Ed Bertschy's Paper Steam Engine
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MACHINES OR ENGINES, in GENERAL OR of POSITIVE-DISPLACEMENT TYPE, Eg STEAM ENGINES
F01B MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES (of rotary-piston or oscillating-piston type F01C; of non-positive-displacement type F01D; internal-combustion aspects of reciprocating-piston engines F02B57/00, F02B59/00; crankshafts, crossheads, connecting-rods F16C; flywheels F16F; gearings for interconverting rotary motion and reciprocating motion in general F16H; pistons, piston rods, cylinders, for engines in general F16J) Definition statement This subclass/group covers: Machines or engines, in general or of positive-displacement type References relevant to classification in this subclass This subclass/group does not cover: Rotary-piston or oscillating-piston F01C type Non-positive-displacement type F01D Informative references Attention is drawn to the following places, which may be of interest for search: Internal combustion engines F02B Internal combustion aspects of F02B 57/00; F02B 59/00 reciprocating piston engines Crankshafts, crossheads, F16C connecting-rods Flywheels F16F Gearings for interconverting rotary F16H motion and reciprocating motion in general Pistons, piston rods, cylinders for F16J engines in general 1 Cyclically operating valves for F01L machines or engines Lubrication of machines or engines in F01M general Steam engine plants F01K Glossary of terms In this subclass/group, the following terms (or expressions) are used with the meaning indicated: In patent documents the following abbreviations are often used: Engine a device for continuously converting fluid energy into mechanical power, Thus, this term includes, for example, steam piston engines or steam turbines, per se, or internal-combustion piston engines, but it excludes single-stroke devices. Machine a device which could equally be an engine and a pump, and not a device which is restricted to an engine or one which is restricted to a pump. -
Building a Small Horizontal Steam Engine
Building a Small Horizontal Steam Engine The front cylinder head is a pipe cap, THE small engine described in this the exterior of which is turned to pre- article was built by the writer in sent a more pleasing appearance, and his spare time—about an hour a day for drilled and threaded to receive the stuff- four months—and drives the machinery ing box, Fig. 2. The distance between in a small shop. At 40-lb. gauge pres- the edge of the front-end steam port and sure, the engine runs at 150 r.p.m., under the inner side of the cap, when screwed full load, and delivers a little over .4 home, should be much less than that brake horsepower. A cast steam chest, shown, not over ¼ in., for efficiency, and with larger and more direct steam ports, the same at the rear end. When the to reduce condensation losses; less clear- cap has been permanently screwed on ance in the cylinder ends, and larger the cylinder, one side is flattened, as bearing surfaces in several places, would shown, on the shaper or grinder, and the bring the efficiency of the engine up to a steam ports laid out and drilled. It would much higher point than this. In the be a decided advantage to make these writer's case, however, the engine is de- ports as much larger than given as is livering ample power for the purpose to possible, as the efficiency with ½-in. ports which it is applied, and consequently is far below what it might be. -
Assessing Steam Locomotive Dynamics and Running Safety by Computer Simulation
TRANSPORT PROBLEMS 2015 PROBLEMY TRANSPORTU Volume 10 Special Edition steam locomotive; balancing; reciprocating; hammer blow; rolling stock and track interaction Dāvis BUŠS Institute of Transportation, Riga Technical University Indriķa iela 8a, Rīga, LV-1004, Latvia Corresponding author. E-mail: [email protected] ASSESSING STEAM LOCOMOTIVE DYNAMICS AND RUNNING SAFETY BY COMPUTER SIMULATION Summary. Steam locomotives are preserved on heritage railways and also occasionally used on mainline heritage trips, but since they are only partially balanced reciprocating piston engines, damage is made to the railway track by dynamic impact, also known as hammer blow. While causing a faster deterioration to the track on heritage railways, the steam locomotive may also cause deterioration to busy mainline tracks or tracks used by high speed trains. This raises the question whether heritage operations on mainline can be done safely and without influencing the operation of the railways. If the details of the dynamic interaction of the steam locomotive's components are examined with computerised calculations they show differences with the previous theories as the smaller components cannot be disregarded in some vibration modes. A particular narrow gauge steam locomotive Gr-319 was analyzed and it was found, that the locomotive exhibits large dynamic forces on the track, much larger than those given by design data, and the safety of the ride is impaired. Large unbalanced vibrations were found, affecting not only the fatigue resistance of the locomotive, but also influencing the crew and passengers in the train consist. Developed model and simulations were used to check several possible parameter variations of the locomotive, but the problems were found to be in the original design such that no serious improvements can be done in the space available for the running gear and therefore the running speed of the locomotive should be limited to reduce its impact upon the track. -
[Thesis Title Goes Here]
DETAILED STUDY OF THE TRANSIENT ROD PNEUMATIC SYSTEM ON THE ANNULAR CORE RESEARCH REACTOR A Thesis Presented to The Academic Faculty by Brandon M. Fehr In Partial Fulfillment of the Requirements for the Degree Master of Science in Nuclear Engineering in the School of Nuclear and Radiological Engineering and Medical Physics Program, George W. Woodruff School of Mechanical Engineering Georgia Institute of Technology May 2016 COPYRIGHT © 2016 BY BRANDON M. FEHR iv DETAILED STUDY OF THE TRANSIENT ROD PNEUMATIC SYSTEM ON THE ANNULAR CORE RESEARCH REACTOR Approved by: Dr. Farzad Rahnema, Advisor Mr. Michael Black School of Nuclear and Radiological R&D S&E Mechanical Engineering Engineering Sandia National Laboratories Georgia Institute of Technology Dr. Tristan Utschig School of Nuclear and Radiological Engineering Georgia Institute of Technology Dr. Bojan Petrovic School of Nuclear and Radiological Engineering Georgia Institute of Technology Date Approved: April 11, 2016 v ACKNOWLEDGEMENTS I would like to give the utmost appreciation to my colleagues at Sandia National Laboratories for their support, with special thanks to Michael Black, James Arnold, and Paul Helmick for their technical guidance. I would also like to thank Dulce Barrera and Elliott Pelfrey for their encouragement and support, and Bennett Lee for his help with proofreading and formatting. Special thanks to Dr. Farzad Rahnema for his guidance and contract support, as well as, Dr. Bojan Petrovic and Dr. Tris Utschig for serving on my committee. Lastly, I would like to thank my parents for their support and encouragement during the whole journey. This research was funded by Weapons Science & Technology (WS&T), Readiness in Technical Base and Facilities (RTBF). -
I Lecture Note
Machine Dynamics – I Lecture Note By Er. Debasish Tripathy ( Assist. Prof. Mechanical Engineering Department, VSSUT, Burla, Orissa,India) Syllabus: Module – I 1. Mechanisms: Basic Kinematic concepts & definitions, mechanisms, link, kinematic pair, degrees of freedom, kinematic chain, degrees of freedom for plane mechanism, Gruebler’s equation, inversion of mechanism, four bar chain & their inversions, single slider crank chain, double slider crank chain & their inversion.(8) Module – II 2. Kinematics analysis: Determination of velocity using graphical and analytical techniques, instantaneous center method, relative velocity method, Kennedy theorem, velocity in four bar mechanism, slider crank mechanism, acceleration diagram for a slider crank mechanism, Klein’s construction method, rubbing velocity at pin joint, coriolli’s component of acceleration & it’s applications. (12) Module – III 3. Inertia force in reciprocating parts: Velocity & acceleration of connecting rod by analytical method, piston effort, force acting along connecting rod, crank effort, turning moment on crank shaft, dynamically equivalent system, compound pendulum, correction couple, friction, pivot & collar friction, friction circle, friction axis. (6) 4. Friction clutches: Transmission of power by single plate, multiple & cone clutches, belt drive, initial tension, Effect of centrifugal tension on power transmission, maximum power transmission(4). Module – IV 5. Brakes & Dynamometers: Classification of brakes, analysis of simple block, band & internal expanding shoe brakes, braking of a vehicle, absorbing & transmission dynamometers, prony brakes, rope brakes, band brake dynamometer, belt transmission dynamometer & torsion dynamometer.(7) 6. Gear trains: Simple trains, compound trains, reverted train & epicyclic train. (3) Text Book: Theory of machines, by S.S Ratan, THM Mechanism and Machines Mechanism: If a number of bodies are assembled in such a way that the motion of one causes constrained and predictable motion to the others, it is known as a mechanism. -
WSA Engineering Branch Training 3
59 RECIPROCATING STEAM ENGINES Reciprocating type main engines have been used to propel This is accomplished by the guide and slipper shown in the ships, since Robert Fulton first installed one in the Clermont in drawing. 1810. The Clermont's engine was a small single cylinder affair which turned paddle wheels on the side of the ship. The boiler was only able to supply steam to the engine at a few pounds pressure. Since that time the reciprocating engine has been gradually developed into a much larger and more powerful engine of several cylinders, some having been built as large as 12,000 horsepower. Turbine type main engines being much smaller and more powerful were rapidly replacing reciprocating engines, when the present emergency made it necessary to return to the installation of reciprocating engines in a large portion of the new ships due to the great demand for turbines. It is one of the most durable and reliable type engines, providing it has proper care and lubrication. Its principle of operation consists essentially of a cylinder in which a close fitting piston is pushed back and forth or up and down according to the position of the cylinder. If steam is admitted to the top of the cylinder, it will expand and push the piston ahead of it to the bottom. Then if steam is admitted to the bottom of the cylinder it will push the piston back up. This continual back and forth movement of the piston is called reciprocating motion, hence the name, reciprocating engine. To turn the propeller the motion must be changed to a rotary one. -
OGV Slide Valve Low-Load Emissions Evaluation
OGV Slide Valve Low-Load Emissions Evaluation CONVENTIONAL SLIDE FUEL VALVE FUEL VALVE Technology Manufacturer MAN Diesel & Turbo A/S Co-Participants MAN Diesel & Turbo A/S Mitsui Engineering & Shipbuilding Co, LTD Starcrest Consulting Group, LLC Background In 2008, the Port of Los Angeles and the Port of Long Beach participated in a demonstration of slide-type fuel valves to quantify their effectiveness as an emissions reduction retrofit technology for ocean-going vessels (OGVs) equipped with Tier 0 and Tier 1 two-stroke diesel main engines1. The demonstration was conducted aboard the APL Singapore. This new type of OGV main engine fuel valve is designed to improve combustion properties by eliminating sac volume (i.e., fuel drips) at the valve nozzle. The elimination of the sac volume results in lower fuel oil consumption. In addition, slide valve nozzles incorporate an optimized spray pattern designed to improve the combustion process - this is intended to reduce overall emissions, including hydrocarbon, NOx and particulate matter. The visible smoke level is also greatly reduced as a result of the improved combustion. The manufacturer, MAN Diesel & Turbo A/S (MDT), had previously published data suggesting slide valves offered a potential for a 30% reduction in NOx emissions and 25% reduction in DPM emissions when the technology is optimized in new engines. The results from the 2008 APL Singapore slide valve retrofit demonstration, although ultimately inconclusive, seemed to suggest that the use of slide valves as an OGV main engine retrofit technology might not provide the level of emission reductions originally anticipated. In addition to the APL data, new information provided by the manufacturer also indicated that potential benefits from slide valves could be eroded as engine load is reduced. -
Starting & Tuning the New TRX2.5 Engine
Starting & Tuning the New TRX2.5 Engine Starting & Tuning the New TRX2.5 Engine By Steve Slayden* Now that the amazing new T-Maxx 2.5 truck has been released and is in the hands of many excited and enthusiastic owners, I thought it was time to give some important tips on starting, breaking-in and tuning this hot little monster for maximum performance. This piece will be useful for anyone who has just purchased a new T-Maxx 2.5 and also those of you who are looking into getting one of your own. Some of the tips may even be helpful to some of you T-Maxx veterans out there as well, so grab your gear and let's get started. Tools and Accessories: As with all Traxxas RTR vehicles the T-Maxx comes pre-assembled with radio gear already installed. The instruction packet included in the box contains some important tools and accessories that can be used to perform minor maintenance tasks and repairs. Basic hand tools such as screwdrivers, pliers, Starting & Tuning the New TRX2.5 Engine wire cutters, etc. will be necessary to perform major disassembly of the truck. There will also be some accessory items needed to keep your truck up and running. I'll run down a list of important and handy items that will make working on and tuning your new Maxx a much more pleasurable experience. Some of the tools listed below are not absolutely necessary but will make tuning quicker and easier. I've listed only the tools that would be useful for this particular segment. -
Design, Specification and Tolerancing of Micrometer-Tolerance Assemblies
5 AlllQM 5flT7DS m NISTIR 5615 Design, Specification and Tolerancing of Micrometer-Tolerance Assemblies Dennis A. Swyt U.S. DEPARTMENT OF COMMERCE Technology Administration National Institute of Standards and Technology Precision Engineering Division Gaithersburg, MD 20899 QC 100 MIST .056 NO. 561 1995 Design, Specification and Toierancing of Micrometer-Tolerance Assemblies Dennis A. Swyt U.S. DEPARTMENT OF COMMERCE Technology Administration National Institute of Standards and Technology Precision Engineering Division Gaithersburg, MD 20899 March 1995 U.S. DEPARTMENT OF COMMERCE Ronald H. Brown, Secretary TECHNOLOGY ADMINISTRATION Mary L. Good, Under Secretary for Technology NATIONAL INSTITUTE OF STANDARDS AND TECHNOLOGY Arati Prabhakar, Director ACKNOWLEDGEMENTS This is to thank those in industry who have provided me ideas and information, including Bill Brockett, Al Nelson, Al Sabroff, Jim Salsbury, and Barry Woods and those at NIST who provided ideas and helped me shape the material, especially Clayton Teague, Ted Hopp, Kari Harper, and Janet Land. - • I •' m'. r -p. .r# , i ', ,„y ,>r!^"/;'.?.5S>i?€^S ''• "'’ -Wife ^ ; "" Sl .--4 ^ . 'W^SBil '* '^'1, '.' * ® - ,•' "’ ',*^C ,. ,.••' ,i;^ MjSB - ' ' ' ,.2^'"' / ' li ,2* ( ' . .:•!' ‘ • •;A ’iifc Design, Specification, and Tolerancing of Micrometer-Tolerance Assemblies Dennis A. Swyt National Institute of Standards and Technology Introduction Increasing numbers of economically important products manufactured by U.S. companies are comprised of assemblies of component parts which have macroscopic dimensions and microscopic tolerances. The dimensions of these parts range from a few millimeters to a few hundred millimeters in size. The tolerances on those dimensions are of the order of micrometers. Such micrometer-tolerance assemblies include not only electronic products and hybrid electronic-mechanical products, but purely mechanical devices as well. -
THROWBACK MODELLER September/October 2019 Issue 11 Continuing the Tradition…
THROWBACK MODELLER September/October 2019 Issue 11 Continuing the tradition…... It’s rude to ask a lady……. Exeter exhortations Always a Princess at heart 16MM HERITAGE LOCOMOTIVE OWNERS AND OPERATORS Throwback Modeller ASSOCIATION ISSUE 11 SEPTEMBER/O CTOBER 2019 I S S U E 1 1 Welcome to Issue Eleven No, no, no I was driving to only thing that re- work earlier this week listen- mains is my embar- ing to the radio and Zoe Ball rassment (and a hiked was telling me how many insurance premium). I weekends left until Christ- was most anxious to mas. What! Another year get sorted to get up to that’s flown by. I was drawn the Elsecar show - I up short by the fact that made it and had we’ve lost three 16mm char- planned to quietly run acters in the last two my Archangel Moel months, Jim, John and Brian. Tryfan. Despite my John had made his mark best efforts I couldn’t get On the subject of exhibitions through his models. Jim was her to run, and quiet went and gatherings we did hold a instrumental in hosting the out the window as the safety wet and windswept Heritage early garden meetings, es- valve lifted on the stalled Open day here again in Der- tablishing and growing the engine. by mid August (wet and early Association. Brian windswept in high sum- My guardian angel stepped made a different contribu- mer—grrrrr). It was a se- in and I’m looking forward to tion he was on the Associa- date affair as given the dropping down to see him tion Board for some of the weather it wasn’t a good and collecting the repaired time while I was Chair and outlook for people travelling loco in time for it’s next pub- then re-joined the Board distances. -
Chapter 1 Introduction
Department of Electrical Engineering Solenoid Control Motor Techno Engine Chapter 1 Introduction 1.1 Motivation IC Engine, one of the greatest inventions of mankind, is one of the most important elements in our life today. It’s most important application being in automobiles, trains, and aero planes. Our lifestyle today cannot exist without a way to commutate. IC engines make use of gasoline and diesel. The population is in the rising trend; this means more the number of individuals, more the requirement of automobiles to commute. Every year there are around 50 million automobiles being manufactured all over the world. This situation is very grim. With this rise in use of fossil fuels, there arises a need to switch to alternative sources of fuel, to drive our engines. But the challenge is to develop machines which have much higher efficiencies than what we make use today. The most versatile form of energy that is widely used is electricity. Electric motors are replacing existing IC engines rapidly. But the storage of electricity holds a drawback, as a large amount of energy cannot be stored. This demands our machines to possess higher efficiencies, consuming lesser energy and producing more output. With this rising need of switching to alternative fuels, and alternative sources of energy, magnetism shows a bright spot in the current scenario. Magnetism is a phenomenon which exists in our body, our earth as well as our universe. The virtual concept of black holes has been said to be related to strong magnetic fields. The tremendous energy within a black hole pulls matter inside it to nowhere. -
Introduction: a Manufacturing People
1 Introduction: a manufacturing people ‘It will be seen that a manufacturing people is not so happy as a rural population, and this is the foretaste of becoming the “Workshop of the World”.’ Sir James Graham to Edward Herbert, 2nd Earl of Powis, 31 August 1842 ‘From this foul drain the greatest stream of human industry flows out to fertilise the whole world. From this filthy sewer pure gold flows. Here humanity attains its most complete development and its most brutish; here civilisation works its miracles, and civilised man is turned back almost into a savage.’ Alexis de Tocqueville on Manchester, 1835 ritain’s national census of 1851 reveals that just over one half of the economically active B population were employed in manufacturing (including mining and construction), while fewer than a quarter now worked the land. The making of textiles alone employed well over a million men and women. The number of factories, mines, metal-working complexes, mills and workshops had all multiplied, while technological innovations had vastly increased the number of, and improved the capabilities of, the various machines that were housed in them. Production and exports were growing, and the economic and social consequences of industrial development could be felt throughout the British Isles. The British had become ‘a manufacturing people’. These developments had not happened overnight, although many of the most momentous had taken place within living memory. By the 1850s commentators were already describing Dictionary, indeed, there is no definition whatever this momentous shift as an ‘industrial revolution’. relating to this type of phenomenon. Is it, therefore, The phrase obviously struck a chord, and is now really a help or a hindrance to rely on it to describe deeply ingrained.