Modern Machine-Shop Practice Part 240

[57] See page 376, Vol. II., for the meaning of angularity.

The valve lead, and the lead only, it is that determines the length of the eccentric rods. Suppose that, as is generally the case, the lead is to be equal, or, in other words, that there is to be as much valve lead when the piston is at one end of the cylinder as there is when it is at the other, and if we make the eccentric rods of such a length that the valve travels equally on each side of the steam port, there will be less lead at the head end port than there is at the crank end port. The proper method, therefore, is (as soon as the crank is on the dead centre and the link in full gear, as in Fig. 3334) to set the eccentric so as to give the desired amount of lead, and then give the wheel a half revolution, the lower end of the tram falling into the centre punch dot at _s_, when the crank pin will be on its other dead centre and ready for the lead to be measured again. If the lead is equal at each end, one eccentric rod is of the right length, and all we have to do is to set the eccentric so that the right amount of lead is given.

We now turn our attention to the backward eccentric and its rod, putting the reversing lever in full gear for the backward motion, and putting the crank on the respective dead centres, and testing the lead for both ports as before, and when the required amount of valve lead is given the valve setting is complete.

In some practice the wheel is blocked up on the pedestal guides while setting the valves, but a more correct method is to let the engine rest on the rails and push it back and forth with a crowbar to revolve the wheels when putting the crank pin on the dead centre. The best thing to measure the lead with is a wooden or leaden wedge having but a slight degree of taper, as say 3/16 or 1/4 inch in a length of four inches. We have in this example of valve setting supposed the parts to be of the proper dimensions, as they would be in a new engine or in an engine that had been running and merely had a new valve or a new eccentric put in.

But suppose the notches were not cut in the sector, and we have then to mark them off while setting the valves. All the difference that this makes to the operation is that we must clamp the reversing lever to the sector while setting the valve, taking care to so clamp it that there is the same s.p.a.ce between the top end of the link block and the end of the link slot in the full forward gear as there is between the bottom end of the link block and the end of the link slot when the engine is in full backward gear. In this connection it is, however, to be remarked that when the link is in full gear, either forward or backward, and the crank is on the dead centre, the link block is not at the end of its motion toward the end of the link slot; hence it is a good plan to move the wheels around and to so regulate the length of the reach rod and the position of the reversing lever on the sector, that when the link block is at the highest point in the link slot for the forward gear and at the lowest point in the link slot for the backward gear, it comes an equal distance from the end of the link slot.

[Ill.u.s.tration: _VOL. II._ =INJECTOR AS APPLIED TO A LOCOMOTIVE.= _PLATE x.x.xII._

Fig. 3337.

Fig. 3338.]

[Ill.u.s.tration: Fig. 3334.]

The setting for an Allen valve is the same as that for an ordinary one, but in determining the amount of the lead it is to be borne in mind that it is virtually twice as much as it measures at the port because there are two openings for the steam. This will be seen from Fig. 3335, in which the valve is open to the amount of the lead at _f_. But the steam also enters at _e_, and pa.s.ses through the port in the valve and into steam port _a_.

We have now to call attention to the fact, that the eccentric rods, when properly connected, are, in an American locomotive, crossed when the piston is at the crank end of the cylinder. In Fig. 3334, the piston is at the head end of the cylinder, and the rods are open. In Fig. 3336, however, the crank pin is supposed to be at B, and the eccentric rods are crossed, F being the forward and E the backward eccentric.

THE INJECTOR.

The injector shown in the general view of a freight locomotive, Fig.

3326, is that constructed by William Sellers & Co., and there are two, one on each side of the engine. The details of its construction are as follows:

Fig. 3337 is a side elevation, Fig. 3338 a section on a vertical plane, Fig. 3339 a section on a horizontal plane, Fig. 3340 an end view of the injector at the right-hand side of the engine, and Fig. 3341 a plan of the injector on the left-hand side of the engine.

This injector is self-contained, or in other words, it has both steam and check valves, so that it can be connected directly without other fittings, although, of course, it is generally desirable to place another stop valve in the steam pipe, and a check valve in the delivery pipe, so that the injector can be taken to pieces or disconnected at any time. Another important feature of this injector is, that it is operated by a single handle, and that the waste valve is only open at the instant of starting.

Referring to Fig. 3338, A is the receiving tube, which can be closed to the admission of steam by the valve X. A hollow spindle pa.s.sing through the receiving tube into the combining tube is secured to the rod B, and the valve X is fitted to this spindle in such a way that the latter can be moved a slight distance (until the stop shown in the figure engages with valve X) without raising the valve X from its seat. A second valve W, secured to the rod B, has its seat in the upper side of the valve X, so that it can be opened (thus admitting the steam to the centre of the spindle) without raising the valve X from its seat, if the rod B is not drawn out any farther, after the stop on the hollow spindle comes in contact with the valve X. D is the delivery tube, O an overflow opening into s.p.a.ce C, V the check valve in delivery pipe, and Z the waste valve.

The upper end of the combining tube has a piston N N attached to it, capable of moving freely in a cylindrical portion of the sh.e.l.l M, M, and the lower end of the combining tube slides in a cylindrical guide formed in the upper end of the delivery tube.

The rod B is connected to a cross head which is fitted over the guide rod J, and a lever H is secured to the cross head. A rod W, attached to a lever on the top end of the screw waste valve, pa.s.ses through an eye that is secured to the lever H; and stops T, Q control the motion of this rod, so that the waste valve is closed when the lever H has its extreme outward throw, and is opened when the lever is thrown in so as to close the steam valve X, while the lever can be moved between the positions of the stops T, Q without affecting the waste valve. A latch F is thrown into action with teeth cut in the upper side of the guide rod J, when the lever H is drawn out to its full extent and then moved back; and this click is raised out of action as soon as it has been moved in far enough to pa.s.s the last tooth on the rod J. An air vessel is arranged in the body of the instrument, as shown in the figure, for the purpose of securing a continuous jet when the injector and its connection are exposed to shocks, especially such as occur in the use of the instrument on locomotives.

[Ill.u.s.tration: Fig. 3335.]

[Ill.u.s.tration: Fig. 3336.]

The manipulation required to start the injector is exceedingly simple--much more so in practice, indeed, than it can be rendered in description. Moving the lever H until contact takes place between valve X and stop on hollow spindle, which can be felt by the hand upon the lever, steam is admitted to the centre of the spindle, and, expanding as it pa.s.ses into the delivery tube D and waste orifice P, lifts the water through the supply pipe into the combining tube around the hollow spindle, acting after the manner of an ejector or steam siphon. As soon as solid water issues through the waste orifice P, the handle H may be drawn out to its full extent, opening the steam valve X and closing the waste valve, when the action of the injector will be continuous as long as steam and water are supplied to it.

To regulate the amount of water delivered, it is necessary only to move in the lever H until the click engages any of the teeth on the rod J, thus diminishing the steam supply, as the water supply is self-regulating. If too much water is delivered, some of it will escape through O into C, and, pressing on the piston N N, will move the combining tube away from the delivery tube, thus throttling the water supply; and, if sufficient water is not admitted, a partial vacuum will be formed in C, and the unbalanced pressure on the upper side of the piston N N will move the combining tube toward the delivery tube, thus enlarging the orifice for the admission of water. From this it is evident that the injector, once started, will continue to work without any further adjustment, delivering all its water to the boiler, the waste valve being kept shut. By placing the hand on the starting lever, it is easy to tell whether or not the injector is working; and, if desired, the waste valve can be opened momentarily by pushing the rod W, a k.n.o.b on the end being provided for the purpose.

[Ill.u.s.tration: Fig. 3339.]

[Ill.u.s.tration: Fig. 3340.]

[Ill.u.s.tration: Fig. 3341.]

THE WESTINGHOUSE AUTOMATIC AIR BRAKE.

Figs. 3342, 3343 and 3344 represent the Westinghouse automatic air brake applied to an engine and tender, and in the following figures details of the construction of various parts are shown.

[Ill.u.s.tration: Fig. 3345.]

The pump governor, which is shown at G in Fig. 3326, of a modern freight locomotive, is shown in section in Fig. 3345.

The pump governor is employed for the purpose of cutting off the supply of steam to the pump when the air pressure in the train pipe exceeds a certain limit, say 70 lbs. per square inch.

Its operation is as follows:

When valve 10 is (by means of hand wheel 8) screwed home to its seat the steam is entirely shut off from the steam cylinder, but by operating wheel 8 to unscrew spindle 9, valve 10 is permitted to open and let the steam pa.s.s through A and B to the steam cylinder which operates, forcing air into the reservoir and thence into the train pipe. A pipe from the train pipe connects to the upper end of the pump governor, hence air from the train pipe pa.s.ses around the stem 14 to the upper side of the thin diaphragm 18, which is held in its position by the spring 12 with a force sufficient to enable it to resist, without moving, a pressure of 70 lbs. per square inch. But when the pressure exceeds 70 lbs. per square inch it forces the diaphragm down, pushing down valve 13 and allowing the steam in A to pa.s.s up through valve 13 and out of the exhaust pipe 6. The steam pressure in A being thus reduced, that in B acts on the under side of the valve, causing it to rise and seat itself and thus cut off the supply of steam to the pump.

[Ill.u.s.tration: _VOL. II._ =LOCOMOTIVE AIR BRAKES.= _PLATE x.x.xIII._

Fig. 3342.

Fig. 3343.

Fig. 3344.]

When the pressure in the train pipe is diminished by the brakes being applied, the diaphragm is restored to the position it occupies in the figure by the action of the spring 16. Then valve 13 is seated by the spring 12, and the steam pressure acc.u.mulates on the upper end of valve 10, forcing it down and letting the steam from A into B and thence into the steam cylinder, starting it into action, which continues until the pressure in the train pipe exceeds 70 lbs. per square inch.

The use of this governor not only prevents the carrying of an excessive air pressure in the train pipe, which may result in entirely preventing the wheels from revolving and causing a flat place to wear on the wheel tire, but it also causes the acc.u.mulation of a surplus of air pressure in the main reservoir, while the brakes are applied, which insures the release of the brakes without delay. It also obviates the unnecessary working of the pump when the desired air pressure has been obtained.

[Ill.u.s.tration: Fig. 3346.]

A sectional view of the steam and air cylinders is shown in Fig. 3346, the construction being as follows:

Steam is distributed to the steam cylinder by means of a piston valve, composed of three pistons, marked 16, 14, and 20 respectively, the steam entering between pistons 16 and 14, and, in the positions in which the parts occupy in the figure, steam can pa.s.s through the bushing 18 and beneath the steam piston 7, propelling it upwards until the bottom of the hole in its piston rod strikes the end of rod 12, and raises it and valve 13. The chamber 23, in which valve 13 works, receives steam through a suitable port from the steam s.p.a.ce between valves 14 and 16; and the steam from chamber 23, it is that (in the positions the parts occupy in the figure), acting on the area of the large valve piston 20, holds the valve down against the pressure on the bottom face of piston 14 of the valve. As soon, however, as the piston rod 7 strikes and raises rod 12 and valve 13, the steam is exhausted from the top of piston 20 of the valve, and the steam beneath piston 14 of the valve raises the valve, opening the lower port in the sleeve 18 for the exhaust, and piston 14 admits steam to the upper side of the steam piston 7. The construction of the air cylinder differs somewhat from that shown in the freight locomotive, Fig. 3326, this air pump corresponding with that shown on the engine and tender, Fig. 3342. A detail list of the parts may be given as follows:

No.

2. Steam cylinder head (with reversing cylinder, piston, and valve bushes).

3. Steam cylinder (with main valve and bushes).

4. Centre piece.

5. Air cylinder (with lower discharge valve).

6. Air cylinder head.

7. Steam piston and rod.

8. Air piston.

9. Piston rings.

10. Steam piston plate.

11. Steam piston bolt.

12. Reversing rod.

13. Reversing valve.

14. Piston valve.