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Note on a Pneumatic Balanced Slide Value. (Including 302 MCDONALD ON A PNEUMATIC BALANCED SLIDE-VALVE. [Selected (Paper No. 2689.) “Note on a Pneumatic Balanced Slide-Valve.” By JOHNMCDOXALD. BALANCEDvalves of a variety of types, for locomotive and other engines, have been before the engineering world for many years. Many of them have, however, failed to give satisfactory results, as is testified by the fact that their adoption has been restricted to experimental trials. The valve described in this Paper, being in actual use on various classes of locomotives with good results, may be considered as beyond the experimental stage. The constructionand action of the valve as applied to loco- motive-engines will be understood from the diagram, Fig. 1. Fig. 1. MCDONALDPNEUNATIC BALANCED VALVE AS FITTED ON ENGINENo. 146 I. G. R. OF JAPAN. Into the back of an ordinary valve V a sliding crown F is fitted. If this crown bemade rectangular, the Author finds the U-shaped form shown inthe Fig, to be satisfactory. If the sliding crown or crowns be made circular, ordinary Ramsbottom packing-rings may be employed. On the admission of steam, the back-pressure throws the crown against a plate fitted to the back of the steam-chest cover, or this plate can be cast in the cover ; and the valve with its crown moves backwards and forwards, with a pressure on its lower face dependent on the pressure of the live steam and the difference between the area of the crown of the Downloaded by [ University of Sussex] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] MCDONALD ON A PNEUMATIC BALANCED SLIDE-VALVE. 303 valve and the total area of the valve, minus the pressure against the valve-face crossing the steam-port and travelling beyond the steam-port face proper. At the back of the sliding crown and in the cover of the steam-chest there is a hole which communicates with the atmosphere directly live steam is shut off. The vacuum in the cylinder makes the back-pressure negative, therefore the crown falls and the valve moves backwards and forwards, opening the ports to the atmosphere. This not only allows the engine to run freely, but also prevents the cylinder vacuum from drawing smoke and ashes from the smoke-box into the cylinders. The latter effect, resulting in the formation of a thick layer of carbonaceous matterwhich diminishes the area of the steam- and eduction- passages, may be equally well avoided by snifting-valves on the steam-chest or cylinders; but it must be observed that this form of valve does not necessitate their adoption. In trials made in Japan the opening C was provided with a cock, which, in the event of the crown failing to act, might be closed; the valve with its crown would then work as an ordinary valve. Although these valves have been running for more than two years, it has not been necessary to close the cock, and its introduction may be perhaps regarded as superfluous. The relief given to ordinary locomotive-valves in Japanhas been 52 per cent. of the valve-face area. For example : A sIide-valve with a face- area of 200 square inches would have an opening in-its crown of 104 square inches. A greater degree of relief was not adopted because this amount gave results which, as may be seen from the notes of trials of the valve (Appendix), were sufficiently satisfactory. The following engines of the Imperial Railways of Japan are fitted with this valve,l and as others come in for repairs the old style of valve is removed and the balanced valve is substituted :- Engine No. 38, four-wheel coupled tank-engine, built by Messrs. Sharp, Stewart and Co. Engines Nos. 142 and 146, six-wheel coupled bissel-truck tender- engines, built by Messrs. Nasmyth, Wilson and Co. Engine No. 124, four-wheel coupled bogie tender-engine, built by Messrs. Beyer, Peacock and Co. Engine No. 147, eight-wheel tank-engine (four wheels coupled), built by Messrs. Dubs and Co. The Paper is accompanied by a tracing from which Fig. 1 has been prepared. 1 Nr. F. H. Trevithick,locomotive superintendent of the Imperial Rail- ways of Japan, writes that eleven McDonald pneumatic balance-valves were working on engines in his charge in July 1893.-sEC. IBST.C.E. Downloaded by [ University of Sussex] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 304 MCDONALD ON A PNEUMATIC BALANCED SLIDE-VALVE. [Selected APPENDIX. TRIALBOF THE MCDONALDBALANCED VALVE ON THE IXPERIALRAILWAYS OF JAPAN. Engine No. 38, four-wheel coupled tank-engine,built by Messrs. Sharp, Stewart and Co., 1874 :- Cylinders . , . 13 inches by 20 inches. Coupled-wheel diameter . 4 feet 3 inches. Steam-pressure . , . 120 lbs. per square inch. February 16th, 1892.-This engine was fittcd with two new valves cast from the same run of iron. A McDonald pneumatic balanced valve on the right- hand cylinder, and an ordinary D-valve on the left-hand cylinder, both com- menced work on equal terms. For twelve months this engine was worked on the MitoRailway inthe hands of Japanese drivers. No trouble was ex- perienced, and the covers were not once removed. After running 38,221 miles the engine was returned for repairs, but before going in the shop was used for shunting. It was then observed to have an ugly beat, one beat leaving the chimney-top in the form of a sphere and the next one as a comet. When the exhaust-pipes were taken out, it was found that the left-hand pipe was almost choked-so much so that one couldonly insert four fingers asfar asthe middle joints, whilst the right-hand side pipe (balanced valve side) admitted a fist and four fingers. The choking may beattributed to the vacuum which alwaysexists in locomotive steam-chests,cylinders and exhaust-pipes when steam is shut off, causingsucking from the smoke-box. On takingout the valves, it was found thatthe unbalancedvalve had worn inch whilst the balanced valve showed no wear whatever ; the left-hand valve and steam-ports had to be re-faced. Incline engine No. 146.-Six-wheel coupled tender-engine with a bissel truck leadingand wing-tank of 700-gallons capacity, builtby Messrs. Nasmyth, Wilson and Co. :- Cylinders . 16 inches by 22 inches. Coupled-wheel diameter . 4 feet. Steam-pressure . , . 160 lbs. Weight of engine in working order . 38 tons 12 cwt. 2 qrs. ,, ,, tcnder ,, ,, . 16 tons 10cmt. Oqr. Tender capacity . 1,300 galls., and 3 tons of coal. On March llth, 1892, this locomotive commenced work on the Gotemba incline (gradients for 10 miles on each side, 1 in 40) with a pneumatic balanced valve on the left-handcylinder and an ordinaryvalve on the right-hand cylinder, both valves having been cast from the same run of metal, the finished thickness of the flanges being 1inch. After running 11,091 miles, the engine was returned for repairs, and it was found that the unbalanced valve had worn on one corner inchand on theother corner 3% inch. No wear could be detected on the pneumaticbalanced valve side. On the ordinary valve side carbonaceous caking had occurred to athickness of 4 inch,whilst on the balanced valve side all was clean. Downloaded by [ University of Sussex] on [13/09/16]. Copyright © ICE Publishing, all rights reserved..
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