is small and can usually be neglected. Should it be desirable in any case, the true motion can be determined graphically by the method given for the crank and connecting- rod. Problems in valve-gears are solved by special methods to be described later; a solution of such problems involving an exten- of graphical of page 2 will given sion the method be on page 5 in connection with the valve-ellipse. The Slide-valve.—Fig. 3 gives the section of a plain slide- valve and its seat. The ports a, a x lead to the two ends of the cylinder; the exhaust-space s is connected with the exhaust- pipe; the bridges b, &i separate the ports from the exhaust-space. The steam-pressure in the steam-chest holds the valve against the seat and prevents leakage. The valve-seat is cut away so that the valve may over-travel its seat at the ends and thus both valve and seat may wear evenly. The edges of the ports and of the valves are machined and finished true; for convenience 4 VALVE-GEARS FOR STEAM-ENGINES. in the work, the edges of the ports and the inside edges of the valve are undercut as shown. The valve, when in its mid position, commonly overlaps both inside and outside edges of the ports. The amount, o, by which it laps over the outside edge of the port is called the steam-lap of the valve; the amount, i, by which it laps over the inside edge of the port is called the exhaust-lap. In the typical case represented by Fig. 3 the valve is exposed to the steam-pressure on the outside, and the exhaust-cavity and the exhaust-port are inside; in some cases this arrangement is reversed.
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