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Tee Application of Cylindrical Steam Distributing Valves to Locomotives. - by Mr.Walter M

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Tee Application of Cylindrical Steam Distributing Valves to Locomotives. - by Mr.Walter M JULY1902. 515 TEE APPLICATION OF CYLINDRICAL STEAM DISTRIBUTING VALVES TO LOCOMOTIVES. - BY MR.WALTER M. SMITH,- Hember, OF GATESHEAD. Prior to the year 1887 piston valves had been tried experimentally in locomotive engines, but without much success, and the experiment invariably resulted in the piston valve being discarded. In 1887 the author turned his attention to the question, and endeavoured to produce a satisfactory piston valve, and in the following year a compound passenger engine was built fittcd with piston valves of the type shown in Fig. 6, Plate G2. This engine had two cylinders, the high pressure being 18 inches in diameter, the low pressure 2G inches in diameter, the length of stroke in each case being 24 inches. One valve 7 inches in diameter was used for the H.P. and two valves 5&inches for the L.P. cylinder, t'he latter valves being placed sidc by side and actuated by one rod connected to each of the valve spindles. The main part of the valve consisted of a centre casting and two end caps mounted on the valve spindle, and retained iii position between a collar and nut. The spaces between thc caps and tho centre casting were fitted with two rings, a wide one and a narrow one. Both rings, which had been turned slightly larger than the liner into which they were to work, were cut in one place. Thc narrov rings were placed on the exhaust side of the valve. Both rings were retained in positions relatively to each other, and with relation to a bridge in the liner covering tho gap between the rings by a peg fixed in the centre casting and engagipg the rings, the gap in the wide ring coming against a solid part of the narrow ring and vice versd. The gap in the flange of the narrow ring was fittea with a tongue piece which prevented the escape of steam outwards. These rings, together with the body and ends of the valves, were made of cast-iron. This metal, after being at work for a short time, presents 8 good polished surface, an 1.; gives excallent rtsalts, the Downloaded from pme.sagepub.com at WEST VIRGINA UNIV on June 5, 2016 516 CYLINDRICAL VALVES FOR LOCOMOTIVES. JULY1902. wear being almost nil. The cylinders had fixed to them at either end a 2-inch spring loaded relief valve for the purpos.: of allowing trapped water to escape from the cylinders. Goods Engine.--In 1831 a goods engine was built with cylinders and valves of the samc siza and form as those of the above-mentioned engine, with the exception that stcam was adrnittcd by the ends of tho vaIvcs, instead of at the centre of the valve, as in the previous case. As an experiment, giin-metal rings wcre substituted for those of cast-iron. To get sufficient flexibility in the wide rings, the flanges formed on the same had to be made shallow. This gave very little end surface, and the rings aftcr a time became loose ; and it was found necessary to make thcse flanges deeper, and mcnns had to be devised to prevont the rings being too rigid. The method adopted is shown in Fig. 7, Plate 63. Another and bettcr method is sho~nin Fig. 8. To obtain a larger bearing surface the flanges are made deeper, Kith pear-shaped holes cast in the Eamc, and from the bottom of these holes to the inner surface the mctal is parted by saw cuts. This arrangement gives the necessary flcxibility to the rings. To prevent the passage of steam where the ring is cut, a flat piece is fitted and riveted to the flange on the exhaust side of the ring. With this form of valve it was found in practice, chiefly with spare drivers, that the relief valves did not open quick enough to allow water trapped in the cylinders ts escape in time to prevent damage to the cylindcrs. On the North Eastern Railway cylinder covers were broken, and on the Midland Railway cylinders were split, and more recently in America cylinders have been split and cylinder covers have been blown out. In each case relief valves were fitted to the cylinders." As shown in the following Table 1, a considerable saving in coal was effected by this engine, when compared with other engines of the same construction working in the same link. But the qucstion is not altogether one of coal-saving ; any device having this object in view must be submitted to argument, and not only proved by apparently sound rcasoning, but by efficient practical application. The points it * Railway and Engineering h'er.icw, 14 June 19C2, page 446. Railroad Gnzette, 15 Ju:y 1SO2, page 536. Downloaded from pme.sagepub.com at WEST VIRGINA UNIV on June 5, 2016 JCLY1902. CYLINDRICAL VALVES FOR LOCOMOTIVES. 517 is desired to emphasise are: the reduction of the amount of power absorbed in friction (1) in the valves and (2) in the valve motion ; both are equally important, because the power gained in either case is utilized in producing extra work. The simplicity of the general arrangement of cylinders and valve motion also tends to reduce the cost of and the time occupied during repairs. TABLE 1. Mileage and Coal Consumption for Six Months ending December 1891. Engine Number. Total Miles Coal in Lbs run. per Mile. ---_I_ ---- , 1563 17,959 33.66 513 19,018 33 * 92 I 1315 15,903 34.25 15Gk 19,874 34-34 569 16,265 34.48 Slide Valves 1565 20,011 34.76 424 18,492 35.48 30 21,910 36.60 51 18,960 36.65 570 17,240 36-72 1071 -15,420 -37.14 Average 18,277 35.27 - -- Piston 107 20,329 32-05 valves } [ I A saving of 9-1 per cent. From the foregoing Table it will be seen that engine No. 107 burnt 1-6 Ibs. of coal less per mile than the lowest in the link, and 3.22 1Es. per mile less than the average ; equal to a saving of 9.1 per cent. 20 Downloaded from pme.sagepub.com at WEST VIRGINA UNIV on June 5, 2016 518 CYLINDRICAL VALVES FOR LOCOJIOTIVES. Jcr.r 190-2. On the Midland Bailmay two engines were fitted with similar valves, and gave similar results. These facts, together with the existence of other possible advantages, made the subject generally of considerable interest and importance, and one which seemed worthy of further and careful study. The result of this study was the invention of an entirely new form of valve, illustrated in Fig. 9, Plate F3, and it was chiefly due to the assistance received at Derby, in carrying out experiments there, that this form of valve took a definite shape. As in the previous case a central casting Tith caps at each end is fixed on the valve spindle, between a collar and nut, and it is prevented from turning by FIG.lO.-Forts for S-inch Value, Fig. 9, Plnfc G:1 na IVI nu feathers let into the spindle. In this design the broad ring is turned, and then cut to form three equal segments. The lip shown on one flange is to hold the segments in position before the valve is placed in the liner, and to limit their wear to $ inch. Three segments and one flexible ring are fitted between each end cap and the body of the valve, and the segments are free to move outward to prevent the leakage of steam, and inward to allow trapped water to escape. Each segment is held central by a projection cast with it, which fits into a recess, formed in the end cap; sufficient space is left between the ends of the segments to allow them to collapse, so that trapped water is relieved from the cylinders. The segments,, when forced inward by excessive pressure, bed on a Downloaded from pme.sagepub.com at WEST VIRGINA UNIV on June 5, 2016 JULY1902. CYLINDBIOAL VALVES FOR LOCOMOTIYES. 519 suitable surface formed on the end caps, and when the water is discharged the segments are forced outward against the liner by the pressure of steam in the steam-chest, and so become steam-tight. To prevent the passage of steam by the ends of the segments into the exhaust-chamber, the exhaust ring, made flexible by being cut, is placed between the segments and the exhaust-chamber. To prevent steam passing through the cut in the ring, a tongue piece is inserted across the opening. In the steam ports bridges are formed over which the ends of the segments, and the opening in the exhaust rings, travel ; by this means steam is prevented from passing in or out of the cylinders by the ends of the segments and the opening in the exhaust rings. With this form of valve, trapped water escapes into the steam-chest, and also into the exhaust-chamber. Passenger Engine.-In March 1894 an engine was built at Gateshead, and fitted with the valve last described. The following Table 2 shows a comparison between this engine and eight others of the same class, working in the same link, the difference being only in the form of the valves. TABLE 2. Mileage and Coal Consumptionfor Six Months ending December 1894. Engine Number. Totd Miles Coal in Lbs. TUll. per Mile. -- - 1621 18 ,521 32.33 1620 24,113 32.76 1624 28 ,253 33.45 Slide 1623 20,104 33.88 Valves 1627 22 ,367 34.18 1626 14 ,675 34-74 1622 17,129 35-20 163 I -23,032 -36.08 iAverage 21,024 34.08 - -- s~~~'~l) 1639 1 28,890 1 29.55 A saving of 13.3 per cent.
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