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Comparative Tests of Illinois Central Railroad Locomotives No. 920 and No

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Comparative Tests of Illinois Central Railroad Locomotives No. 920 and No Gibson S Lorenz (Comparative Tests of Illinois Centra! Railroad Locomotives No. 920 & No. 940 Rsilwsv A\cchfii?Jc3.] Engineering univrrsity . 'OV 'J LL. LIBRARY + * ^ ^. UNIVERSITY OF ILLINOIS LIBRARY Class Book Volume Ja 09-20M ^ '.V IF * # 4 Digitized by the Internet Archive in 2013 http://archive.org/details/comparativetestsOOgibs COMPARATIVE TESTS OF ILLINOIS CENTRAL RAILROAD LOCOMOTIVES NO. 920 AND NO. 940 BY MILES OTTO GIBSON FREDERICK AYRES LORENZ THESIS FOR THE DEGREE OF BACHELOR OF SCIENCE IN RAILWAY MECHANICAL ENGINEERING IN THE COLLEGE OF ENGINEERING OF THE UNIVERSITY OF ILLINOIS Presented June, 1909 r!6 UNIVERSITY OF ILLINOIS June 1, 190 9 THIS IS TO CERTIFY THAT THE THESIS PREPARED UNDER MY SUPERVISION BY MILES OTTO GIBSON and FREDERICK AYRES LORENZ ENTITLED COMPARATIVE TESTS OP ILLINOIS CENTRAL RAILROAD LOCOMO- TIVES No. 920 AND No. 940 IS APPROVED BY ME AS FULFILLING THIS PART OF THE REQUIREMENTS FOR THE degree of Bachelor of Science in Railway Mechanical Engineering iWstructor/n Charge. APPROVED: head of department of Railway Engineering 1 45239 i I iLnlih UJb UiJ THiU T 5 , Page I • Introduction 1 II • Object l T T T III • Description of the Locomotives, Engine and Boiler Lata 1 1. Table I. General Dimensions 4 2. Table II. Cylinder " 5 3. Table III. Boiler " G Description of Allfree-Eubbell Valve and Cylinders 7 I V . Preparation. 1. Front end 14T A 2. Reducing apparatus 1 1 3. Bells 141 A 4. Cab arrangements 1 A 5. Water measurements T A 6. Dynamometer oar 14 7. Revolution counters 1 / 8. Observers 1 I T ft . 9. Crews 19 10. Instructions 19 tr V • Computation of Results 1. Drawbar Horsepower 1 Q 2. Average Drawbar Horsepower cU 3. Steam Consumption from Tank Measurements 20 4. Steam Consumption from Indicator Cards if J. VI . Results Graphical 1. Plate VI. Chart for Engines 920 and 940 over Paxton Hill 24 ii Page 2. Plate VII. Chart for Engines 920 and 940 ITorth of Kankakee 23 3. Plate X. Chart for Entire Test Run 27 4. Table of Summaraized Data and Results 38 Conclusion 25 ILLUSTRATIOUS. Plate I. Drawing of Locomotive 3 Plate II. Figure 1. Allfree-Hubbell Cylinders Ready for Application to Locomotive 8 Figure 2. End Section of Allfree-Hubbell Cylinders thru port 8 Plate III. Detail of Allfree-Hubbell Cylinders 9 Plate IV. Figure 1. Allfree-Hubbell Cylinder Showing Steam Chest Cover Removed, Exposing the Steam Valve 11 Figure 2. End View of Steam Valves and Compression Controlling Valves 11 Plate V. Reducing Motion for Indicator Work 18 Plate VI. Chart for Engines 920 and 940 over Paxton Hill 24 Plate VII. Chart for Engines 940 and 920 just out of Kankakee 23 Plate VIII. Sample Indicator Cards 13 Plate IX. General Views of Locomotive 920 Showing Front-End Arrangement 15 Plate Z Chart for Entire A, B, C D, E, F, G, H, I, J, K, Test Run 27 to 37 . 1 A COMPARATIVE TEST OF ENGINES 940 AND 920 ILLINOIS CENTRAL RAILROAD In the following pages will "be found a report of a com- parative test of locomotives 920 and 940 of the Illinois Central Railroad. The tests of these two locomotives lasted four days, each making a round trip "between Champaign and Chicago, Illinois. For comparison the north hound run of each engine, designated as test S 1013 and test S 1017, respectively, has "been chosen. The heaviest grade going north over this section of the railroad is just before reaching Paxton, where there is a long grade of 28.9 feet per mile. See Plate VI. Ordinarily these engines han- dle from 2200 to 2300 tons over this grade, but for these tests, the tonnage was increased to 2850 for Engine 940, and 2670 for Engine 920» with the idea of stalling them at this point. By referring to Plate Z G , it will be seen that the 920 failed to handle its train, and made two unsuccessful attempts to get over the hill. After reaching Gilman the tonnage was reduced so that the engines could complete the run at a higher rate of speed. See Table of Summarized Data, Pages 38, 39 and 40. OBJECT. The test of these two locomotives was made for determin- ing the saving if any, that could be obtained by the use of the Allfree-Hubbell valve and cylinders, instead of the piston valve and ordinary cylinders on the same class of engines. DESCRIPTION OF THE LOCOMOTIVES. Engines 940 and 920 are of the same type and dimensions, with the exception of cylinders and valves. Both locomotives were "built "by the Brooks Locomotive Company in 1907. Engine 940 is e- quipped with the Allfree-Hubbell valves and cylinders; the other engine "being equipped with the usual piston valve and cylinders. The following table of engine dimensions and cylinder data was supplied by the Railroad Company. Plate I is an outline drawing of this class of engines. 4 TABLE I. ENGINE AND BOI L E R DATA ENGINE NUMBER 920 940 GENERAL DIMENSIONS Type 2-8-0 2-8-0 Built in 1907 1907 Builder, American Locomotive Co. Brooks Brooks 1" 1 " 40 » - Length over all, Engine 11-"6 40* - lli"6 1" Length over all, Engine and Tender 66» 66 1 - 63 5" 5 Height of Center of Boiler over rail 10 1 10 1 ~ 32 " 32 Driving wheel-base 17' - 0" 17' - 0" Engine wheel-base 26' 1 - 0" 26' - 0" 1" Wheel-base, Engine and Tender 57 1 57' - 3^ Weight on Drivers 181,000 lb. 181,000 lb, Total weight, Engine 203,500 lb. 203,500 lb. Weight of Tender, loaded 145,000 lb. 145,000 lb. Capacity of Tank 7000 gal.H 2 7000 galH2 C 15 tons coal 15 tons coa] ll n 11" Diameter of Drivers, Actual " " n , Nominal 63" 63" Main Rod, Center to Center TABLE II. ENGINE AND BOILER DATA ENGINE NUMBER 920 940 CYLINDER DIMENSIONS Diameter of Cylinders, Nominal 22" 22" " " " Actual 22-i" R. Side 22-—" L. " 22-4 64 Stroke, Piston 30" 30" Diameter of Piston Rod 4" 4" ( (H'd End 9.55 3.35 (Right Side( ( (C'K End 6.5 3.19 Clearance of Cylinders f ( ( (H»d End 7.86 3.28 (Left Side ( ( (C'K End 7.88 3.68 Diameter of Piston Valve 12" Valves, Kind Piston Allfree-Hubbell 13 ii Greatest Valve Travel 5—-' 6" 16 Outside Lap 1" 1- 8 Inside Lap J7" 16 _1" Valve Lead, in Full Gear JL» 32 32 ) c rn A -R T, T X A XJ Xl Xvjp XXX,TT A TP TV!" ft T TJ TP A w "R Hi IN It X XN xi A IN nU XJ OTTT?"DU X X* & ri "HAW1) A ± & TPMP TTVTT? T\TTTT\/TOTi, Tj IjluilJJi XN UlYLDXjit QPn OA n 13 V XXiiMX V X a Uj I J 1 UlN o Type of Boiler Extended Extended VVct^UXl X U ™ ctgj Kill iU|J Firebox - Length ( inside 107" 107" 1" 1" Jj XX tr JU JC ~ VVXU-uIl ( XXlo luo / b b /-^ ino arcii m ureDOX u-reai/ctsw internal jjiume oer ox ouQCa XO ionXO ion XlOcito XO XO Kind of Exhaust Hozzle Single Single KIT uxame uer oi xijxnciu.s o iNozzxe Distance from Tip of Exhaust Valve I/O UOXX06X7 Ul BUlJ-Cl ^8 1"h/e?n U VJ X U • / l£ • XXX POO -in flrfln "7 Alua Hin *P JI1UCT?1 ha .atJaTTao+i^l/i-Ilgno* cjiit^-PIXX X clU ? 7A9 on -ft n an -P+- -Pt AX Oct UI J? XxtJ UU.A. nGclwXlXg OUXIaCc T77 177 D nn "1 rTl pi *f" si TT Qnf inn" QnvPo/io iu wax 11 <A x rig oui iuuc P QAA ^ on csn -Pf- Ax ca Ul urrduc OlXXXclUc An «juAH say.qn • •P^"x u iNLunDer ox xiiDes uutsiue xJiameuer oi iudcs on ptf Length over Sheets 15 l - 6" 15' ~ 6" xxixo xiuzzxt? xicto a onugc x / << wiao t which comes flush with top of tip. V DESCRIPTION OF THE ALLFREE-HUBBELL VALVE. The difference "between the steam distribution of the two engines lies principally in the fact that with the Allfree-Hubbell valves the point of both exhaust opening and closure is later in the stroke, and that the opening for the exhaust steam is larger, allow- ing the cylinders to very rapidly free themselves. There are also other differences in the cylinder which undoubtedly had an effect upon the steam economy obtained, such as, much shorter ports, the separation of the live and exhaust steam passages in the cylinder casting, the polished surface of ports, piston and cylinder heads, and the insulation of the steam chest cover as shown by Figure 2, Plate II. The earlier designs of the Allfree-Hubbell valve gear em- ployed the use of a general sector operated from the cross-head, which had a supplementary effect upon the movement of the valve pro- per, by means of an eccentric connection at the rocker arm. In the latest design, however, this outside attachment has been eliminated, and the valve is connected directly to the valve steam, operated by either the ordinary Stephenson or Walschaert valve gear, and has no complications outside of the cylinder. Figure 1, Plate III. An examination of the photographs will show the methods used for attaining the results and refinements mentioned above. It will be seen that the seat and valve are located at an angle of 15 degrees with the transverse horizontal, and that the space between the cylinder and the valve seat is much less than usual, which, taken in conjunction with the very direct steam ports has reduced the amount of clearance, with the same clearance distance between Plate H.
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