S TE AM E N G I N E ‘ E S I G N

F OR T HE US E OF

M E C H A N I CA L E N G I N E E RS . S T UD E N T S . A N D

D RA UG H T S M E N .

x
’
9
W H I THAM
‘

J A Y M s
f
,

E E
M M B R OR AME RI A N C S OC IE T Y OF Lf m n AN I C A L E N G I N EE RS ;
P ROF E S S O R O F E G I EE I
N N R NG , A KA A I N D U
R NS S ST R I A L UN I V E RS I TY ;

L A E AS S I
T A ST N T- E I EE U s
NG N R, . . N AV Y.

P racti ce vari es but p ri n ci p les are etern al.

S E CON D E D 1 TI ON , RE VI S E D .

2 10 I L L US T RAT I O N S .

N E W YO R K

J O H N W I L E Y S O N S ,

53 E AS T T EN TH S TR EET .

18
9 0 .
 PRE FAC E .

T HE tre at of the applic ation of the prin

followi ng pages
c i ple s of mech anics to the design of the p arts of a ste am

en gine of any type or for an y duty T hey also tre at of au x il

, .

i ary att achments an d construc tive det ails T hese are illustrated .

by numerous drawings .

T he v arious technical j ourn als an d the works of R ankin e ,

Weisb ach Z euner S e aton Marks D on aldson V an B u ren

, , , , , ,

R ose and others h ave been freely consulted an d d ue credit

, ,

has been given C h apters V I I and V I I I were w ritten by

.

P A E ngineer A s a M M attice U S N avy an d are here pub

. . .
, . .
,

li s he d for the fi rst time by his kind permission

, S peci al men
, .

tion i s due P A E ngineer J ohn C K afer U S N avy who

. . .
, . .
,

delivered at the U S N aval A c ademy a course of lectures on

. .

the ste am e ngine to the author s cl ass as these lectures h ave

-
'

formed to some e x tent the b asis of this work

, ,
.

J
. M . w .

FA Y E TT E VI L L E , ARK J une I O, 1 889 .

 C ON TE N TS .

I N T RO D UC T I O N .

T ype f E ng i nes
s o ,

C l arane ce ,

P i t n S pe d
s o e ,

F ri ct i on ,
l
F ue E c o n o m y ,

W i gh t
e Of P arts ,

Radiat i on O f H eat,

C H A PT E R I .

P I S TON A RE A, PI S TO N -
HE A D , THI C KN ESS O F CY L X N D E R, B O LT S , E TC .
, F OR A

N ON - C O M PO UN D E NGINE .

8 . D i a me te r o f C li n y d er,

9 . E x am pl S am e on e,

10 . L en gt h f C yli d C
o yli d B T hi k n e r, n er ore , c n es s P is t on , F la
nge and

F ll w o o e r,

11 . D iges f Pi tn o by E m p i i al M th d
s on rc e o s ,

12 . D iges f Pi tn o by A alyti al M th d s
s on n c e o ,

13 . E am pl
x S am e on e,

14 C yli d r D i g
n e es n,

15 . E am pl
x S am e on e,

17 . D iges f Valve P orts

n o ,

C HAPTE R I I .

DE S I G N OF S LI DE -
VA L VE S .

K i d
n s of Va ves , l
S q uare S lid e - va ves l ,

Ex pa i n s on S lid e - va v e s l ,

iag am f a S quar Val

Ze une r 8 D
’
r or e ve ,

D i g a m C o id i g L ap a L ea d and P ro bl ms
’
Z u
e ne r 3 a r ns er n nd , e ,

T h All e S lid al en e -v ve ,

G ba h
o ze n G idi alc or r ro n - v ve ,

P bl m
ro S am
e s on e,
vi C ON TE N T S .

A RT .

26 . The Me ye r Valv e,

27 . P ro bl
ms on S ame
e ,

28 . Ad jus t me nt of the Val ve s of the U S . . S . D espa tcb ,

C H A P TE R I I I .

VAL VE AN D RE VE RS I N G G E ARS .

29 . Th e S te ph e n s on L in k ,

3 0 . P ro bl e ms on S ame ,
3 1 . The G h L i nk
oo c ,

32 . T he A ll Li ken n ,

33 . The Fi k Li k
n n ,

34 . Valve G ear ,

M ars hall Va ve G l
’

35 . s e ar,

C H AP TE R I V .

S T E AM - CH E S T, VAL VE , S TU FF I N G - BO X , VAL V E - S TE M , L I N K , E CCE N T RI C,

E CCE N T RI C S TRA PS AN D RO DS K E Y S
, .

S te am -
c h es t ,

i
Des gn of the P ro porti o ns of the Va ve l ,

S tuffi ng b ox , -

l
Va v e-s te m ,
B l ts U d i L i k M t i
o se n n o ons ,

L i nk a d L i k bl k
n n -
oc ,

E cc ent i d r c - ro ,

E c n t i s t aps
ce r c- r ,

E cce nt i rc,

K ys for S haf ts
e ,

C H AP TE R V .

CO M PO U N D A N D T RI PL E - E X P A N S I O N EN GIN ES .

i
K nd s of Com y f A ti pou d
f S t am i th m
n E ngi n es and T e or h o c on o e n e

M th d f D i i p d yli d Diam t g n ng C o m o un C
’
Ra e s e o o es n er e e rs ,

N O D p M th od f D i g i g C m p u d C yli d
ro eD iam t r o es n n o o n n er e e s ,

Ra k i M th d f D ig i g C m p u d C yli d D iam t
’
n ne s e o o es n n o o n n er e e rs ,

M th d f D i g i g C m p u d C yli d r D iam t
'

S ato
e n s e o o es n n o o n n e e e rs ,

D ig
es f D i am t
n o f E qual W k a d E pa i i the C y li d
e ers or or n x n s on n n e rs .

G aphi l M th d f D i g i g C m p u d C yli d
r ca e D i am t
o Co es n n o o n n er e e rs on

D p
"
s id i g er n ro ,

S um ma y f M th d . o e o s ,

C yli nd R tier f C mp u d E gi a o o o o n n nes ,

T ipl
r pa i E g i G aphi M th d
e ex
-
ns o n n ne , r c e o ,

T ipl
r pans i E g i A aly ti M th od
e -ex on n ne , n c e ,
 CON TE N T S .

C H A PTE R V I .

T HE ORE TI CAL I N D I CATO R DI AG RAMS O F A COM PO UN D ENGINE .

A RT .

57 . N otat on , i
58 . i
C o n t nuous -ex pan i s on C om pou d n E ngi ne ,
59 . Re ce i ve r Co m p ound E ng i ne . C ran k s at

60 . E x am pl e on 5 8
5 ,
61 . E x am pl e on 5 59 ,

C H A PT E R VI I .

CRA N K E FFO RT DI AG RAM S

-
, I L L US T RA T I N G THE IN FL UE N C E OF THE

RE CI P ROCAT I N G A N D ROTATI VE PA RTS O F AN ENGINE .

M ean i ng of C ran k E flort ,

C ran k Efl o rt fo r Un if o rm P is t on P re s s ure , N eg lecti n g the Angular t iy of

t he C o nn ec t i n g - rod

64 . C ran k Efl o rt fo r a Vary I ng P i s ton P res s ure, N l

e g ec t ng i the Angular t iy
o f the C o nnec t i n g- rod ,

k
C ran E fl o rt fo r a Var yi ng P is t on P re s s ure , C id i
o ns e r ng th e Angula r t iy
of the C on ne c t mg rod

66 . I nflue nce o f the I ne rt ia of ip at i g P a ts wh

th e Re c roc n r e n the Angular
i ty of th e C onn ec ti g d is N g l t d
n -r o e ec e

I nflue nce o f th e I ne rt ia f th R ipr at i ng Parts wh

o e ec oc en the A ngu ar l
i ty of the C o nnec t i g rod i C o
n -id red s ns e

68 . I ll u trati
s on O f the Efl t f th R ip ro at i g P arts
ec s o e ec c n ,

CH A PTE R VI I I .

F R I CTI ON IN RE L ATI O N TO THE E FF I CI E N C Y OF TH E T UR N I N G PO W E R OF

S TE AM - E N G I N E .

69 . i i
F r ct o n o f th e P i s to n and P st i o n-r od S tufli ng b ox , -

70 . F i ti
rc on o f t h e C ross -
h ad G uid
e es .

71 . F ri ti c o n o f th e Wris t -
pi n ,
72 . F i ti
rc o n of the C ran k -
pi n and C ran k haft Journal
- s s ,

73 . E x am pl I llus trati
e ng th e I nflue nc e of F i t i nal rc o Res i s tance p
u on the

Tur i g P w
n n o e r o f an E ng i ne ,

74 . Reve rs e of the E x ampl i e n 5 73 ,

73 . We ight of the F ly wh l -
ee ,

C H APTE R I X .

DE S I G N OF TH E P I S TO N -
RO D , CROS S -H E A D , A N D G UI DE .

Des gn i i
of the D ame te r o f th e P i
s to n -rod .

De s gn i f th P i t
o e s on E nd o f th e P i
s to n - ro d ,

Are a f th S lid
o e es ,

Des ign f th G uid

o e es ,

D i ta
s nc e Be twee n the G u id es ,

Th e C ros s - h ade
v i ii CON TE N TS .

C H AP T E R X .

DE S I G N OF T H E CO N N E CTI N G -
RO D .

ART .

82 . D iam e te r of the C onn ec ting -

rod ,

83 . Des I g n Of the C o nn ec t ng - rod i E n d s ,

C H AP T E R X I .

DE S I G N OF THE C RA N K - PI N .

Fr ct i i k pi
o n o f t he C ran -
n, 228

85 . L e gt h f t h C a k p i t A
n o d H at ie r n -
n o vo 1 e ng 2 31

86 . D i am t fa O
e er o h u g C an k pi n ve r n r - n, 2 33

87 . D iges f th A ft
n o C a k pi D iam t
e er r n -
n e er fo r a T wo -
c yli d
n er E ng i ne , 2 34

88 . D ig n f th Aft r C ra k pi D i am t
es o e e n -
n e er fo r a T hr
e e -c yli d n er E ng i ne , 2 37

C H AP TE R X I I .

DE S I G N O F TH E C RA N K ARM S
-
. C RA N K , LI N E AN D P RO P E L LE R S H AF T S ,

B E A RI N G S AN D CO UP L I N G S .

Des g n i k a m Ey
of the C ran - r es ,

De s g n i f th C ran k a m
o e -
r ,

D es i gn
f th C a k s h af t f r a S i gl E g i
o e r n -
o n e n ne ,

D es ig n
f th C a k haft f
o a Tw
e yli d E g
r n -
s or o-c n er n I ne ,

D es ign
f th C ra k h aft f
o a Th
e yli d E n -
s or re e -c n er ng i ne , C ran k s

D es ig f th n C ran k haft f r a T h
o e yli d r -
s o ree -c n e E ng i ne w i th
C a k O pp i t a d H P C a k M id way
r n s os e n . . r n ,

D i gn f th L i
es o haft e n e -s .

D iges f th Th rus t
n O P p ll r S haft f
e a Ma i or ro e e or r ne E i
n g ne ,

D iges f C a k a d Li
n O haft B a i g
r n n ne - s e rn s,

D iges f a Th u t B a i g f
n o a P p ll E ng i
r s e rn or ro e er ne ,

S haft upli g
-
co n s ,

B a d f T ad Rul S haft i g
’
o r o f r e s es or n ,

P ra t i al Rul
c cf S haft i g es or n ,

C H A P TE R X I I I .

CO N D E N S E RS AN D P UM PS .

f
S ur ac e C on d r e ns e s ,

T h lE
e rma x p ri m
t a d D d u ti
e fa F en s n e c on o o rmu a l for the C on d i
e ns ng

S u fa r ce ,

Q ua t int y f C d ns i
o ng W a t on e e r,

D i gn f P a t
es o f a S u fa C d ns e r
r s o r ce on e ,

D iges faJ t C
n o d e on ens e r,

D i gn of th I j t i
es O ifi
e n ec on r ce ,

D iges f th A i p u m p
n o e r- ,

D iges f t h C i ul at i g P um p
n o e rc n .

D iges f th F d p um p
n o e ee -
,
 CON TE N TS . ix

A RT .

1 11. F l o w of Wate r T h rough P ipe s

d
,

I 1 2. Des g n i of a P um pt o De li ve r Aga i ns t a H ea of Water ,

C H AP T E R X I V .

ENG INE F RA M E , PI L L O W -
B LO C KS , RE VE RS I N G EN GIN E , P I PE S , S TO P - V A L V E S ,

COC K S E X PA N S I O N
, J O I N TS , S C RE W -
T H RE A S , D AN D W K AL I N G - BE AM S .

F oun dat i o ns ,

E n g ne i F rames ,

P ill w bl ko - oc s ,

D i ta s b tw S haft beari g
nc e e ee n n s ,

P w o R qui d f
er R rs i g a d P umpi
e re or ev e n n ng E ng i nes ,

S iz d St
e an gt h f P ip re n o es ,

D i ta s B tw H a g r f r a P ip e
nce e ee n n e s o ,

D ig es f S t p aln o o -
v ves ,

D ig es f C k n o oc s ,

D ig es f E pa i n o j i t x ns o n o n s ,

S ta d ard Sn w th ad c re - re s ,

Walki g beam n -
s ,

C H AP T E R X V .

P RO PE LL I N G I N S T RUM E N T S AN D T H E PO W
E RI N G or VE S S E LS .

T h y f th P p ll
e or O e ro e e r,

T h I di at d H
e n p w rcf r V es s e l o rs e -
0 e o e s ,

Rad ial P addl wh l e ee

f a F ath i g P addl wh l
,

D ig es n O e er n e -
ee ,

D ig esf Pa t f P ddl wh l
n o rs O a a e- ee ,

Th S ew p p ll c re -
ro e e r.

T h D iam t e a d P it h f th Se er w n c O e cre ,

A a fS re w blad o a d th i r D i m n i o ns
c re -
es n e e s ,

Ki d fS
n w p pe ll r
s o c re -
ro e s ,

A P P E N DI X .

1 34 . h f Mat rial
S tre ngt O e s ,

1 3 5. S aturated s team Tab le -

,
 S TE AM E N G I N E -
DE S I G N .

I N T R O D U CT I O N .

1 . T y pe s .
—The of a ste am engine for any par
e fli c i e n c y
‘
-

ti c ular duty depends l argely u pon the type selected In .

choosing any p articul ar type we m ust en d e avor to secure one

,

w hich h as the gre atest number of ad vant ages an d the le ast

number of disadv ant ages S ince the designer is famili ar with
.

the various types of e n gines in use only the conditions gov ,

erni ng him in m aking his selection will be en umerate d .

T hese con d itions are briefly ,

1. C le arance .

2 . P iston speed .

3 . F riction .

4 . E conomy of fuel .

5. W eight an d c o m plex i t y o f moving p arts .

6 A ccessibility for rep airs

. .

7 . R adi ating surf a ce .

. 2 C le aran c e is the volume inclu d ed bet ween the piston ,

when at the end of its stroke an d the v alve se at , T he dist ance -

.

bet ween the pisto n when at the end of its stroke and the
, ,

cylinder he ad is someti m es ( in accurately) called cle arance T his

-
.

l atter is pi s ton and not eng i n e clearance .

C le arance is me asured as a ce rt ain percent age of the stroke

displ acement of the piston A s the cle arance volume is ne arly
.

const ant for any fi x ed d i ameter the percent age is gre ater for
,

short th an for lo n g stroke engines H ence it is well to h ave

-
.

the stroke as long as possible in order to elimin ate the p rej u

,

d i c i al e ffect of cle arance I f the stroke is fi x ed the C le arance

.
,

volume will be ne arly directly proportion al to the squ are of the

d i ameter of the cylinder .
2 S TE A fiI E N -
GI N E DE S I GN .

C le arance
volume is useful for compression as illustrate d in ,

$ 8 . Th e cle ar ance volume nece s s ary for compression is for ,

the same po wer gre atest with ste am of low initi al pressure
, .

H ence it is less with compound th an with simple engines of the

s ame po wer .

I n m any st ation ary e ngines p articul arly in the C orliss type , ,

the sm all volu m e of cle arance is one of their gre atest economic
fe atures T he successful designer will m ake this volume a
.

minimum T his occurs wh en the piston faces and inner su r

.

face o i cylinder he ads are accurately turned an d when there is

-
,

no we ar in the brasses I n practice the c astings are left as they

.
,

come from the found ry an d the be arings do we ar M arine , .

practice requires an allo wance double th at necessary for st ation

ary engines O rdin ary slide v alve st ation ary engines require
.
-
,

an allo wance as belo w

C learanc e of P i s to n mad e
C learanc e o f P i s to n mad e
for e ac h be ari n g o r wor k
I nd I c ated H ors e -
powe r .
for ro ug h n es s o f c as t m g s
y
at eac h e n d o f c li n d e r .
i ng j o i nt b
t o n and th e s haf t
e t wee n the pis
.

I nc h es .
I n c h es .

T his
cle arance of piston is seldom over one h alf inch in bes t -

m arine practice for the most po werful e ngines T he dist ance is .

generally m ade gre atest for the inner end of the cylinder with ,

d irect acting engines

-
.

3 P i
. s ton S pe e d — Th e formul a for in d ic ate d horse po wer -

I H P
. . .

where p me an unb al anced pressure in poun d s on a s q u are

inch of the piston
l stroke of p i ton in feet ; s
 I N TR OD U C TI ON .

re a of piston in sq in
a a .

7: number of strokes m ade by the piston in one minute .

F rom the formul a it is evident th at if the are a of piston

'

an d the pressure are const ant the ,

I . H P. . or I n or piston speed in feet per minute ;

an d ,elimin ating the e ffect d ue to radi ation of he at we d ecre as e ,

the percent age of cle arance and incre ase the po wer of the e n
gine by h aving a long stroke .

T h e piston speed in feet per minute v aries from 10 0 to 10 0 0 .

T h e writer g ave in P roceed i ng s of U S N aval I ns t i tute N O 30 . .

, .
,

a t able of e n gine perform ances in which it was fou n d th at the

I2

A ve rage pi s ton s pe ed o f 2 6 m ari ne s i mple i

h or zo n tal e ngi nes i s 49 7
3 v e rt i c al 7 89
24 c o mpoun d h o ri z o n ta l 544 .

53 v e rt i c al 6
5 9
28 rece n t ly c o ns t ruc t e d c o m po un d 7 70
tr i pl e an i 80 7
m
a
n
I 4 -
ex p s o n

A piston speed of 1 2 0 0 feet per m inute h as been re ali z ed PM

i n locomotive practice an d 1 10 0 with the triple e x p ansion ,
-

e ngines of the D es tructor A lthough the piston speed varies .

bet ween such wi d e l imits the number of revolutions of the ,

S h aft is qu ite uniform I n a m achine shop an electric light .

-
,
-

pl ant or in locomotive or m arine practice there are usu ally

, ,

considerations requiring a fi x ed velocity of rot ation while the ,

length of stroke will not be thought of save for economic

re asons .

I t is sho wn in mech anics th at wh at you gain in velocity “

you lose in pressure or resist ance the po wer being const ant , .

H ence i f the lo ad on the engine be incre ased the velocity is

, ,

decre ased till the engine stops ; while if the lo ad were red uced
to n i l the speed of the piston would be equ al to th at of the
,

live ste am flo wing into the cylinder or appro x im ately 60 0 0 , , ,

feet per minute T heoretically if one h alf of the lo ad were

.
,
-

T he la s t t wo re s u ts l ha ve b ee n d d u d fr m t b l
e ce o a es g i ve n by As s t E . n

g ee r R S
i n . . G ri fi n, U S . . N .
, in N O .
4, G al I f m ti
en er n or a on S eri es , OF F I CE OF

N A VAL I N TE L L I G E N C E , J un e 1 8 87 .
4 S TE A M -E N GI N E DE S I GN .

a ppl ie d the piston spee d would be

,
( 60 0 0 X

per minute .

I t see ms absurd to im agine th at a velocity appro achi n g this

will ever be re ali z e d i n a ste am engine yet we are running -
,

n o w at piston spee d s which were thought to be impossible

only t wenty ye ars ago .

The tendency is to wards an incre ase in piston speed an d a ,

consequent decre ase in weight an d fi rst cost of the m achinery .

4 T.h e F ri c ti on of E n g i ne, P umps , and all M ov i ng P arts

dem ands more attention th an is ever besto wed upon it T h e .

engine h aving the le ast number of moving p arts is other things ,

being equ al to be selected T he n umber of moving parts

, .

depends on the type of engine its positio n and the number of , ,

a u x ili ary a tt achments T h e friction of the e n gine at an y

.

velocity is very ne arly a fi x ed qu antity and is found by t aking ,

an indic ator di agram fro m the unlo aded engine

-
I t is generally .

st ated as two pounds per unit of piston are a P rof R H . . . .

T hurston found th at the coe ffi cient of friction of cool journ als

*
,

well lubric ated running at velocities ranging from 10 0 to 1 2 0 0

,

feet per minute an d with pressures v arying from 4 to 2 0 0

,

p o u nds per squ are inch of proj ected are a v aries w ith the m a ,

t e ri al used for the journ al an d bo x es directly with the fi fth root

of the velocity an d i nversely as the squ are root of the pres
,

su re or,

a v;
coef of friction
.

0
where a is a const ant ranging from to for steel jour
n als an d bron z e bo x es The resist ance of the guide or S lide
.

lo ad on piston
to 5 x

T he coe ffi cient of friction for a journ al is without d oubt m uch , ,

less th an th at for the piston or v alve P rof T hu rston as the . .

,

F ri cti on an d L ubri ca ti on , by Th u rs to n .
 1I Vm oo U C TI ON .
5

result of h aust ive s eries of ex pe riments with a non c on

an ex -

d en s i ng engine deduces the follo wing results for the inte rn al

,

frictio n ( Trans A m S oc M E vol i x ) : ( I ) When the spee d

. . .
, .

is const ant by the use of a t h rottling governor the tot al i n

, ,

tern al friction is const ant for all lo ads an d th at vari ations ,

e x isting in the fri ction of be ari n gs etc due to vari ations in , .

,

po wer transmitted form too sm all a proportion of the tot al

,

friction to h ave import ant or sensible d i ed : on the tot al lo ad

( )
2 th at intern al friction of this cl ass of engines is sensibly i n

dependent o f the m agnitude of th e load an d of the po we r

d eveloped but v ari able with speed an d with e ffi ciency of
,
“

lubric ation H ence as we h ave no de fi nite l aws gui d ing us

.
,

i n determining the e x act v alu e of the friction al resist ance of an

e ngine we must if possible b e gui d ed by the friction al indi
, , ,

c ator di agram of an engine of our selected type an d d uty

-
.

T h e method follo we d in m aking allo wance for this resist ance is

discusse d in Ch apter V I I I .

5 . E c o n o m y o f F u e l c an be att aine d by reducing the evil

e ffects of r ad i ation cle arance an d lo w piston spee d to a mini
, ,

mum ; by using superhe ated ste am oi high press ure in a l agge d ,

an d j acketed an d b al anced compoun d or tri ple e x p ansion e n

,
-

gine ; by reducing the friction of the moving p arts their ,

number and weight to a m inim u m , .

6 T h e W ei g h t of the M ov i ng P arts S hould be so fi x e d

.

th at the necessary strength will be gained without any useless

e x penditure of met al C hie f E ngineer R ic hard S ennett R N .
, . .
,

gave in f our Roy al Un i ted S ervi c e I ns ti p 8 30 N o 1 1 8 vol

,
. .
,
.
, .
, .

x x vi a most v alu able t able of the perform ances of thirty fi v e o f

,
-

H E M men o f war
. . . I n it the weight of the engine proper i s
- -
.

sho wn to v ary from to 1 53 pounds per indic ated hors e

po wer developed .

I n non condensing autom atic st ation ary engines the rang e

-
, ,

i s from 10 0 to 1 80 pounds .

T h e successful designer will al ways study to reduce th e

n umbe r of p arts an d to h ave every p art accessible for rep airs
, .

7 . R a d i ati o n — T h e su rf ace for radi ation must be a min i

.
6 S TE A M -E N GI N E DE S I GN .

mum T his is re ali z ed when the d i ameter and length o f the

.

cylinder are equ al *

.

T h e ste am pipe v alve chests an d cylinder shoul d be wel l

-

,
-
,

l agged with a non conducting subst an ce such as m ineral wool -

, ,

felt or asbestos
,
.

Ch as E E mery P h D gave to the A m S oc of M E

. . in , . .
, . . .
,

1 8 8 1 the follo wing results of his e x per i ments with non conduct
,
-

ing m ateri als T hey are arranged in ord er of effi ciency

. .

F elt ,

M ineral wool N o . 2, 2 in thick

.
,

S awdust , in thick 2 .
,

M ineral wool N o I 2 in thick .

, .
,

C h arco al 2 in thick , .
,

C ros s cut pine 2 in thick

-
, .
,

L o am 2 in thick , .
,

A sbestos 2 in thick , .
,

A i r sp ace 2 inches
-
, ,

P ro ve h
t at a c yli d n er s s
’
ur ace i s f l eas t fo r a gi n l um wh e i t l ve vo e n s e n gth

an d di am e te r are eq l
u a . Le t L : length D diamete r V vol um
, ,
: e ( con
s tan t ) ,
s f
s ur ac e . Th en

’
TD

4
' ’
4V I tD 4V I tD
S _ nD L + 2 “
s l
' '

i
b 2 D 2

o II
'
D, h
t e re ore f D
V 4V
“

wh e n ce D L .
 8 S TE A M E N -
GI N E DE S I GN .

equivalent to the cle arance proper . Tlzi s leng t/I we wi ll [rere

f
a ter m enti on as clea rance .

To illustrate in an ideal c ard : B C len gth of stroke and ,

AB l en gth of cylinder e q uivalent to cle aran ce T his length .

,

AB
Ab ’
, or the percent age of clearance ,
must n ow be assume d
BC
by the designer , who will be governed by the conditions n am ed
in 2 The perc ent age will .

be from 5 to 10 with short

stroke and from 2 to 5 with ,

lo n g stroke engines -
.

L et s te am be cut 0 6 at
D t h e n b e absolute ratio of ,
“

AC
ex p ansion “
1
71 ( see
40
2 89 , Rankine s
S team E ng i n e), mean ress ur
’
- and the ab S b tI te
’
p e

bet ween A and C is

log n 1
—
,

e e.
.

The following will be of frequent us e , v i z

TA B L E O F H YP E RB O L I C L OG A RI T H M S [HAS W E LL ]

N o . L og . N o. L og . N o. L og . N o . L og . N o. L og .

.
7 18 1 399
,
. 095 .
74 2 1 411 5 1 1 62 9 6 1

. 14 .
7 65 1 423 5 15 1 639 6 15

. 182 .
7 88 3 2 1 43 5 5 2 1 649 6 2

. 223 . 811 3 25 1 1 79 1
44 7 5 25 1 65 8 6 2 5 1 8 33
2 62 833 1 668 6 3 84 1
'

.
45 9 5 3 I 1

L 35 3 2 -
35 - 8 5 4 3 -3 5
875 3 4
L 20 9 4 -3 5 1 47 s 35 x 67 7
! 6 35 r 84 8
85 6
L 4 3 36 2 4 - - x
4 4 r 48: s 4 1 -
4 x

L 45 37 2 2 - 45 - 89 6 3 -45 L 2 38 4 -4 5 1 49 3 s 45 t 69 6 6 45 r 864
L 5 49 5 3 -
5 3 5 L 253 4 5 I
59 4 5 -5 L 70 5 6 5 t 8 72
L 55 -
43 8 2 -
55 -
9 36 3 -5 5 L 2 67 r 5 15 5 -5 5 ; 6 -5 5 t 8 79 7 55

47 2 6 9 56 1 .
72 3 6 6 1 88 7

5 2 65 9 75 1 .
5 37 I 1 .
7 32 6 65 1 89 5 7 65
L 7 - 53 ! L 7 99 3 3 7 - L 39 8 4 -7 L 5 4 8 5 -7 1 -
74
'
6-7 t 90 : 7 7
11 - 7 5 5 -
56 3 75 l 0 12 3-75 L 32 2 4 -75 L 5 58 5 75 1 -
74 9 6 - 75 x 91 7 75
,

.
5 88 I 03 I 5 69 1 7 58
6 12 3 85 5 85 766 92 4 7 -8 5 ,
‘

. 1 0 47 1 . I

1 9 . 64 2 1 0 65 4 9
I 1 -
7 75 6 -9 t -
9s !
l
7 -9
|
I
L 95 £ 68 2 -
95 I 95 I 374 4 9s L 599 59 5 1 7 33 6 95 L 9 39 79 5
.
i ,

2 . . 69 3 . 3 . 1 O9 9
l
l
4 1 386 5 . I 6 1 .
79 2
H
7 . 8 .

I
 D I A M E TE R OF C YL I N D E R , N ON I
-
COM P O UN D E N GI N E .
9

S ince the pi s ton t ravels from B to C, th e m e an a so b l ut e

p r es s ure throu ghout the stroke is
x AC — AB
p.
. p , x .

BC

on the ass umption th at M ariotte s law i s true for the s t eam ’

used .

-
he ate d Ste am b e us ed p woul d
I f a ste am j acket or sup e r ,
’
,

be incre ased in the ratio of 7th po er of th root an i n cre ase

1 w 1 6 —
s o slight th at it may be neglected in designin g .

The me an absolute press ure is oppose d by a me an b ack pres

sure which gives for a res ult ant the me an pressure eflecti ve for
'

work p , ,

T h e b ack pressure in the cylin d er is due to the resist an c e the

e x h aust ste am meets in the e x h aust ports an d pipes and to ai r ,

and uncondensed ste am or v apor T his press ure in the c y li n.

d e r is al ways in e x cess of the re adi n g of the v acuum gauge .

F o r a non con d ensing engi n e the b ack pressu re r anges from 1 5

-

to 2 5 lbs absolute while 1 7 lb s will be a fair value for the de

.
,
.

signer to assume F or a c on d e nsing engine the range is from

.

2 to 5 pounds .

The e x haust valve is generally close d before the stroke is

-

completed which result s in co m pressing the steam then i n the

,

cylinder ahe ad of the piston into the cle aranc e space thereby
, , ,

reducing the necessity fo r lead to the v alve cushionin g s toring , ,

up energy in the cle arance s pace an d preventi n g a sudden ,

drop in the pressure of the live ste am at the inst an t of adm i s

sion We wi ll suppose the e x h aust v alve to be closed at E
.
-
.

T h e volu m e A B i s fi lled with st e am at a pressure 0 6

which will be compressed to a volume A B an d ch anged to a ,

AE
pressu re B I np where 71
I
’
w h o of c o m pre s s I o n or
’ ’
—
213
, , .

T he mean pressure for the sm all c ard KFE B AK is

p (1,
’
log ,

AE
T he a re a AF n
’
p ,
’
x cle arance
7!
p , X E A .
IO S TE A M E A G H VE
-
’
DE S I GN .

Whe nc e the me an b ack pressure bet ween E an d B is

— log ,
n
'

) — A E X p,
’

AE — AB
1 log, n
’
— 1

T he me an b ack pres sure throughout t he stroke is

’
x E —
C l p. E B
p.
-

BC

T he m ean effect i ve or unb al anced pressure t hroughout the

stroke i s
— >< A B x E B
A
BC

We c an now s o lve the equ atio n

which will gi ve the piston are a necessary for a simple engin e

us

to develop the required po wer .

9 E
. x a m p l e — G iven I H P
.
500 stroke 2 feet re
. v o lu . .
, ,

tions 60 per minute boiler gauge pressu r of ste am 76 1b s ste am

,
-
e .
,

to be cut off at h alf stroke condensi ng engine v acuum 2 5 inches

, ,

of m ercu ry cle arance to be 6 per cent of the stroke displ ace

,

m ent e x h aust v alve to c lose so as to compress up to 30 lbs

,
-
.

R equired the d i ameter of the cylinder .

3 6
0 4 84 1b s ; . n

log
( )
, 1
pm 84 lb s '

P
'
. 7 33
2 - x 84 x lbs
 LE N G TH OF C YL I N D E R , TH I CK VE S S . OF P I S TON , E TC .
11

—
30 2 5
12 , since 2

AE 12 x of stroke ;
E C = l o6.
— o .
7 2 = o .
34

E B

x o . 6
34 + 7 2 . x

— 66 32 1b s ;
p, p ,
. .

a a re a of piston in squ are inche s

330 0 0 X 50 0

x 2 x 60 x 2

Di ameter of cylin d er inch es .

10 . L e n g t h of C y li n d e r, C y li n d e r B ore , T h i ck n e s s of
P i s ton , F lan g e, an d F o l low e r — T h e length of the cylinder .

bore stroke bre adth of piston ring— i to } inch - 1 .

T h e length of cylinder bet ween he ads stroke thickness

of piston the sum of th e piston cle arance at both ends .

T h e thickness of the piston bre adth of piston ri ng -

thickness of fl ange on one si d e to c arry the rin g + thickness of

the follo wer pl ate -
.

T h e fl ange an d follo wer pl ate are al ways m ade strong enough

-

to carry the p acking ring and allo w for facing in c ase the pis
-
,

ton is re fi tted T he thickness m ay be t aken from the follow

.

ing t able for a c ast iron piston

,
-

T hi c kF
nes s o f
ollo we r
F lange or
.

I nc he s .

8 t0 10
l2 S TE AM E N - GI N E DE S I GN .

bo d y of the piston is c alled the spi d er The follower

T he .

pl ate is sometimes m ade thicker at the joint with the spider in

order to allow for t he bolt h oles an d for s afety in h andling .

Th e follo wer pl ate may be m ade lighter if it is ribbe d but the

-
,

cylinder he ad must be of a corresponding sh ape so th at the

-
,

cle arance volume will not be incre ased .

T h e sp i d er for a sm all piston is m ade of one thickness o f

met al an d the packing rings are sprung into pl ace
,
-
.

P istons up to 78 inches in di ameter h ave bee n m ade of one

thickness without stiff ening ribs by c asting them i n the form ,

o f a cone P istons above 1 2 inches in d i ameter in high pressure

.
-

e ngine s an d 20 inches in lo w pres s u re are usu ally m ade c e llu

,
-
,

lar . I n this c ase there are two thicknesses of met al an d sti ffen
ing ribs bet ween T h e spider must be strong enough to re
.

sist the live load upon it due to the su d den admission of steam
an d also to provi d e for the inc re ased pressure due to priming .

Th e piston must every where be thick enough to insure a goo d

c asti n g .

T h e v arious ways in which pisto n s are mad e may be see n

from the follo wing fi gures .

F ig is a solid c asting m ade to conform to the sh ape of

. 2 ,

the cylinder ends Castings up to 78 inches in di ameter h ave

.

been m ade in this sh ape I t may be further strengthened by .

r adi al ribs I n order to get su ffi cient be aring surf ace the cir
.
,

c um fe re n c e is fl anged as sho wn .

A nother form of piston used where the di ameter sel d om

*

S ee p . 67 P. ro. o
f A m Ry
. Al as ter M ec fia n i cs A s s oc
’
, j un e 1 8 8 7 .
 VA RI O US F OR M S OF P I S T ON S — F OL L O WE R-P L A TE S , E TC . I 3

ex ceeds 2 0 inches is sho wn in F i g 3 T he piston is core d ou t . . .

Th e core holes are fi lled by scre w st ays which also ad d strength

- -
,

an d rigidity to the c asting Th e radi al ribs give ad d ition al .

strength .

L arge pistons are al ways m ade cell ul ar F i g 4 illustrates *

. .

a piston for the condensing cylinder of the U S S N zl

'

ps zc . . . .

T h e piston is of composition an d strengthened by a system of ,

rect angul ar cells .

F i g 5 sho ws the form of piston used in the T an gye engine

. .

S trengt h is secured by me ans of r ad i al arms .

F i g 6 is a c ut of the piston of the E clips e Corliss engine

. .

T h e follo wer pl ate is a disk rather th an an annu l ar ring

-
In .

F i g 6a is sho wn the piston of the Watt s Campbell engine

.
-
.

I t di ffers from F i g 6 only i n the method ad opted for keeping

.

the packing rings tight .

T h e éos s or I mb of the piston is al ways m ade thicker th an

any other p art T h e piston rod must fi t into the hub without
.
-

the slightest lost motion T he various ways in which the rod .

is secured to the piston are sho wn in F igs 2 3 4 5 6 14 1 5 .

, , , , , , ,

1 6 an d 1 7
,
I n F i g 2 the nut is secured b y the key m arked A
. . .

The piston an d rod shoul d al ways be so secu re d th at they may

e asily be sep arated if necess ary H e nce the object i on to th e .

form sho wn i n F i g 3 . .

Tlts f ollower p late must be rigid enough in i tself to be h an

-

d le d without bre ak age F o r this re ason it is sometimes fl ange d

.

as sho wn in F i g 4 T he form sho wn in F igs 5 6 an d 6a d o

. . .
, ,

not require a fl ange since the follo wers are disks rather th an
,

annul ar rings T he methods sometimes used in securi n g the

.

follo wer pl ate bolts from b acking out are sho wn in F igs 10
-
.
,

1 1 an d 1 2
, I n F i g 10 an an n ul ar ring of brass h aving holes
. .
,

of the sh ape correspond ing to the bolt heads fi ts over all the -
,

bolt he ads and locks them I n F i g 1 2 e ach bolt is secure d

-
. .

separately F i g 1 1 is the N icho ll lock nut I t consists of a

. . .

pl ate A which is cut out to fi t the bolt he ad T he follo wer -

.

pl ate is counterbored as shown by E G B E to a depth equ al to

, ,

E n
g i n eeri n
g . x x u 4 39
. .
 16 S TE A I II -E N GI N E DE S I GN .

the thickness of pl ate A T he edges F are bent about the

.

lines x y so as to hold an d lock the nut A good form of lock .

nut is sho wn in F i g 1 7 . .

T h e packi ng ri ng s for sm all pistons a re generally m ade in

-

one piece sometimes l arger th an the di ameter of the piston

, ,

an d sprung into pl ace ; and sometimes they are tu rned to

the e x act di ameter requ ired I n either c ase it is nece s sary
.

to cut them when no follower pl ate is used in order to pl ace

,
-
,

the m into the p acking sp aces T hese rings are shown i n .

the v arious fi gures I n order to prevent ste am fro m le ak

.

ing past them the ends are s ecured as sho wn in F igs 7 8 9

,
.
, , ,

an d 17 .

p acking rings for l arge pistons when a follo wer pl ate is

T he -
,
-

u ed are sho wn in F igs 4 5 6 6a an d 1 3 I n this c ase the

s , .
, , , , .

ri ngs are forced out against the cylinder by springs or ste am .

A form of s tea m p acking is sho wn in F i g 2 W ith ste am . .

p acking in e x p ansive engines the cylinder is worn unequ ally

throughout its length T h e p acking rings are m ade in p arts
.
-
.

I n F i g 4 there are two thicknesses of rings which are o pl ac d

.
,
s e

th at the joints are broken I n F ig 1 3 the p acking ri n g i

. .
-
s
20 S TE A M -E I V I N E G DE S I GN .

m ad e i n many p arts, fi tte d

together as shown A s imil ar form .
*

is shown in F i g 1 7 I n F i g 5 there are two rings but onl y

. . .
,

one thickness an d the j oints are broken I n F igs 6 an d 6a

, . .

the weight of the piston is supported by a l arge adj ust abl e

be aring ring an d sm aller rings are used to make the joint
,

tight.

T h e v arious forms of spring p acking in use are sho wn in

F igs 4 6 6a 10 1 3 an d 1 7
.
, , , Th e old form which is still use d
, , .
,

Fi g l7 . .
- L ocx woon AN D Cana ’
an s s -
ron P acxcmc .

ex tensively is like the steel co ach spri ng a in F igs 1 3 4 an d 6

,
- .
, ,
.

S ometimes this is repl aced by th e Cameron continuous steel

ribbon m arked a in F i g 1 3 ( s ee also F i g 6a) A nother form
,
'
. . .

is the B uckley spiral p acking shown in F i g 10 This not onl y ,

. .

E ng i n eeri ng , x xx iii .
37 1 .
 DE S I GN OF P I S T ON . 21

p resses the p a cking rings out ag a inst

-
the cylinder but also ,

presses them ax i ally against the follo wer pl ate an d spider of -

the piston T he L ockwood and Carlisle p acking sho wn in F ig

. .

1 7 is a combin ation of the kinds just mentioned .

TI to f ollower p late bolts if of iron sho ul d al ways scre w int o

-
, ,

brass n ut s T hese may be s cre wed as sho wn in F igs 1 7 1 3

. .
, ,

10 and 4
, . T his is true fo r tap bolts W he n s tud bolts are - .

use d as in F i g 5 it is usu al to h ave brass nuts

, .
,
.

11 De s i g n of P i s ton
. E mpi ri cal M et/zods .
— P rof A E . . . .

S e aton gives the follo w i n g as representing successful E n glish

*

practice for m arine d esign v i z ,

L et D di ameter of the cylinder in inches ;

1) e ffective pressure per s q in of p i s t o n ; . .

a const ant multiplier .

T hen
T he thickness of the front of the piston near the bos s
u u a a
ri m
b ack
boss around the rod
fl ange inside the p acking ring -

at the edge

p acking ring -

follo wer pl ate at the edge -

inside p acking ring -

at the bolt holes -

met al aroun d the piston e d ge -

bre adth of p acking ring -

depth of piston at the centre

lap of the follo wer pl ate on the piston -

sp ace bet ween the piston bo dy and the p ac k ing

r i ng

S e ato n
'
s M a n ua l of AI ari n e E ng i n eeri ng ,
p . 1 36 .
22 S TE A lI . DE SI GN .

T he di ameter of the follo wer -

pl ate bolts 0 1C.
+ in .

pitch 10 di ameters .

D
j;
3
number of ribs in the piston 9 ,

thickness 0 18C
. .

P rof M arks gives

*
. th e follo wing form ul a for the thickness
of the piston he ad -

‘
V s t ro k e i n inc hes di ameter of the cylinder inches
'

in .

12 . D es i gn of th e P i s to n . A n aly ti cal [ Method s — T he

p acking rings in a pis ton of a vertic al engine are used simply
-

to m ake a ste am tight j oint while in a hori z ont al engine the

-
,

rings also support the piston or at le ast a p art of it under , ,

ordin ary conditions T he pres s ure due to the weight of the .

,

pi s ton upon an area equ al to

,
of fl u di a m eter of M e c li n d er
y
x bre a d t/t of ri ng f ac e should never e x ceed 2 0 0 pounds per
squ are inch The we ight of the pi s ton i s frequently supported
.

in p art or who lly by a trunk or h alf trunk or by a prolo nge d

, ,
-
,

pi s ton rod p as s i n g through the outer cylind e r he ad

- -
.

T here m u t be s ufli c i e n t stress e x erted by the springs to

s
‘

k e ep the p acki n g rings against the walls of the cylinder an d

-
,

there by i n s ure a tight joint T his press ure should be gre ater .

duri n g admis s ion of st e am to the cylinder th an du ri n g e x pan

sion S ince the springs e x ert a const ant pressure unne c essary
.
,

work in o vercomi n g the resist ance of the spri n gs is done dur

ing e x p an sion W hen ste am p acking is used the cylinder is
.
,

wo r n unequ ally in di fferent p arts of the stroke T he spring s .

for a hori z o nt al engine piston are r e pl aced underne ath t h e rod

by a shoe in length from 5 to i of the periph e ry as sho wn ,

in F i g 4 T he sho e fi lls the sp ace allo wed for spri n gs I n

. . .

F igs 5 6 an d 6a set scre ws are used to keep the piston

.
, ,
-

central .

T h e depth of the we b in a cellul ar piston is usu ally equ al

to th e bre adth of the ring face .

M
'

a xks Tli e P ro or ti on s o
p f ti le S team -
E g
n i n e .
 S TE A lI E A G I A E .
-
’ '

DE SI GN .

The follo wing t able *

will be of interest , viz

C O M P A RAT I VE WE I G H TS O F C AS T S T E E L A N D C AS T I RO N
- -

MA RI N E P I S TO N .

H . B . M Vas s at
. .
Dm n pfl on
C O M P O UN D E x a ms or

L a rge p i s to n .
| S tee l 72 0 90
B o th i s to nsp I ron 42 0 31
o f s ame d i a m .

S mall i s to n p S tee l
La rg e pi s ton . I ro n
S mall p i s to n S tee l

13 . E X AM P L E — D esign a c ast iron piston for

-
a hori z ont al
engine from the d at a given in 9 .

p p ,
—
,
’
lbs ; D ins
84 ; .

r 2 inches ( assumed for the present : see C h apter I X ) ;

72 6 ( assumed ) ;
f 3 0 00 the s afe bre aking across stre n gth of c ast iron
,
- -
.

T h e weight of this piston will be about 140 0 lbs since its .

,

di ameter is about the same as th at for the P eg as us in the

t able of 1 2 .

B y P rof S e aton s formul a in

’
. 11 ,

i i i VT
8 .
5 1 inches .

50

B re ad th of ring face 0 . x
63C inches b,
an d t thickness of the we b 0 18 C
.

inches .

F ro m a p ap by j er . R Ra v e n
. hill on T he U s e of S tee l in S hipbuildi ng ,

re a dbf e o re t h e I ns ti t.
f
o Af a r)
. A roll . 1 88 1 . E n
g i n eeri ng , x xx i .
40 6 .

{ T h e w e g t o f i h th e L earzder
'
s pi s to n s a re es t i mated . T he re ma n i d e r are

f ro m ac t ua l w e ig h ts
 C YLI N D E R D E S I GN . 25

the weight of the piston ( 140 0 lbs ) rests on the wall of

If .

t he cylin d er and S e aton s v al ue for the bre ad th of ring face

’

he assume d the piston will res t on the are a

,

X x sq ins
. .
,

1d th e i nt e n s ity of the load will b e

lbs .
,

while by 1 2 it might appro ach 2 0 0 lbs . A formula much

s
u ed in this count ry is bre adth of ring face
X d i am e ter of cylinder ,

which gives 6
P rof M arks formul a
. 1 1 gives
’

, , 6 V36 3 X 24

The compute d results of b are

54 5.

T hey illustrate the d i fle re n c e bet wee n e x isti ng method s of

design .

T aking fi v e inches for the bre ad th of ring face the thick ,

n ess of the webs w ill be

6 X
2 i nches ( ne arly) .

30 0 0 X

14 . C y li n d e r D e s i g n .
*
I lf ateri al U s ed — Cast t ron is use d
-

almost e x clusively for ste am cylinders T he -

. worki ng cy li nd er
m ust consist of a tough close grained casting the surface being
,
-
,

as h ard as c an be conveniently cut I t usu ally consists of a .

mi x tu re of close grained h ard scrap N o 3 pig and cold bl ast

-
, .
,
-

iron I n case the cylinder is ste am j acketed and the wo rking

.
-
,

cylinder is a mere bushing the outer cyli n d er or c asing need ,

n ot be h ar d an d c an be m ade by omitting the scrap iron

,
-
.

Cy li nd er lzead Tl nckn es s Cylinders usu ally h ave one he ad

'

- — .

T hi s a rt c e i l was wr tte ni by th e a uth o r fo r Al ec /I o n i cs , J un e 1 8 8 8 .

26 S TE A M E N -
GI N E DE SI GN .

c ast with them the ax is being ve rtic al an d the he ad do wn A

, .

hole is left in the fi x ed he ad l arge enough for the boring b ar to

p ass through T he fi x ed he ad is usu ally the inner or end
.
,

ne arest the crank I t is seldom m ade cellu lar on account of

.

the di ffi culty e x perienced in securi n g the cores in the bot t om

of the mould I f the he ad is l arge it is ribb ed for strength
.
, .

T h e he ad is m ade thickest at its s upport i e ne ar the edge or , . .

,

fl ange O rdin arily s ufli c i e n t stre ngth is obt aine d when th e

.
‘

t hickne s s is enou gh to secu re a sound c asti ng .

T h e thickness of the cylinder he ad is gi ven as -

3( thickness of the cylinder

)
by P rof M arks when the pressure does not e x ceed
.

while P rof S e aton recomme n ds th at it be

.

PD + 50 0

200 0

where gre atest pre s sure of ste am per sq inch in lbs ;

P . .

D di ameter of the cylinder i n inches .

I t is evident th at the cylinder he ad m ust be thickest at the -

fl ange or where it joins the cylinder so th at the r e sults o b

, ,

t ai n e d by using the formul a j us t gi ven must be incre ased as i n ,

pr actice about one third

,
.

Tlzi ck n es s of Cy li n d er — P ractice v aries more in the desig n

.

of the thickness of the walls of a cylinder th an for any other

p art of an engine T h e ste am cylinder c annot b e cl assed with
.
-

the thick hollo w cylinders s uch as are used for hydraulic

“ —

pr s es or with thin cylinders such as are used for the shell s of

es ,
—

boilers T he rel ation bet ween the burs t ing pre ssu re an d the
.

e x tern al stresses is not well unders tood A bout the only at .

te m pt th at has yet been m ade to d ed uce an e pression for the x

t hickn e s s from a purely an alytic al st andpoint w as m ade by

V an B ure n in his e x cellent work on S treng tlz of P a rts of S tea m

J I ac/ci n ery ; yet he was compelled to b as e it upon a cylinder
7 0 inches di a meter using ste am of, only 30 lbs pressure ( g aug ) . e .

E ven could the strength of the m ateri als be kno wn outside ,

con s iderations such as provisions for re boring transverse stress

,
-
,
 C YL I N D E R D E S I GN .
27

( for hori z ont al cylinder) unsymmetric al lo ading d ue to v alve

,

c hests etc ,
would reduce the v alue of any an alytic al e x pres
.
,

sio n H ence we can only re s ort to successful practice T he

. .

follo wing are a fe w of the m any formul ae in actu al use by d i f

forent m anufacturers v i z , .

A uth ori t y .
F o rm ula for T h ic k nees i n
I nc h es . D
A lic at i on whe n
P 69 .

o ooorD P
.
VD
Van B ure n

Tred go ld
1 90 0

0 00 0 3 3 P
. D

S e ato n 0 -
5

PD
( ve rt i cal ) .

2 50 0
H as we ll
PD
20 0 0
i ( h o ri z o n ta l) .

F rom inspection of the t able it is evident th at the for

an

mul a: are e ach limited to cylinders of a p articul ar di ameter an d

for a p a rticul ar pressure of ste am H ence the results though .
,

so discord an t do not re ally condemn p articul ar formul ae as they

, ,

are applic able only to cylinders of a p articul ar si z e .

I t is also evident th at the formul a must be a function of P

an d D where

P m ax imum unb al anced pressure of ste am per sq inch in lbs .

D di ameter of the cylinder in inches .

I would recommend for the design of the thickness of ste am

cylinders in inches where provision is m ade for the re boring
,
-
,

an d where ample strength an d rigidity are secured ,

VP D thickness ( 3)
for hori z ont al or vertic al cylin d ers of la rg e or s mall di ameter ;
and

thickness
28 S TE A J I -E N G I I VE DE SI GN .

for la rg e cylin d ers using ste am under 10 0 lb s . gau ge p res sure ;

an d

VP
for s mall cylin d ers .

f facketed best
Cy li nd ers — pl an w ith a st eam j ackete d
. T he -

cylinder is to c ast the ste am ports with t he j acket an d h ave -

,

the working cylinder a mere bush ing sec ured by scre ws to the
fi x ed he ad of the cylinder an d left free to e x p an d at the other ,

end S ince the tempe ratu re of the j acket must be at le ast as

.
, ,

high as th at of the initi al ste am in the cylin d er the gre atest ,

stress is e x e rted upon the bushing when there is the le ast pres
s ure i n the cylinder an d this stres s tends to produce a coll apse
, .

B ut as the crushing strength of c ast iron is fi v e to s i x times -

the tensile it will h ave ample resist ance to crushing, if de

,

signed to sust ain an intern al bursting stress when the j acket

is fi lled with ai r H ence the formul a
. will apply .

B ut since the bushing is al ways m ade of a tougher m ateri al

th an is the j acket S e aton s formul a for the bushing
,
’

thickness ,

will give a better result and is recommended , .

I f the ax is of the cylinder is vertic al no stress is e x erted ,

upon the bushing other th an th at of the ste am ; but when the

ax is is hori z ont al the bushing supports the weight of itse lf an d
,

the piston I t woul d then be in the condition of a be am sup

.

ported at the ends an d lo aded I n order to give requisite .

s t i fln e s s for a hori z ont al bushing the o utside of the bushing

'

an d the inside of the j acket h ave right an d left h anded helic al -

w ebs respectively c ast on them so th at the lo ad is supported

, , ,

at m any points .

I t is b ad practice w ith l arge cylinders to c ast the c asi n g

, ,

an d bushi n g as one piece a the inner wall will be subj ected to ,

s

a wider range of temperatu re s th an the outer so th at a str e ss ,

will be e x erted o n the outer cylind e r by the g re ater e x p ansion

of the bushi n g T his obj e ction was ho wever ov e rcome by
.
, ,
 C YL I N D E R D E S I GN . 2
9

t he late M r G eorge H Corliss by swelling the outer thickn ess

. .

about the m iddle of the cylinder s length

’
.

Whenever t he two cylinders are m ade in two p arts it is ,

necessary to m ake a ste am tight joint at the free e n d of the -

bushing T his is done in various ways but frequently the

.
,

joint is m ade so tight th at there is left no sp ace for free e x

p an s i on of the bush over the c a sing I n such a c ase the .

bushing h as no speci al advant ages T his is likely to occu r .

only with long stroke engines T o overcome this objection

-
.
,

M r E D L e avitt J r c ast s the outer cylinder in t wo p arts

. . .
,
.
, ,

an d connects them by a s welled copper joint e x tending cir ,

c um fe re n t i ally around them .

F i g 1 8 is a drawing ( f rom E ng i n eeri ng x x n ) of the high

.
, .

press ure j acketed cylinder of the U S S s os i c T he flat . . . .

surfac es are to be proportioned by formul a gi en in C h apter v

IV . T h e j acket joint is m ade by brass or B abbitt met al rings

-

which are forced into pl ace by the scre ws the scre ws ab utting ,

ag ainst the i nside of the cylinder he ad T he he ad h as a m a n

'

- .

hole I n F i g 60 is illustrated a for m of pl ai n cylinder

. . .

15 .E X AM P L E — D esign the cy lin d er an d cylinder he ad for -

D P 69 lbs : .

37 2 5 69 + 50 0
T hickness of cylinder he ad -

20 00

inches ( S e aton g ,

37 25 X 69 50 0
T hickness of cylinder he ad fl ange
-
-
at
1 50 0

inches .

T hickness of cylinder X 69 4/

1 52 ( V an B u ren ) . .

D i ameter of bolt circle for the cylind r he ad

-
e -

2 x + 2 x di ameter of the bolt 4 2 inches on the as ,

sumption th at the bolts are abou t 5 inch in di ameter .

T he bolt s sho uld n o t be more th an 6 inches ap a rt I f they .

are inches pitch there will be 2 4 bolts required .

T he s afe tensile strength of the 2 4 bolts must be equ al to

t he m ax imum lo ad on the c y linder he ad or -
,
 C HAPT E R I I .

D E SIG N OF S LI D E -
L
VA VE S .

18 . Ki nd s slide valve regul ates the ad mis

o f V alv e s — A .
-

sion and emission of ste am to an d from the cylinder I n order .

th at it m ay be operated so as to produce the best e ffect ,

the ste am sp ace i n the boiler must be l arge enough to give a

u niform flo w and the communic ating st e am pipe must not b e
,
-

too sm all or long or h ave sh arp bends Val v es are c alled os

, .

c i llat i n g rot ating poppet reciproc ating etc

, , according to their
, , .
,

movem e nt an d form T he pl ane reciproc ating valve is c alled

.
,

the slide v al ve an d is in general use

-
, .

19 . S quare S lid e v a v es
- — l
slide v alve moves over a
. T he -

pl ane surface c alled the va lve s eat T he under side of the valve
-
.

is c alled its f ac e Th e squ are slide v alve has three ports in its
.
-

s e at one at e ach end for the live ste am to enter an d through

, ,

which the ste am is fi n ally emitted as e x h aust an d disch arg d , e

into the central p ass age c alled the e x h aust port T h e mo v e -

.

ment of the v alve is controlled by an eccen tri c T his is a disk .

set eccentric to the sh aft on which it is secured T he t/zrow of .

tlze qc cen tri c is the dist ance bet ween the centre of the s haft an d
centre of the eccentric T he thro w is usu ally equ al to one
.

32
 DE S I GN OF S LI DE VA L VE S .
33

h alf th e t r avel of the v alve The eccentric is e q u ivalent to a .

crank whose arm is equ al to the thro w .

A v al ve is without ste am or e x h aust lap when i t b arely -

c overs the ste am ports when in m i d position so th at the l eas t

-
,

m otion in either direction w ill adm it ste am to one end of the

cylin d er an d e x h aust it from the other L ap is the projection .

of the v alve beyond the ports when in m id position as is ,

sho wn by dotted lines in F i g 2 1 O utside lap as indic ated . .

,

by the dotted lines A an d B is c alle d s team lap ; while the ,

-

inside lap C an d D is calle d ex ltaus t lap

, ,
-
.

I f the piston be at the end of its stroke and the v alve be ,

as sho wn by the full lines in F i g 2 1 if the v alve be with .

out ste am or e x h aust lap and in mi d position ) and the e cce n

-
, ,

tric be f astened to the sh aft there will be an angle of 90 b e ,

°

tween the eccentric an d crank an d the v alve will be c alle d a ,

s qua re valve .

With a squ are v alve the ste am is admitted and e x h auste d

throughout the e n tire stroke ( provided the valve s travel ’

equ als t wice the thro w of the e cce n tric) When the piston .

moves from one end of the cylinder to the other the v alve ,

moves ahead of the piston from mid position to the end of

, ,

the valve stroke an d b ack again to mid The eccentric is set

, .

ahe ad of the crank .

When the piston is at the end of its stroke the piston rod ,
-
,

connecting rod an d crank are in a straight line the e ngine is

-
, ,

said to be on its cen tre an d the crank pin is at a d ead poi nt

,
- -
.

2 0 E x pan s i on S li d e v alv e
.
— T o m ake the v alve cut o il
-
.

the admi s sion of ste am to the cylinder befo re the engine is on

its centre we must lengthen the v alve on the ste am side i e
, , . .
,

ad d ste am lap as sho wn by the d otte d lines A an d B in F i g 2 1

-
. .

I f we do not n ow set the eccentric more th an 90 ahe ad of the

°

crank we sh all h ave the piston traversing a p art of its stroke

,

before ste am is admitted to drive it T o correct this fault we .

must move the eccentric still farther ahe ad of the crank ,

through an angle whose sine multiplied by the thro w of the

eccentric equ als the steam lap added T his is sho wn in F i g 2 2-
. . .

I n the fi gure 0 is the centre of the sh aft OR the crank

, , ,
34 S TE A I I I -E I VG I I VE D E S I G IV .

OP th e e cce n tric arm , Q OR an d ste am lap

PQ -
.

H ence P Q PO sin RO Q thro w of eccentric X sin P OQ .

P OQ is c alled the a ng le o l
f p
a .

Fi g 22 . .

W hen the crank eccentric are as shown in the fi gu re

and ,

the e x h aust po rt is O pen a dist ance equ al to the width of

-

ste am lap added I f we m ake the e x h aust lap ( C an d D in

-
.
-

F i g 2 1 ) equ al to the ste am lap ste am will b e admitted to one

.
-
,

end of the cylinder and e x h aust from the other end at the
beginning of the stroke I n this c as e the valve will be as
.

sh own in F ig 2 3 . .

F i g 23,
i
.

I f we h ave gi ven the squ are valve sho wn in F i g 2 1 en ough , .

,

lap to cut o ? at s ay one h alf stroke an d the v alve h as the

f
, ,
-
,

s ame ste am an d e x h aust lap as sho wn in F ig 2 3 we will al s o

-
.
,

cut o ff the e x h aust at h alf stroke an d the pent up st am ,

-
e

ahe ad of the piston will ac t as a seriously ret ardi n g forc e .

H ence it will not d o to h ave the ste am an d e h aust lap equ al x -

.

I f the e x h aust is l ess th an the ste am lap the e x h au s t port will - -

not be close d till some time after the admission of live ste am
is cut o fl .
 DE S I GN OF S L I DE VA L VE S .
35

is the dist ance the piston is from the en d of its stroke

L ead
when the ste am v alve opens for admission ; or it is the angle
-

t hrough which the eccentric h as been set ahe ad to accomplish

this ; or loosely spe aking it is the width of port openi n g when
, ,

the engine is 0 11 its centre .

W hen a v alve has lap an d le ad the angle bet ween the c c

c entric an d crank is 90 angle due to lap angle due to
°

lead T he e fle c t of lead i s to admit ste am before the l ast

.

stroke of the piston is completed i e to open the port e arlier , .

an d close it e arlier T h e r atio an d work of e x p an

. sion of ste am
are incre ased L e ad does not ch ange the width of port open
.

i n g but affects the time of such ope n ing

, I f a v alve h ave .

ste am lap added the throw of the eccentric must be incre ased
-
, ,

i e the travel of the v alve m ust b e incre as e d to preserve the

. .
, ,

s ame port opening H ence .

Tla w n of eccen tri c S tea m lap S tea m port open i ng - -

.

Travel of value Tw i ce tlt e t/zrow of the ec centri c .

Z e n n e r s D i ag ram for a S q uare V al v e —A s ani n tro

’
21 . .

d uction to Z e un e r s metho d of an aly z i n g the action of the

’

Fi g 24 0
.

sl id e valve we will as sume th at the valv e fac e p arallel to the

-
,

ax is of the cylinder th at the connecting an d eccentric rods

,
36 S TE A I ll E N
-
GI N E DE S I GN .

are so long th at the influence of angul arity is removed an d ,

th at for a squ are sli d e valve the an gle bet ween the crank an d
-

e ccentric is

I n F i g 2 4 we w ill represent the crank orbit by the circle

.

of radius OA an d the eccen tric orbit by the circle of radius

OB the sc ale being the s ame in e ach
, T h e de ad centre .
-

poi n ts for the crank pin are A and A AA is the stroke of

-

the engine and OB the thro w of the eccentric W hen the

, .

c rank is at OA the eccentric arm i s at OB or 90 in advance °

.
,

A s the crank moves through the angle m arked o the centre c ,

of th e eccentric moves from B to B N eglecting angul arity

’
.

of rods t he piston h as moved from the end of its stroke

,

through a dist ance A D an d the v alve h as moved from m id ,

position a d ist ance OE Th e piston h as the n move d through

.

a dist ance

AD X v ersin an,

an d the valve moved from mid position through

has

OE T hro w of eccentric x sin co .

When the piston h as co mpleted h alf its stroke i e when th e , . .

,

crank pin is at A the valve h as m oved through a dist ance

-

i e through a dist ance equ al to the thro w of the e c c e n

”
OB ,
. .
,

tric an d the valve port is wide open When the crank pin ar
,
-
.
-

rives at A the eccentric centre is at B

”
an d the v alve is in

m id position with the ste am ports closed -

.

F o r convenience in m aking a v alve di agram the s ame cir

c um fe re n c e is used for the locus of both the crank pin an d -

eccentric ce n tre D i fferent sc ales are used as shown in F i g 2 5

.
, . .

A s before when the piston moves from A to D the centre of

,

the squ are v alve moves from O to E D escribe a valve c i rcle .

on OB ( the thro w of the e c centric ) as a di ameter W hen t he , .

sh aft turns through an angle o the v alve circle is moved to t

,

T h e v alve h as moved th rough OE E is the point

’
OE B O . .

in which the line 0 cut s the v alve circle T h e tri angle .

OE D is right bec ause inscribe d in a semi circum ference

,
T he -
.

tri ang le s OG E an d B YO are also right simil ar and equ al , , .

 DE SI GN OF S L I DE VA L VE S .
37

VVh ence OE dist ance through which the valve has

OY=
moved fro m mid position H ence we n e ed not draw the v alv e
.

circle i n the position OE B O for the travel c an be me asured ’

,

on ar d ius vector O Y W e obse rve th at O Y is

. t a ngent to the
v alve circle 0 and th at the crank position when the v alv e
,

is at mid is 0A or OA H ence wlzen tlze valve i s i n mi d pos i

ti on tlze pos i ti on of the c ra n k i s d eterm i ned b
y d ra w i n
g a ta n

g e nt t/t rong le O to tlze valve c i rcle .

22 . Z en n e r s D i agram C ons i d e ri n g L ap
’
an d L e ad —If .

the ste am lap ad ded to the valve is OD i n F i g 2 6 ( on the sc ale

-
.
,

th at OB equ als the thro w of the eccentric ) the eccentric must ,

be slipped ahe ad through the angle B OO in ord er th at the

ste am port may O pen at the commencement of stroke I n this
-
.

c as e the an gle bet ween the crank at OA and the eccentric arm
at O Q is 90 + the angle B O Q I f we give le ad to the v alve
°
.
,

the ste am port m ust be p artly uncovered when the cran k pi n

- -

i s at the de ad centr A W e must slip the eccentric still far

-
e .

ther ahe ad from OQ to OE T he angle bet ween the cr ank and .

eccentric is 90 B OE T he angle B OE is c alled the angul ar

°
.

adv ance of the eccentric an d is represented by 6 O f course

, .

we h ave assumed the v alve f ace an d ax is of the cylinder to be

p arallel for othe rwise the ang ul ar advance 6 will be l arger or
,

sm aller according to the directio n in which they are inclined

, ,

an d to whether the v alve is above or belo w the cylinder .

We observe th at when the engine is on its centre the ste am

3 8 S TE A M E N -
GI N E DE S I GN .

p ort is open a dist a nce D E ( which is often in accu rately c alled

the ste am le ad see p age 34 ) 3 r

-
\

,
'

W ith 0 as a centre and a radius equ al to the lap OD draw ,

the arc D M I R I t is evident th at the port will never be un

.

covered unles s the thro w o f the eccentric is gre ate r t h an the

lap .S ince OE is the thro w of the eccentric an d this is equ al ,

to the steam lap the ste am port opening ( see

- -
the vec

Fi g 26 . .

to ri al intercepts bet ween the art s D M I R and E N E QR me as

ure the w idth of port open ings for corresponding crank positions .

H ence the port has its m ax imum opening when the crank is at
OE In
. 2 1 F i g 2 5 it was sho wn th at when the cr ank moved
,
.
,

through an angle co an d the valve circle rem aine d st ation ary

, ,

the corresponding movement of the v alve O Y is the radius

vector of the valve circle for th at position o f the crank H ence .
,

in F i g 2 6 when the valve has lap an d le ad an d the crank is at

.
,

OA
”
the engine is on its centre and the width of port open
'

i n g is D E A s the crank moves through an to OL the width of

.

port opening i n cre ases to JUN When the crank is at OE the

.

port is wide O pen as before st ated T he r adius OE represents

, .
40 S TE A M -E N GI N E DE S I G IV .

AD sc ale for the ecc entric o rb it i s H B

f
4 t ; . the 3 i n ; .

a nd the sc ale for pre s sure s 4 5 lbs 1 inch , . .

T h e ste am enters at c rank position OA an d closes at 3 strok e , ,

o r OC therefore the st eam po rt is wide open whe n the crank

-

Fi g 27
. . x

'
l

is mi d way bet ween A an d C or at OB OB is the valve , . .

circle 0 6 is the ste am lap

,
OH an d H E is the 3 i n
-
,
-
.

s te am port width
-
given O n the sc ale th at E H .
3 i n .
,

the lap OH 5 in T h e th r
:o w of the e.ccentric is ( OH
HB 8 in The e x h aus t val ve closes when the c ra nk is at
.
-

OF or 1 2 in from the e n d of the s troke compre s s ing ste am of

,
.
,

A
2

) 4 lbs press ure to

.

(
4 X
i f 16

1
pound s
 DE S I GN OE S L I DE .
VA L VE S .
4 1

ON is the exhau s t lap -

port open s for ex h aus t
2 in . T he
whe n the cran k is at OF
or 1 in from t he end of t he s trok e
’
, .
.

E X A M P L E 2 D raw valve an d indic ator di agrams from the

.
,

d at a given in E x ample 1 when the lap rem ains the s am e and

, ,

F i g 28
. .

the eccentric has slippe d , fi rst , a head an d second backward

,
O
30

F i rs t Cas e , or when the eccentric has slipped ahe ad

4 2 S TE AM -E N GI N E DE S I GN .

S te am i s d mi tted whe n the c rank i s at OA F i g 2 8 an d the

n ow a , .
,

le ad li n e WZ R i s t rac e d i n the upper i nd i cat o r d iagram W h e n - .

t he crank is at OB th e s team port is wi de o e n ; an d when at 0 C

p
-

the steam is c ut o ff g ivi n g t he ad m i s s ion line R Q

, T h e e x h a us t .

opens whe n the cran k is at OF gi vin gthe e x pan sion line Q T ’

, .

T h e rele ase line Tn U i s d rawn while the crank moves from

OF to OD A t crank pos it i on OF the e x h aust ste am is c ut
’
.

o ff le aving the
, vacuu m line U V A s the crank moves .

forward to OA the compre s s io n line V W is t raced S te am i s .

then re admitted to the cylinder The s t e am an d e x h au t lap . s -

are the s am e as in F i g 2 7 S team le ad is the d ist an ce y i e

. . x , . .
,

the pisto n is at th at dist ance from the e n d of the stroke wh en

ste am is admitt ed S imil arly the e x h aust le ad i s D
.
,

S econd Cas e or when the eccentric has slippe d b ack ward

,

— T his is represented by the dotted v alve circles an d t he lower

j

indic ator d i agram A fter the piston has completed a dist anc e
- .

x y of its st roke with a n eg ati ve steam le ad of x y ) th e ,

c r ank is at OA and ste am is adm itted T he v alve port i s .

-

wide open for admi s sio n when the crank is at OB an d closed , ,

when the crank is at OC T he admission line R Q is traced

'
.
,

E x p ansion n ow begi ns an d continues to the end of the strok e ,

giving the e x p ansion line Q S T he e x h aust port is still

’
-

closed and as the piston m akes its retu rn stroke the ste am
, , ,

inste ad of being rele ased is compressed in the e x p an sion cu rve ,

to T when the e x h aust port is opened an d rele ase begins T he

’
,
-
, .

crank is no w at A s the piston continues to move there is

a rapid fall in the b ack pressure until the resist ance is reduce d

to 4 pou nds giving the rele ase line T U T he vacuum line

,
’ ’
.

U V i s then trace d T h e e x h aust is cut o ff when the crank

'
.

arrives at OF an d compression begins an d continues for the

, ,

rem ai nd er of the stroke giving the compression cu rve V W ,

’

S te am not being admitted the piston st arts on another s trok e ,

with a driving force represente d by the curve I V V \Vhe n

’ ’
.

the crank h as s wept through 30 to OA t he l ive ste am enters °

,

an d the oper ations j ust described are repe ated .

E X AM P L E 3 D irect acti n g engine of 3 ft stroke piston are a

.
- .
,

10 0 0 sq i n ; cle arance 3 , of stroke displ acement

. .
1
,
initi al
 DE S I GN OF S LI DE VA L VE S .
43

pre s s u re of ste am is 30 lbs absol ute ; b ack pressure 4 lbs .

, .

absolute ; revolutions of crank 60 per m in ; length of e ach ,

.

valve port 30 inches ; connecting rod 6 ft long N egl e c t

-
,
-
, . .

angul arity of eccentric rods ; ste am is ad mitted when the piston -

is } in from either end of stroke ; compression begins when

4
.

the piston is 1 2 in fro m e n d of either stroke ; ste am is cut o ff

.

as the s troke from the outer end of the cylinder h as been two

thirds completed D raw valve and indic ator d i agrams ; fi n d

.

point of cut o ff on the other stroke ; the ste am an d e x h aust lap

- -

of the valve at e ach e nd ; an d sketch a double po rted slide -

valve to satisfy thes e conditions .

F rom 1 7 the tot al are a of port opening at e a ch e n d of -

the cylinder is
__ A V
a 60 sq in
. .

Z!
‘

The e of e ch of the po ts for the double ported valve i s 30

ar a a r -

sq in S ince the length of e ach port is 30 inches the width

. .
,

of e ach sep arate ste am port is 1 inch an d the e x h aust port is -

,
-

(2 ( 1 1 ) z

) 3 inches wide .

S ince a double port ed v alve is a de v ice to s ave sp ace an d

-

to reduce its travel we m ay s ay th at it is equiv alent t o two ,

equ al simple v alves of the s ame stroke e ach h avin g one h alf of ,

the tot al port O pening F i g 2 9 illustrates this e x ample T he

-
. . .

upper p art of this fi gure is a line sketch of the given engine .

I n the v alve d i agram A a n d C are l aid o ff i in from ends of

’
-
.
,

stroke W ith a centre o n C A prod uced draw an arc A A

.
’ ’
,
’

wit h a r adius equ al to the l ngth of the connecting rod 6 ft e -

, .

T hen OA is the crank position for adm iss ion at the outer end .

L ay O ff x B equ al to t wo thirds of the stroke an d s weep in the

’
,

T hen OB is the crank position for the cut o ff from

’
ac B .
-

the o uter end 0 6 is the crank position when the port is wide
.

O pen for admission H O is the required ste am lap for the outer
.
-

e n d of the v alve O n the sc ale th at G H is 1 in ( the w idth of

. .

port o pening) H 0 is
- i n an d the thro w of the eccentric is
, .
,

1 i n w hich is also the h alf travel of the v alve .

,
-
.
44 S TE A M -E N GI N E DE SI GN .

S i nc ecom p res s i o n beg in s at 1 2 i n from the e n d o f the s troke

.
,

lay o ff the distanc e qu al to x F sweep i n the arc F F draw

’ ’
e , ,

crank position OF an d t he outer e x haust lap circle of radius y O

,
-
.

T hen the rele ase b e gin s when the crank is at OE an d the pisto n ,

has completed the port io n x E of i ts stroke T h e dotted i n di ca .

Fi g 29 . .

tor d i agram is for the stroke fro m the out e r end of t h e cylinder
-
.

S imil arly the oth r indic ator c ard is determi n ed as sho wn by

e -

the full lines We h ave the follo wing m e asure m e nts

.

E h aust lap at the out r end of th v alve

x - e e in .
= yO;
S te am lap at the outer end of t h v alv e
- e in . HO;
 DE S I GN OF S LI DE VA L VE S .
45

v S te am lap at the inner end of the v alve

-
in KO ; .

E x h aust lap at the inner end of the v alve

-
in HO; .

P oint of cut o ff for stroke from inner end

-
2 0 in .

F i g 30 is a sk e tch fro m S e aton s M anual of M ari ne

’

.
,

i eeri ng o f th i s v alv e
g n ,
.

Fi g 30
. .

E X AM P L E
4 F i g 3
. 1 is a sketch
. of a v alve in use T h e stroke .

of the p i ston is 36 i n ; thro w of the eccentric , 3 in length of

. .

the connecting rod , 72 i n ; cle arance 11, of the stroke d ispl ace
-
. .
-

Fi g 3l.
.

ment ; the ste am port is open 1 in when the engine is on either

-
.

ce ntre initi al absolute pressure of ste am 4 5 lbs per squ are inch , .

an d the b ack press u re 4 lbs R equired the point of cut o ff

, .
-

for e ach stroke position of the piston when the ste am port
,
-
 S TE A llI E I VG I N E
-
DE SI GN .

o pe ns an d close s , an d the position of th e pist on when the ex

h aust be gins .

I n F igdraw the steam an d e x h aus t lap c i rc l es

.
3 ,
2 A, -

with rad ii of I } an d 1 in respectively as given in F i g 3 1 .

, . .

T hen lay o ff from x and y a dist ance of l in ( to the sc ale th at .

OB 3 inches the given thro w of the eccentric

, ) for the po r t
opening when the engine is on its centres E rect pe rpe n d i c u .

l ars at B an d H ; an d loc ate B an d H ; the positions for the

’ ’

c r ank pin when the port is wide o p

-
en D raw the v alve d i a .
-

grams an d the positions of the crank as m arked W ith r adius .

of 72 i n the length of the connecting rod s we ep in the arcs

.
,
-
,

sho wn an d ascert ain the corresponding positions of the pis

,

ton F rom the fi gure ac 24 j a

.
g i an d dg , ,
’ ’

7 5
. in .

Fi g 32, A
. .

23 . T he A l l I t was sho wn in the prece d ing

len V a ve — .

s ections th at the tr avel of the v alve is ch anged as the cut o f

f is -

m ad e e arlier i e we must h ave a longer throw of eccentric for

,
. .
,

an e a rlier cu t off T hi s incre ase

- in thro w .necessit ates an i n

cre as e i n len gth of eccentric rods for otherwis e th e prej u d ici al -

,
4 8 S TE A M E N -
GI N E DE S I GN .

A llen valve sho wn in F i g 32 B is a device to re me d y these

,
*
.
, ,

obj ection able fe atures of the simple valve Wi t/t i t tlze s team .

rt i s op ened s oon er rema i ns op en long er a nd i s clos ed more ui ck l

p o , q y ,

tha n wi t/z t/ze s i mp le s li d e R eferring to the fi gure the port .

,

x x ,
c alled the au x ili ary port is used as a ste am port an d never ,
-
,

as an e x h aust port S te am is ad mitted to the m ain port A

-
.

through x x an d the e d ge y of the valve as indic ated by the ,

arro ws whenever the v alve h as moved from m id position

,
-

to wards B .

Whe n the crank is at the de ad cent re the v alve h as moved -

from mid position so th at the edge y of the v alve is over the

-

outer edge of the m ain port A and ste am is abo ut to be ad ,

m i tte d to A through x x an d the edge y When the eccentric i s .

at its de ad centre the v alve is at the e n d of its travel an d t h e

-
, ,

port is open its m ax imum I n this l atter position the port is still .

covered by the dist ance equ al to ab so th at the e ffective width ,

of port is A or B reduced by the width ab T he ste am lap is

, .
-

the di s t ance from the outer edge of the valve to the inner edge
of the au x ili ary port as sho w n in the fi gu re When the v alve
, .

moves s ay to wards B from mid position through this dist ance

, ,
-
,

the admission of ste am to A begins simult an eously through x x

and the edge y of th e v alve W hen the valve h as moved so .

th at the inner edges of the au x ili ary an d m ain po rts are coin
c i d e n t the port is O pen its m ax im um dist ance
,
I f the v alve .

is not yet at the e n d of its tr avel the au x ili ary port x x is ,

p artly or wholly close d while the open ing at the e n d of the ,

valve at y is correspondingly incre ased so th at the m ax imum ,

width of opening for A is not ch anged T he v alve n o w re .

verses its direction of motion an d begins to move to cut o ff ,

the admission of ste am T he port begins to close af ter the .

inner edges of the m ain an d au x ili ary po rts are coincident and ,

co n tinues to do so until the edge y coincides w ith the outer

e d ge of A when ste am is cut o ff The thickness of the met al
,
.

at b or y is m ade no gre ater th an is requi re d for strengt h .

T he e x h aust fe atures of the A llen v alve are identic al with

Th e d raw ngi was ma d e by th e Ba ld wi n L oc o mo t iv W k

e or s , P hil ad lphi a e , Pa .
 DE S I GN OF S LI D E VA L VE S .
49

those of a simple sli d e The di agrams . are lso simil ar to

a

those for the simple valve as illustrated ,

'

in the l ast section .

The v alve ge ar 15 d escribe d 1n 2 9

- .
h

T h e G o z e n b ac h
24 . or G ri d i ron 1
V alve A -
V ari ab le
C ut offi I n C h apter I I I
-— is m anner in . sho wn the which the
slide e x pansion valve may be m ade a vari able cut o ff T his is
- - .

accomplishe d by r ed ucing the stroke of the v alve by a link ge ar -

or othe rwise I n e ach c ase cutting o fl the admission of ste am

'

by reducing the travel of the v alve results in also cutti n g o ff

the e x h aust and hence incre asing the me an tot al b ack pressure
, .

This m ay become e x cessive I t is more economic al to use an .

i nd ependent cu t o ff valve when the ratio of ex pansion is to

-

e x ceed two A s the lap is incre ased in an ordin ary v alve the
.

ratio of e x p ansion is also incre ased T his fact is t aken ad van .

t age of in the gridiron valve and with it any amount of lap c an

-
,

be added at ple asure .

T he gri d iron v alve ge ar is composed of two v alves one for

- —

regul ating the e x pansion and the other for controlling t he le ad ,

an d e x h aust fe atures T he former is the ex pans i on an d the

.

l atter the d i s tri buti ng valve I n F i g 33 is a longitudin al sec . .

F i g 33
. .

t ion of this valve ( see also F ig D is the distributing v al v e . -

E is the e x p ansion v alve in a sep arate ste am chest ; a a an

- -
, , ,

th e ex p an s ion v alve ports through which the ste am p asses to

-

the m ain or distributin g val v e chest ; A an d B are valve stems ;

-

b is a port simil ar to a but worked by the t ail or p ass over , ,

-

valve T so th at in c ase the e ngine is s topped with the port s

,

4 ,
a closed the port 6 may be open e d by han d and thus admit
, ,

s te am into the dis t ributing ches t -

.
50 S TE A M E VOL VE -
DE S I GN .

E ch v alve is worked by its o wn eccentric I n c ase the

a .

e n gine is to be rever ed the re v ersing gear i s att ached to the

s ,

distributing valve T he e x p ansion v al v m ay be m ade to cut

-
.
-
e

o ff t h e admission bet we e n almo t a n y desired limits or it c a n s ,

be thro wn o ut of use e ntirely so th at the e ngine will be con ,

trolled by the distri bu ting valve only -

.

I n the simple slide v al v e mo t io n t h e ports are grad u ally

-

opened an d closed so th at there is m ore or le s s wire d raw

,
“ -

ing of the ste am T his is p a rtly remedied by the gridiron

"
.

valve as the combined are a of all the ports

,
a is gre ater ,

t h an t h at of the m ain port a or 2 a > a , ,

.

F i g 34 sho w the e x p an ion v al v i n m id position

. s On s -
e -
.

F i g 34 .
.

p age 38 5 wa u s e d to de not e the dist ance the v alve had

, s

moved from its m id position by a crank mo v e ment c L e t 5

-
o .
,

represent th e same for th e e x pansio n valve T his is sho wn in -

.

F ig 35
. D enoting by a the width of the e x p ansion port open
.
,
-

F i g 35
. .

i ng, we h ave
+ 0

where the h lf di fference in width bet wee n the opening

e, a -

in the e x p ansion valve and its port whence

-

_ g
eo + ao o
°

H ere const ants

e, an d a, are , an d 5 m ay
,
vary with the travel
of the e x pansion v alve -
.
 DE S I GA '
OF S L I DE VA L VE S .

6 .
F i g 36 OB i s the crank
I n . position for the engine on its
,

a" c entre T h e e x p ansion v alve s

.
- eccentric is at OD or 90 from
'

,
°

D raw a v alve circle as sho wn S ince the e x p ansion valve

2: OB - -
. .

f r
‘

in this position of the eccentri c has no lap or le ad an d henc e ,

no angul ar adv ance OD will represe n t the total wi d t/i of port

,

open i ng in the e x p ansi o n v alve se at T h e e x p ansion v alve is in

-
.
-

t he position sho wn in F i g 34 A s the crank moves through the . .

a ngle co the centre of the e x p ansion v alve move s through a dis

,
-

t ance OP g B y reference to the end of 2 1 it will be seen

:
,

th at the crank position when the e x p ansion v alve is in mid posi

,
- -

tion is determined by drawing a t an gent to its valve circle

,
-

9 0 from°
its line of eccentricity ) D escribe the circumference Q .
,

Q Q etc wi th a radius a
, , ,
.
, e T hen since OP 5 o ,

QP = O Q
so th at we h ave at once the width of O pening of the e x p ansion
v alve port a for the n e w cr ank position O Q
,
.

When the crank is at OQ” 5 OQ a e so t h at , , ,

a,
o an d the e x p ansion valve port is closed A s the crank
,
-
.

moved from OQ to OQ the e x p ansion ports were open an d

,
-
,

s te am was given to the distributi n g v alve chest -

.
 S TE A M E A G L VE DE S I C
'

-
.

D es c ri b e th e c i rcum e e n cf r e wi th a radi us e, ; then

S , Q ,
O Q, 05, a,

an d t he ex pans ion valve port i -

c rank posi t io n ss w id e open b e t ween
\Ve no w s e e the n ecessity for h avi n g t he open
'
OQ an d O Q
, l

i n g g re ate r i n the e x p an s ion v alv e th an i n i ts se at T h e e ffect

-
.

is to ad m it ste am e arlier an d cut it o ff later for the same trave l

of the v alve .

F i g 3 7 is to illust ra te the e ff ect of giving an gul ar adv anc e

.

to the e x p ansio n valve s eccent ric T he distributing val v e s

-
'
. -
’

eccentric al ways m akes an angle of 9 0 + 6 with the crank °

while th e eccent ri c for the e x p ansion v alve m akes an angle of -

9 0
°
6 i e,
the e x pan sion ecce n tri c h as a n eg a ti ve angul ar
. .
,

ad vance eq ual to 6 T h i s n e gative advan c e is giv e n to del ay

,

the opening and clos i ng of the e x pansion v alve s po rts where as -

’

the positive angul ar advance given to the distributi n valve s g -

’

eccentric is for h astening the opening and closing o f the dis

tributing ports I n the fi gu re the e x pan s ion valve admit s
-
.
-

s te am to the distributing v al v e ch st b et ween t he crank posi -

e

tion s OQ an d O Q F rom OQ to O Q the e x pan sion port s ”

'

. -
, ,
 DE SI GN OF S L I DE VA L VE S .

are un c overéd e x p ansion valve i s in m id position wh e n

. The - -

the crank i s at OA or t ange n t to the v alve circle H ad the

‘

,
-
.

e x p ansion v alv e s adv ance been 6 0 the v alve circle would

’
- -
, ,

h ave assume d the dotted position an d the admission an d cut o ff ,

-

fo r the e x p ansion valve would h ave been e arlier - .

We h ave as s umed in the foregoing th at the dist ance b e

t ween the e x pansion v alve s ports is su ffi cient for the travel o f -
’

the v alve H ad th at dist ance been less th an the h alf travel of

’

.
-

the v alve the e x p an sion ports would again h ave opene d for -

admission before the d istributing v alve could h ave close d its -

ports T his is illustrated in the b acking di agram of E x am

.

ple 4 of g2 5 ( F i g . .

F rom F i g 36 it is e vident th at the e ff ect of reducing the

.

travel of the v alve is to admit ste am e arlier an d cut it o ff l ater ,

so th at the e x p ansion ports rem ain open an d the engine is con -

,

troll ed by the distributing valve T his oc c urs when the h alf -

.

travel is a e H ence the e arliest point of cut o ff w ith the

, ,
-

e x p ansion valve is when the stroke i gre atest and tng lgnge s t s

W
-
,

S
w
tm k e “ e

m , an d

A
the shortest stro e epends upon the idth of the
lso if the e p nsion v lve is in its h lf tr vel is
d w
p9 3; x a a us e , a a
- -
,

al ways gre ater th an a e T h e point of cut o ff is therefore , ,

-
, ,

depe n dent upon the travel of the valve an d a ch ange in this ,

m akes a v ari able cut off of the gridiron v alve -

-
.

The mech anism employed for oper ating the e x p ansion v alve -

i s sho wn in F i g 38 E is the e x p ansion eccentric k eyed at a

. .

fi x ed ang ul ar adv ance to the sh aft C M otion is communic ated .

to the rock sh aft OH L by me ans of the eccentric rod F A is

- -
.

the link block at the end of the v alve rod B I t is evident

- -
.

th at the revolution of the sh af t does not imp art motion to the

lo wer point of the slot L an d th at the upper point of the slot ,

has a motion proportion al to t wice the thro w of the eccentric .

When the link block is at the lo wer e n d of the link the e x pan
-

sion v alve has no motion an d the engine is controlled by the

-
,

distrib uting v alve T h e motion of the v alve for a position of

-
.

the link block intermedi ate bet wee n the top an d bottom of the
-

link slot is vari able When the block is at the upper end the
-
.
54 S TE A M E N -
GI N E DE S I GN .

valve has its m ax imum travel The link is grad uat ed by t ri al .

,

an d the block m ay be set at any desired point by the mech an ,

Fi g 38 . .

ism 5 so th at the e x p ansion valve is re adily adj usted even

,
-

while the engine is running *

.

2 5 P rob l e m s o n th e G oz e n b ac h or G ri di ro n V al v e
. .

E X A M P L E 1 F ind the lim its of cut o ff by the e x p an s ion v alve

.
- -

when the width of e ach e x p ansion port is inches ; width -

bet ween e x p ansion blocks 2 inches - the width of port

opening in the e x p ansion v alve c asting) ; the e x p ansion v alve s
- -
’

eccentric is 90 from the crank with a thro w of 3 inches ; an d

°
,

the distributing valve cuts o ff at t wo thirds stroke N eglect

- -
.

angul arity of rods .

I n F i g 39 describe the circle j K Q T with a r ad i us equ al

.

—»
2 L 5 in to convenient sc le
j I f an y . a .

Th e ill u trati
s on is f ro m S e n n e tt s
'
I ll a ; i n c E n
g i n eeri n
g .
56 S TE A M -E N GI N E DE S I GN .

W i ll th e e n gi n e ru n equ ally well forward an d b ackward F l 41

.

39
L ay equ al to
o ff B OE an d d e sc ribe the dotted c ircum

fe re n c e s W he n the en gine is going ahe ad the e arliest point

.

o f cut o ff by the e x p ansion v alve is for crank position OP

- or -
,

at stroke T h e l atest poin t is at two thirds stroke whe n

.
-

the m ain or distribution v alve cuts o ff ste am W he n the .

engine is b acking the e x p ansion val v e ad m its ste am to the d i s

,
-

t ributi n g chest at crank position OP an d cuts it o ff at c rank

-
,

position O U or almost at the commen c ement of the stroke

, .

H ence we c annot run the engine as well b acking as in going

a he ad with this setting
, .

E X A M P L E 3 T h e e x p ansion v alve opens when the crank h as

.
-

p a ssed 1 5 beyond °
the de ad point a n d cuts o f
f a t h alf stroke -
,
-
.

S e t the ex p ansion valve s eccentric so th at the v alve will O pe n

’
-

Fi g 4 0
. .

15
°
he ad of the d e ad point F ind the point of cut o ff by th e
a -
.
-

e x p ansion v al v e an d the angle bet ween its eccentric an d the

,

crank ( F ig . .

OC is 1 5 from OA W hen the crank is at 0 C ste am is ad

°
.
 D E S / 0 1V OF S L I DE VA L VE S .
S7

m i tte d by the e x pansion valve an d cut o ff when the position

-
,

OD is re ached H ence when the crank was m id way bet ween

.
,

OC an d OD or at OP the e x p ansion v alve ports were wide

, ,
-

o pen T herefore dr aw the e x p ansion v alve circle OF on a di

.
-

a m e te r perpendicul ar to OP S weep in the circum ference

.

its radius will be a e S ince C OD is ( 90

,
15 ,

D OP is 37 30 an d equ al to B OF the angle bet ween the

° '

c r ank an d the e x p ansion v alve s eccentric W hen O C is moved

-
’

back through ( 1 5 + 1 5 30 to OH O F i s moved to

°
OG an d , ,

the f ull li n e circles n o w become the d otted v alve c ircles I n

- -
.

the second c ase the angle bet ween the crank an d ecce ntric is
°

( 37 3 0
’

3 0 6 7
°
an d the e x p °
ansion v alve cuts o f
f at -

c r ank position OE .

E X A M P L E 4 G iven the dimensions in the sketch at the top of

.

F i g 4 1 ; th at the angle bet ween the e x p ansion eccentric an d

.

th e cr ank is 75 th at the distributing valve closes its port at

°
-

thre e fou rths stroke ; fi n d the thro w of th e e x pan s ion eccentric ,

 S TE A .ll E N GI N E D E 5 1G I V .

an d the le ast and gre atest travel of the e x p ansion valve in go -

ing ahead and b acking .

L ay o ff H OD an d draw the e x pansion v alve circl e -

OD .T his must equ al the m ax imum h alf tr a vel of the valve -

,

or inches as seen in the given sketch D raw the circum

,

ference G E M] with a radius a + e in T he n going , ,

.
,

ahe ad the e arliest position of crank for cutting o ff ste am i s

,

OB an d for b acking OP
,
OF is the crank position when the , .

distributing valve c loses its port W ith centre on OD an d cir

-
.

c um fe re n c e p assing through 0 an d G draw the circle OE T hen , .

0 C is the l atest cut o ff limit for going ahe ad S imil arly ON i s

-
.
,

the l atest limit while b acking T he lo wer p art of F i g 4 1 is t he . .

top of an indic ator d i agram whe n the engine is b acking wit h

-

the same travel 2 x OE th at is allo wable while going ahe ad

, , .

T he thro w of the e x p ansion v alve s eccentric is equ al to x y

'
-

in the top fi gure or OD in T he le ast travel of valve

, .

going ahe ad is 2 X OE 3 in; an d in b acking 2 x OK 4 ,

in T he m ax imum travel of the valve is 2 x OD = 5 in

. .

T h e le as t le ngth of the e x p ansion v alve chest in the cle ar is -

I } 1 } 2 } 2 x 5 an a mount for cle arance at the ends .

26 . T he M valve consists of a m am o r
e y e r V alve — . T his
distributing val ve an d an au x ili ary or cut o ff v alve sliding on
,
-

its b ack T he valves are controlled by sep arate fi x ed e c c e n

.
,

tri es of usu ally equ al thro w T he angul ar adv anc of the cut
, , . e

o ff eccentric is ne arly The cut o ff v alv e co n sists of blocks

” -

A d m sep arated at a dist ance which c an be v aried at ple asu re T he .

blocks may be moved rel atively to e ach other so as to thro w

the cut o ff v alve out of use or they m ay be m ade to cover the
-
,

m ain valve po rts so as to prevent ste am being admitted to the

-

cylinder T he dist ance the blocks are ap art i s controlled by a

.

S
right an d left h anded scre w spindle p a sing through them
- -
s .

I n F i g 4 2 d raw the crank orbit an d m ain v alve circles as in

.
-

§ 2 2 L. a y o ff 6 the angul ar adv ance for the cut o ff v alve s -

'

eccentric an d d raw the cut o ff v alve circl e s with a di ameter

,
- -

eq ual to the thro w D enote the radius v e c to 1 {Sf the m ai n

9
.

A
 OF S L I DE VA L VE S .
59
0 B
va lve circle by 6 an d by 5 the radius
-
, ,
v e c to e f the cut o ff -

v alve c ircl e T hen for a crank positio n

-
. OB , 5 OL , and 5,
OB .

I n F i g 4 3, A
. sketches of the two valves in mid
an d B are

position ( the eccentrics being disconnected so th at the v alves i

C:
m ay simult aneously h ave th at position ) . 4
:
L et L the dist ance from the outer edge of the port F t o é
the centre of the m ain v alve a const ant
x = one h alf of the dist ance bet ween cut o ff blocks -

which varies with an y ch ange in the r atio of e x

an i o n
p s ; i s n eve r 0 . Ra f i . 'f “
W e e d .“ “ N H V 1“
1 : length of a cut o ff block ; -

P t ( V a »
gt
S n ‘
‘ ‘ a. 4

a, width of a port in the m ain v alve z 1h w f m im d n o a f fl i w

width of a port in the m ain v alve s se at ;

’
a

y the dist ance bet ween the outer edge of the m ain
port F an d the ne arest edge of a cut o ff block
,
-

when the v alves are as in F i g 4 3 B or F E .

, , .

T hen , L lx
- - The dist ance y ch anges only with x
. T he .

Stu p -

” , lo t
E
‘
‘
N ’
Y e lu e o
f L .
_\
 J
0
F “T ‘ T W‘ k
' m w m

S TE A M E N -
GI N E DE S I GN .

x ratio of e x p ansion v aries directly with any ch ange in th e

v al ue of x T he dist ance x is never z ero
. .

F i g 4 3 C represents the v alves when coupled to their

.
, ,

eccentrics T he m ain v alve has

.

moved through a dist ance 5 the ,

c ut o ff valve through 5 while

-

the dist ance bet ween the cent res

of the two valves is
5 5 , 5
L -l-x
We see also from the fi gu re y

th at the n e w v alue of E F or a , ,

i s equ al to y ( 5 I t is
more conven i ent to me asure
5 5 directly from the draw
,

ing th an to compute its value

by use of the formul a .

0 5°, _v i
a
F i g 44 is a n other method of
.

e x pre s si n g the rel ations of the

p arts in F i g 4 3 C With an .
, .

angul ar ad v ance 6 draw OD , “ ,

a n d the e x p ansion v alve circle -

.

S imil arly draw the m ain v alve

,
Fi g 4 3
circl e OD T h e crank is re pre
. .

sent e d as moved through an angle or to OP ,

then
5 0 = 0 Q, g n — go s ,

an d we h ave
—P
a, z
y Q .

I order to sho w ho w a c an be m e as u red from th e di agram

n , ,

lay o ff from O on the lines repre s enti n g the di ff erent crank

,

p osition s value of 5 , 5 5 as found s W e then h ave ,

.

the points Z Z Z D Z ,T h e di t ance OD is the

, , , , x ,
,
. s ,

m ax im um value of o r t h e gre ate s t dist ance the centres of

the v alves are ap art T hi s v al ue of OD is .

,

- 2
 DE SI GN OF S L I DE - VA L VE S .

The p o int D may also be foun d by constructing the p arallelo

,

gram as s h o wn by the dotted lines in the fi gur e .

T he locu s of Z is a circle Th e value of 5 is n o w found by

.
,

m e asuri n g the rad ius vector of the circle OD correspondi ng ,

-
. Q

to any crank position D raw the circumference

.

e tc .with a radi us L a y S ince a

,
-
L lx a a ,
the - - -
i
,

vectori al intercept bet ween the circum ference of the circle

L l x and the circle of
- -
A t OZ a 0 an d , , , ,

t he port in the m ain v alve is closed an d so rem ai n s till the

,

crank arrives at T he m ain v alve closed at the crank

position OR I f the v alue of L l x is less th an 0 2 the c ut
.
- -
1
 S TE A I lI E N G I I VE
-
DE SI GN .

o ff by the au x ili ary v alve will be e arlier W he n L l x OD .

- -
,”

the engine w ill be entirely controlled by the m ain valve .

I t is usu al in designing to m ake OD coincide with the

, , x

position of t he crank when the m ain val v e closes S ince the .

v alue of L l x fi x es the ratio of e x p ansion and since x is

- -
,

the only vari able an d i s le ast when L l x is gre atest the - -

,

c ut o ff blocks are ne arest e ach other when the ratio of e x pan

-

s ion is le ast T h e blocks m ust be long enough to prevent ad

.

m ission o f ste am from the inner edges ( which is most likely to

o ccur when x is gre atest an d yet short so as to decre as e t he
) , ,

length of the ste am chest l i s al ways (Lgsj g g e d

-
.
,

for the eg rli es t p oi nt of cut o ff -

.

T he construction of the M eyer v alve is given in C h ap

ter I V 7 J .
" " [0 0 r e .

2 7 E x amples o n th e M e y e r V al v e
.
— E X A M P L E 1 G iven . .

th at the m ain valve cuts o ff at three fourths stroke an d has a -

,

Fi g 4 5 . .

A ”N 0

le ad angle of an d a travel of 6 1n th at the gre atest °

dist ance bet ween the centres of the valves is 3 i h ; an d th at .

the width of port a in m ain v alve is I } i n ; fi n d lengt h

, .

of cut o ff blocks the di s t ance bet ween the outer e d ges ( 2 L ) of

-
,

the ports in the m ain val v e the thro w an d position of the cut ,
 J
'

S TE A M - E N GI N E DE SI GN .

p ort opening in the m ain v alve a is 2 i n ; l e n gth of cut o ff

, , ,
.
-

block l is 5} in F in d the e arliest point of cut o ff with thi s

, ,
.
-

v alve ; the n umber of thre ads per inch for the inbo ard scre w
when the outer has 4 so th at s t e am will be cut o ff e x actly at
,

}
1 an d 1 strokes .

I n F i g 46 draw the m ain an d cut o ff v al v e circles as in

.
- -

E x ample 1 C omplete the p arallelogram an d draw the circle

.
,

T h e positions of the crank for stroke are OC and Og ,

an d for stroke 0 a an d Oe I f the block of the cut o ff v alve

,
.
-
,

which regul ates the admission of ste am for crank pos i tions Oa
an d Oc be moved along its ste rn while the crank s weeps
, ,

through a OC it wi ll move through the dist ance

,

on the sc ale th at OD is 2 1 i n ( the h alf travel of the valve) .

- .

S imil arly the other block while the cr an k s weeps throug h

, ,

eO
g w,ill be moved along the stem a dist ance
 D E S I G I V OF S LI DE VA L VE S .

S ince the blocks travel alo n g the v alve spindle as it is turned -

,

an d through unequ al dist ances in c h anging the v alve from cut

ting o ff at to cutting o ff at 5 stroke the follo wing proportion ,

will hold
4 Z_

where 4 number of thre ads to the inch in the outboard

b lock , an d
/
l

the n umber of threads t o the inch in the i n ner block .

F rom the d at a g i g
.

eh L l 53 3 i , while
A 3 n -
.

is me asured to be 2 } in T he di fference ( 33 2 } in is
. .

o n e h alf of the shortes t d ist ance bet ween the blocks T he .

g re atest allo wable dist a nce bet w een them is

2 ( l a, ) z: 2
) 63 in .

I nthe fi gure D O M62) 3 3 in there f o re the e arliest

, ,
.

point of cut o ff is at the commenceme n t of the stroke

-
.

2 8 O n t h e A dj us tm e n t o f t h e M ai n an d G ri d i ron V al v e s
.

of th e U S .S D e s patc h
.
— T he follo wing adj ust m ents were
. .

m ade by P A E ngineer A s a M M attice U S N avy assisted

. . .
,
. .
,

by the author an d are abstracted from t he cruise record of 1 880

, .

T h e D espatc/z had a p air of v e rtic al inverted direct an d , ,

double acting condensing engines with a common three porte d

-
, ,
-

slide an d a gridiron cut o ff v alve T here was a light bal ance

-
.

wheel an d a scre w propeller Th e indic ator di agr ams sho wed an

-
.
-

absence of le ad for either cylinder .

Th e angul ar adv ance of e ach eccentric was determine d by

fi rst putting the cran k an d eccentric on corresponding centres ,

an d then me asuring the angle as m arked by the tell t ale on ,

-

the b al ance T o do this a m ark was m ade on the cross he ad

.
,
-

brasses an d th e guide an d the re ading of the tell t ale noted ; after

,
-

which the engi n e was j acked till the m arks on the cross he ad an d -

gu id e again coincided when the tell t ale on the b al ance was

,
-

noted T he m arks on the b al ance were equ ally dist ant fro m
.

the m ark to be foun d correspo n ding to the position at de ad

,
66 S TE A M E N -
GI N E DE S I GN .

centre The are on the b al ance was bisected and the engin e
.
,

j acked till the mi d dle point was opposite the tell t ale when the -
,

engine was on its centre .

The ecce n tric was pl aced on its de ad point in the s ame way -
,

an d the arc on the b al ance bet ween the de ad points for the -

e ngine an d eccentric was me asured an d comp ared with th e

whole circumference when the angul ar ad vance was determ ined
, .

A s mall le ad was then gi en to the after engine an d an i n

v ,

d i c ato r c ard t aken

-
T his gave a hori z ont al line x y in the com
.

p ression cu rve of F ig 4 7 indic ating th at for the po rtion of

.
,

stroke x y the b ack pressure in the cylinder an d the pressu re of

ste am i n the m ain valve chest were equ al T here was he ard a
- .

t h umping noise at the same time c aused by the m ain v alve ,

being unse ated T he problem t hen was to fi nd h ow far to ad

.

v ance the cut o ff eccentric to admit ste am to the m ain v alve

- -

chest before the cushion pressure was equ al to th at in the

line x y.

D escribe the circle A CB F i g 4 7 with a radius equ al

. , .
,

to the thro w of the cut o ff eccentric L e t this circum -

.

ference also denote the crank pin p ath D raw the cir - .

c um fe re n c e D OE with a radius of 13 inches the width of ,

port in the cut o ff or e x p ansio n valve se at A B is the li n e

-
,
-
.

of centres an d p arallel to the v alve face L ay o ff the arc

,
.

B C equ al to t h e me asured angl e bet ween the crank an d cut

o ff eccentric D r aw the v alve circles OC a n d OC O C is
’
-
. .

the positio n of the crank when the cut o ff valve h as its gre atest -

thro w in one direction 0 6 is the po s ition of the crank when

.

the ste am is cut o ff an d OH is the position when the cut o ff

,
-

v alve admits ste am to the m ain v alve chest the cut o ff link -
,
-

being in f ull ge ar .

We fi n d from the indic ator c ard th at when the v al v e is i n-

short ge ar the m ai n valve is uns at e d when the pi ton is a d is e s

t ance x y from the end of its stroke O l! is th e n the l ate t . i s

point at which it is allo wable for the cut o ff v alve to O pen -

.

H e nce it is nec e ss ary to advance th e eccentric through the

an gle H 0 111 .

H aving arranged th e cut o ff mech anism so as to prevent the

-
 DE S I GN OF S L I DE VA L VE S .

liftingof the m ain v alve the engines will p ass the c e ntres
,

smoothly when the m ain valve s reversing link is in short ge ar ;

’

but as this interferes with the full width of port open ing it was -
,

Fi g 4 7 .

d ecide d to re arrange the m ain valve to produce the desire d

r esults .

T aking an indic ator c ard with consi d erable cushion we

-
,

e rect an d me asure t wo ordina t es in the com pres s ion curve .

T hey are found to be an d lbs re s pectively We also. .

m e asure the dist ance of e ach ordin ate from the end of th e
c ar d an d fi n d these dist ances to be
,
an d in re s pe c .

t i v e ly T hen to fi n d the e x tra le n gth of stroke equivalent t o

.
,

t h e cle arance volume we h ave ,

( +
6 ( c 9 7 -
3 45 -

t
'

nce

cle ar an ce
68 S TE A M E N
-
GI N E DE S I GN .

T he a bsolute back pressure was found from sev e ral c ards to

h ave a me an v alue of 4 lbs I t was d ecided best to arrange
.

t h e v alve to compress this ste am to 2 0 lbs absolute I n order . .

to e ffect this the e x h aust m ust be closed 6 in from the end of

, .

the stroke which is sho wn as follo ws :

,

6 i ns .

T o fi nd the dimension s of the v alve to do thi s , we nst ruc t

co

the d i agram F i g 4 8,
. .

L aying off A E 6 in ( stroke is 3 3

. an d s weeping out

t o the crank orbit with a radius equ al to the lengt h of the con
n e c t i ng rod we fi n d th at the e x h aust m ust close at OF on the
-
,

up stroke an d at OG on the do wn stroke L aying o ff B Oa .

me asured angle bet ween the cran k and m ain v alve eccentric -
,

we fi n d th at if no ch an ge is m ade in the an gul ar adv ance the

, ,

e x h aust will n ow open at OH an d [ O on the up an d down

s trokes respectively ; but this will be too l ate I t was deci d ed .
 DE SI GN OF S L I DE VA L VE S . 69

to o pen the ex h aust 12 in from the e n d of the up stroke . .

L aying o ff B K I f in we fi n d th at the e x h aust will open for .

,

crank position 0 1 B isecting the angle [ OG we get Ob for t he

.
,

n e w position of the eccentric We also fi nd th at the e x h aust .

will open at j on the do wn stroke or a very little e arlier th an ,

on the up stroke C onstructing the circle Om we fi n d th at Op

.
,

is the necessary lo wer e x h aust lap and Os the upper -

, .

N ow to e x amine the ste am side of the v alve D raw the .

lap circle Of equ al to the me asured lap of the v alve

-
We fi n d .

th at h av in g incre ased the an gul ar advance without ch anging

the ste am lap will cause the ste am to be ad m itted at OL an d
-

cut o ff at OM T his le ad was considered too gre at and it was ,

decided to h ave the port O pen 5 in when the engine is on its .

centre T he dist ance if was l aid o ff equ al to i i n an d the n e w

. .
,

ste am lap is Og T his gives admission at OL which is about

-
.
’
,

right T h e greatest port opening is now bg 15 i n ne arly

.
— - .
,

three fourths of the former openi n g T his was considered .

su ffi cient as the indic ator c ards had sho wn no wire d rawing

,
- -
"

of steam T he ste am will n ow be cut o ff at OM or at N an d

.
’
,

P on the do wn and up strokes respectively S ince the engines .

are c o uple d at right angles an d this point of cut o ff is con

'

-
,

s id e rab ly beyond h alf stroke the engines c an be st arte d with -

,

e ase .

T h e amount of ste am lap to be added to the v alve is n o w -

fg 5 in S im il arly
1
e d } in .is the e x h aust lap to be added ,
f
.
-
.

I n th e s ame way we fi n d th at cc 5 in m ust be added to the .

lo wer e x h aust lap T his gives the follo wing to be adde d to

-
.

the v alve
U pper ste am lap g i h -
, .
; L o wer ste am lap g in -
, .

U pper e x h aust lap in -

,
.
; L o wer e x h aust lap g i n -
, .

T heorigin al v alve an d ports are sho wn in the lo wer p art of

F ig 48 . W e c an obvi ate the necessity of putting on the ain
.
.
.

addition al e x h aust lap at the upper end by shifting the centre-

of the v alve up i i n an d adding in to the upper ste am an d

‘
.
, .

lo wer e x h aust lap and subtracting i n from the lo wer ste am

0
-
, .

lap .
70 S TE A M E N -
GI N E DE SI GN .

T hen the add itions will be

To upper ste am lap i in

-
, . To lo wer ste am lap } i n -
, 1 .

T o upper e x h aust lap 0 in-

, T o lo wer e x h aust lap f in -
, .

T hese dditions are represented in X Y Z

a , , .

T he indic ator di agram t aken after these ch anges

-
wer e
m ade is sho wn F i g .

Fi g 4 9
. .

F or fu rther d at a regard ing these engines , s ee f our .

I ns t
. for J an 1 88 2
. .
 S TE AM -E N GI N E DE S I GN .

e cce ntric rod s crossed as at A in F i g 50 ; or when the piston

-
, .

is at the inner end with the eccentric rods pointing to wards the
,
-

c ylin d er an d the eccentric rods op e n as at B i n F i g 50

, the
-
, .
,
-

u ns e t! I .
x, L

Fi g 50
. .

centre of the link or the v alve in mid ge ar travels

,
-
, a dist ance
e q ual to

2 l
( p
a lead ) a moun t d ue to a ng ulari ty o f rod s .

ngul arity of the eccentric rods is me ant the d ist anc e

By a -

the centre of the link or the valve wou ld move by disconnect

, ,

ing it from the rods an d then c o n n e c ti ng i t to the rods reversed

i e the dist ance the centre of the link moves when the rods are
. .
,

c hanged from the p ositions A to D .

 VA L VE A N D R E VE R S I N G GE AR S .

F ig .
5 ,
0 sho ws the correct m anner of con
at A an d B,
n e c t i ng the eccentric rods to t he link when there is no inde
-

pendent cut o ff v alve and when the link is to be used for v ary
-
,

ing the ratio of e x p ansion by h aving the link block occ upy -

di fferent positions in the slot When the rods are thus con .

n e c te d an d the mech anism is used for v ari able e x p ansion the

le ad is incre ased as the value of the ratio of e x p ansion is i n

cre ased NVh en the mech anis m is connected up as in F i g 50
.
, .
,

A an d B the le ad is gre ater ne ar mid th an at full ge ar the

, ,

port is opene d an d closed e arlier an d opened wider th an when ,

the rods are arr anged as in F i g 50 C an d D With the rod s .

,
.

c onnected as in C an d D the tr avel of the v alve for mid ge ar is

,
-

2 ( p
la lead ) amoun t d ue to ang ula ri ty o f rod s .

T he difference bet ween the travel of the valve in mid ge ar -

in
the fi rst an d second c ases is
twi ce the amoun t d ue to tlze ang ulari ty o f tlze eccen tri c- rod s ,

so th at by h aving the link block in s ome position of the link -

other th an at full ge ar the travel of the v alve will be gre ater

for the rods coupled as in F i g 50 A th an as in D H ence .
, , .

when the link is the only cut o ff mech anism the rods should -

be coupled as in F i g 50 A I f the link is to be used only

.
, .

in f ull ge ar or if an indepe nd ent cut o ff mech anism is used

,
-
,

couple the rods as in F ig 50 D I n this l atter c ase the link .

, .

may be straight .

Tli e obj ect i n curv i ng a li n k s lot is to equ ali z e the le ad of the -

v alve for all travels T o accomplish this it is necessary to

.
,

h ave the radius of cu rvature of the slot such as will m ake the
incre ase or decre ase of the le ad the same for both strokes of
the piston .

T he rad ius of cu rv ature is appro x im ately a trifle less th an , ,

the le n gth of the eccentric rod or about t wice the ( lap le ad ) -

,

less th an the dist ance from the centre of the eccentric to the
centre of the link block -
.

T o illustr ate an e x act meth o d for fi n di n g the radius of

‘

curvature as e x pl ained in 30 let the th r w o f the eccentric

, ,
o
,

be 2 i n an d the dist ance bet ween the centres of the link block
.
,
-
 S TE A M E N -
GI N E DE S I GN .

an d the ecc e ntri c 2 0 i n D raw the l ines from the centre of .

the eccentric to the centre of the link block when the engine -

is on e ach centre and the link i n full ge ar T hen t he dist ance .

between the two centre positions of the link block is ( see F i g 5 1) - .

F 5 2 1d —
( e l 1ead ) .

M 4 ”
r
D aw li n esAp arallel to the line j oining the centre of the sh aft to
the centre of the link block an d sep arated from it a dist anc e -
,

equ al to one h alf the length of the line joining the centres of
the link block i n full ge ar for the t wo de ad centre positions of
-
,
-

the crank or 6 in T he dist ance bet ween the centres of e x trem e

,
.

position of the li n k block 3 x travel of the v alve 3 x 4 -

12 in as e x pl ained at the end of this section

.
, W ith a .
’

radius equ al t o the length of the eccentric rod describe an arc -

,

c utfi n gt h? tii o p ar allel lines j us t d rawu z do this also when

h f -

the en gine h as tu rned "through 1 801 .

bet ween the i nfhi s e c n o n which is found to be

‘ ll n -

lead a moun t d ue to a ng ula ri ty o eccen tri c- rod s

H Gr: 2 ( p
la ) f .

P “
X
th s d i st ance m ak m g the e x treme
o ff
.

L ay i , p o 1n ts
A q
e u1d 1s tan t
from the c e n trer b f the li n k block when the v lve is in
q ge r -
a f ll a .

P ass an arc of a circle through the three

T h e radius of the arc is the required r adius of curv ature .

W ith such a link the incre ase or decre ase of the le ad is the
s ame for e ach stroke of the pisto n an d equ al to one h alf the ,

motion of the v alve due to angul arity of the ecce n tric rods -
.

H ence use long rods keep the travel of the v alve the s am e
, ,

for both strokes of the piston an d remember th at the altera ,

tion of le ad will be le ast in going from full to mid ge ar when

th e eccentric rods are arranged as in F i g 50 A
-
.
, .

T h e methods of att aching the suspen ion rods to the lin k s -

v ary S ome prefer long an d others short s u spen ion rods

. s -

( ese S ome h ave the link suspended from above and

others from bene ath The object in eve ry c ase should be to.

prevent the link from slipping over the block as the engine is
runni n g .

T h e locus of the centre of th e s u pe n sion b ar p i n is ap s -

pro x im ately a Cassini an resemblin g a fl att n e d fi gu re 8 e .

i n
T
D S VN i
t
‘
e “ o
f t e e

VA L VE A I VD I i I i VE I t S I I VG
’ ’
GE A R S .

T he suspension b ar is m ade in such a length an d its fi x ed

-

point is so loc ated th at the other end will vibrate in a li n e

throu gh the middle points of the fi gure an d then the slip 00

of the link is a min imum .

Th e link usu ally rests upon the block when going ahe ad .

T h e slip of the link m ay be decre ased by incre asing the an gu

lar adv ance of the eccentric When the angul ar adv ance is .

z ero the link is moved bodily as the eng i ne tu rns

, .

Th e length of the link should never be less th an three time s

the travel of the v alve ; for if less it is di ffi cult to reverse the ,

engi n e when the piston is ne ar the end of its stroke as the ,

link woul d m ake an obtuse angle with the v alve stem W hen -
.

the length of the link is equ al to the travel of the v alve the ,

v alve stem and link are i n the same line

-
.

In 2 3 it was sho wn th at the A llen v alve h ad all the e x

h aust fe atures of the simple slide valve an d th at it was a gre at -

,

H 2

Fi g S I
. .

improvement upon it in t h at the port opens sooner rem ain s , ,

open longer an d closes more quickly th an with the simple

,

slide valve Wh at h as been sai d with reference to the link

-
.

motion of the slide v alve ge ar holds for the A llen valve I t is

- .

to be noted th at the A llen v alve permits an e arlier admission

an d cut o ff th an doe s the single slide
- .

3 0 P r ob l e m s o n t.h e S t e p h e n s o n L i n k ( g 5 )
F i 1 — T h e .

thro w of the m ain v al v e s eccentrics for the high pressure ’

-
7 6 S TE A M -E N GI N E DE SI GN .

cylinder of the U S S G a a 31 , i n ;
len i s 8 length of link block
. . . .
-

along the slot , 72 in w idth of slot , 4 1} i n dist ance from centre. .

of link block to centre of eccentric when in full ge ar 563 i n ;

-
, .

M eyer cut o ff v alve used : fi n d radius of curv ature of the link

-

slot .

I n F i g 5 1 OC .thro of eccentric 31 , i n : CE
w ,
3 len gth .

of eccentric rod 563 i n ; E E length of link slot 2 7 in . .

T he angles bet ween the crank and eccentric being unkno wn we ,

will assume them to be

When the crank is at OA the go ahe ad eccentric is at OC ,
-
,

a n d the b acking eccentric at 0 C A s the cr ank moves to the

position OB the eccentrics move to OD and OD T he ge ar
,
’
.

is represented as being full and m i d for both positions of the

crank .

” By 29, FE 2 ( p
la lead ) ,

“ fl a t ” a moun t d ue to
.

a ng ulari ty o f
HG 2 ( p
la lead )
eccen tri c- rod s .

B isect H G an d respectively L ay o ff nP
FE at m an d n .

m H an d through the points H P and H p ass an arc whose

’
, , ,

radius is the required radius of cu rvature .

F i g 52 is a drawing of the S tephenson v alve ge ar as used

.
-

for a locomotive on P enn a R R ( see E ng i n eeri ng x x x ii . . .

, .

3 1 T
. h e S t at i on ary o r G o o c h L i n k ( F igs 5 3 an d 54 ) is .

turned away from the eccentrics T he radius of the link is equ al

*
.

t o th at of the radius rod H F When the eccentrics are at OC -

.

a n d OD respectively the cr ank is at 0 A when at OD a n d 0 C

’
,

the crank is at OB T he an gul ar ad v ance of the eccentrics is .

found by the method illustrated in 2 2 CE and D E are the .

eccentric rods M is the fi x ed point of the su s pension rod

-
.
-
.

S OR an d R N are rods used in shifting the link block for revers -

ing the engine .

K no wing the angul ar adv ance for the eccentrics dr aw the m ,

as represented in F i g 53 . .

F rom C C D D with a r adius equ al to the length of the

' ’

, , , ,

eccentric rod s weep in arcs throug h E E F F

-
, F rom 0 lay ,
’

,
’
.

F i g 54 i s
. f ro m Ro s e
'
s . l/ od er n S team E -
n
g i n es .
 S TE A M - E N GI N E DE S I GN .

o ff OGequ al to this radius an d at G with a radius equ al to the

, ,

h alf length of the link describe arcs intersecting the arcs j ust
-
,

drawn in the points E E F F , F rom E an d E with a r adius

,
’
.

equ al to the length of the radius rod m ark the points H H on -

, ,
’

the line of centres L ay o ff H N on H E s weep arc N ] w ith

.
,

H as a centre . E rect a perpendicul ar to AH at f and lay o ff ,

F i g 53. 0

Fi g 54
. .

on it the len gth j P this line at P erect a perpendicul ar

. To ,

an d lay o ff P O F rom N with a rad ius equ al to j P fi n d poin t

.
, ,

R . E rect a perpendicul ar through G to A H it will be t he

locus of the fi x ed point of the suspension rod M ark the po i n t -
.

K where E F cuts A H an d from this point with a rad i us equ al

, ,

t o lengt h of the suspension ro d fi n d the fi x e d po i nt I I I o f

-
,

s upport .
 S TE A I I I -
E VG I A E
I
'

DE SI GN .

of the link block when i n full ge ar T h e point of cut off i s

-
.
-

v aried by raising or lo weri n g the link e n d of the radius rod -

( g
F i .

T he follo wing applic ation of a F ink l ink to a n o n r e vers i ng -

engine will illustrate its propert ies

G iven ( lap le ad ) equ al to 1 i n the gre ates t h alf t rav e l .
,
-

of the v alve as 3 ln fi n d the dimensions of the link

.
, .

S ince the m ax imum travel of the v alve is 6 i h wh i le .

,

throw of the eccentric is but one inch the incre ase is due t o ,

the bell cr ank motion of the ge ar

-
L et B 0 1 ih the thro w . .
,

o f the eccentric When the centre of the eccentric mo v es from

.

0 to D the v alve travels 3 in C comes on to the vertic al E Y

at X I ts dist ance then f ro m D i in OCD is a bell cran k ’
. s .
-

whose n e w posi t ion is D X D H ence

Thro w cce n tric

f
o e DX
H alf tr av el f v al v e
’
-
o CD

or CD
’
inche s ,
which is the required length of the li n k .
 VA L VE AN D RE VE R S I I VG GE A R S . 81

34 J . oy s
’
V al v e g ear ( F igs 57, 58 59 ,
- his ge ar .
, an d —T ,

which i s c o m i n g into use for all types of e ngines dispense s

o
,

with eccentric rods an d link ; has th e adv ant age of givin g

, ,

e qu al le ad port opening an d cut o ff an d of being che ap an d

- -
, ,

acce s s ible for rep airs Th e follo wing description is fro m the
.

inventor s circul ar F igs 57 A ; and 57 B illustrate its appli

’

. .
, , ,

H O R Z O T AL EIG N W T H OY S G E AR
N N I E I J ’
.

t l t Vl T I O N

F i g 57 .A
. .

c ation to st ation ary an d m arine e n gi n es x

F rom a point A in the connecting rod ( preferably abou t -

the middle) m otio n is imp arted to a vibrati n g link B con -

,

strai n ed at its lo wer end to move vertic ally by the r adiu s rod -

C . F rom a point D on this vibr ating link hori o n t al motion

, ,
- z

is communic ated to the lo wer end of a lever E fro m the upper ,

end of which lever t he motion is transmitted to the v alve spin -

dle by the li nk G T he centre or fulcru m E o f the le ve r E

.

p art akes also of the vertic al movement of the connecting ro d -

to an e x tent equ al to the amount of its vibr ation at the point

A . T h e centre F is for this pu rpose c arried vertic ally in a slot
j which is curved to a r ad ius equ al to the length of the link
,

G connecting the lever E to the v alve spindle

, T he slot itself -
.

is formed in a disk K which is concentric with the ce n tre F of

,

the lever E at the moment when th at lever is in the positio n

given by the piston being at either end of the cylinder T his .

d isk is c ap able of being p a rti ally rot ated on its centre so as to ,

incline the slot over to either side of the v ertic al by me ans of ,

the worm an d h and wheel I I thereby c ausing the curved p ath

-
I ,

traversed by the centre F of the lever E to cro the vertic al ss

c entre line an d d iverge from it o n either side at will Th e .

82 S TE A M E N
-
GI N E DE S I GN .

fo rward or backward motion of the engine is gove rn e d by giv

ing the slot this inclined position on one or othe r si d e of the
vertic al centre line and the amou nt of e x p ansion depe n d s o n
,

the amount of the inclin ation t he e x actly central or ve rtic al

,

p osition being m i d g ea.r I n th at position ste am is ad mit t e d at

J O Y“ VA L VE G E AR
F i g S7 , 8 .
.

ea ch e nd of th e stroke to the a mou n t only of the le ad a nd thi s,

is done e x actly equ ally o n e ach side of the centre line the ,

a mount of le ad being const ant for for wa rd a n d b ack wa rd

motion and for all degrees of e x p ansion T hu s when the
,
.
,

c rank i s set at the end of the stroke either way the centre F o f
 VA L VE AN D I E VE R S I N
c
G G E ARS . 83

th e v alve lever coincides with the centre of the slot an d there

-
,

fore the slot m ay be moved over fro m for ward to b ack ward
ge ar without affecting the v alve at all .

I t will be seen at a gl ance th at if the lo wer end D of the

“

lever E were att ached directly to the point A in t he connect

i n g rod there would be imp arted to the centre F of th at lever
-

an u n equ al vibration above an d belo w the centre of the disk K .

The e x tent of the inequ ality would be t wice the versed sine of
the arc describe d b y the lo wer end D of the lever E an d this ,

would give an unequ al port an d u nequ al cut o ff for the two -

ends of the stroke B ut this error is corrected by att ach i ng

.

t h e lo wer e n d D of the lever E to the vibrating link B for -

,

while the point A on the connecting rod is performing a ne arly-

t rue ellipse ( F i g the point D in the vibrating li n k B is mov

.
-

i n g in a fi gure like an ellipse bulged out at one side an d this ,

irregul arity is so s e t as to be equ al in amount to the versed

sine of the arc described by the 10we r end of the lever E th us ,

correcting the above error an d g i v i ng an equ al travel to the

centre F of the lever above and belo w t h e centre of th e slot .

A t the same time the error introduced by the movement of the

e n d of the v alve link G is corrected by curving the slot j to a
-

radius equ al to the length of G T he s e two errors ho wever

.
, ,

m ay be set against e ach other an d a compromise m ay be m ade

,

by att achi n g the e nd of the lever E direct to the connecting

rod at A an d allo w ing the centre F to slide in a str ai ght slot
, .

B y a ju s t b al ancing ag ainst e ach other of the errors so pro

d uc e d an d by m aking t h e centre F of the lever E an d the
,

centre of the disk K to coi n cide at v arying points to the travel

of the former a fair motion m ay be got for the forward ge ar
,

o f an overhe ad m arine engine giving a longer cut o ff for the

,
-

u p stroke th an for the do wn stroke T his of course is at the

.
, ,

s acri fi ce of the b ack ward ge ar in which the reverse is the

,

c ase ; an d the v arious degrees O f e x pansion are bet ween the

t wo e x t reme conditions R eferring again to the equ ali z ing of
.

the traverse of the centre F of the lever E i n the slot the

u nequ al traverse m ay be either under corrected or over c o r - -

re c te d by shifting the point D in the vibr ating link B ne arer to -

84 S E
T A M -
E N GI N E DE S I GN .

or farther from A B y this me ans a l ater poin t of c ut o ff

.
-

m ay be given to either e n d of the cylind e r at will an d the e n ,

g ine m ay thus h ave more ste am a dmitted to one side of t h e

piston th an to the other if desired T he same thing m ay b e

, .

d one for the le ad B y altering the position of the crank fo r

.
,

which the lever centre F coincides with the centre of the slot
an incre ased or a dim inished le ad m ay be given T he cen .

tral positions an d e x act corrections are ho wever in all c as e s , ,

st and ard an d equ al .

T he follo w i n g rules are given for l aying do wn the centre

line of j oy s va lv e g ea r f or locomoti v es ( see F i g 59 )
’

s -
.

“
T ake the centre line n a of the cylinder an d th at of the
v al v e spindle bb as they n o w are in ord in ary A meric an lo c o m o
-

t i v e s the v alve spindle being kept in the s ame verti c al p lane as

,
-

the centre line of the cylinder or e x actly abo v e it D raw t he

, .

p ath of the crank pin an d the centre lines of the connecting

-

J Y
O VA V
'
S E AR
L E G
rod .
c cc for both upper an d lo wer positions

when the piston is at h alf stroke -

.

T ake a point d on the centre line of

the connecting rod where its vibration b e -
,

t ween d and d is equ al to about doubl e

, ,

the length of the full stroke of the v alve .

I t is better to allo w r ather more th an less .

T his dist ance in ordin arily proportione d

locomotives will usu ally be about or a
little under two fi fths t he l e n gth of the
connecting rod me as uring from the pisto n -
,

end
I t m ay ho we v er be cho s en very , ,

m uch to uit the other arrangements o f

s

the e n gine suc h as the po ition of the ,

s

slide b ar bracket etc getti n g ho wever

-
, .
, , ,

if pos s ible a vibration of the connecting

,

rod full y equ al to double t he stroke o f

the valve to avoid too gre at an angle of the slide link whe n
,
-

p u t over for full for ward or b ack ward ge ar .

H aving chosen the point d draw a vertic al line 3 3 through

,
 VA L VE AN D R E VE R S I I VG G E A4 s
’
. 85

it an d m ark off the two points e on e ach side these being e

’
,

the ex treme position of the same point on the connecting rod -

for front an d back stroke F rom these points draw lines to a .

point f on the vertic al ( which will represent the centre lines

of the fi rst link pinned to the connecting rod ) so far do wn -

th at the angle bet ween them sh all not be more th an

L ess is better if there is room to permit it above the level of
the rails .

T he point f which will rise an d fall with the vibr ation of

,

the connecting rod is to b e controlled as ne arly as may be i n

-
,

the vertic al line by a link pin n ed either forward ne ar th e

cylinder at f or if more convenient it can be pinne d back
, ,

ward .

“
N e x t on the v alve spindle centre line bb m ark o ff on
,
-

e ach side of the vertic al as the amount require d for lap an d

lead together at gg T hen assum ing the piston to be at the
’
.
,

front of the cylinder and the centres of the connecting rod to

,
-

be at lt/t ( It being the crank pin ) the point d from which we

’ ’
-
, ,

h ave chosen to t ake m otion will be at e an d the link pin to th e

’
-
, ,

connecting rod for transmitting motion to the valve will be at

-

F rom point on this link which has at fi rst to be as

a ,

sume d s ay at j ( which will be about one fi fth more th an the

,

h alf vibration of the connecting rod th at is d to d ) draw

- — -
, , ,

the centre line of the lever actu ati n g the v alve th at 15 j o m m g j

an d g T he point where this line crosses the vertic al a s will be
.

the centre or fulcru m of the lever an d will also be the centre ,

of oscill ation of the curved links in which links the blocks ,

c arrying the centre of the lever slide T his centre is m arked .

m
T hefunction of the link e f an d th e att achment of the ’

valve lever to it at j is to elim in ate the error in vibration of

-
,

the centre m which would otherwise arise from the arc p assed
,

through by the lo wer end of this lever .

“
A lthough the position of the point j m ay be foun d by
c alcul ation it is much m ore quickly found by a tent ative pro
,

cess ; an d in order to ascert ain if the assu med point j be t he

86 S TE A M E N -
GI N E DE S I GN .

correct one we m ark o ff on e ach side of m vertic ally the

,

correct vibration required n u which will be the sam e as t h e

, , ,

vibration of the connecting rod on the vertic al line a s T he n -

.

apply the dist ance ej to d j an d T hus if the

’

, , ,

length j m be applied to j n ( me asu ring from an d to , ,

j,
n , ( me a s uring from an d the point m f all belo w n u in , , ,

e ach c ase it will be necessary to t ake a point on e f higher th an ’

O r if on the other h and m falls above n u then a point

j.
, , , , .

m ust be t aken o n e f lo wer th an j T his point will generally

’
.

be found on a second tri al .

T h e poin i m as st ated no w represents the centre of

, ,

osc ill ation for the links an d the centre or fulcrum of the lever .

A n d the s e m ust coincide where the piston is at e ach end of the

stroke the le ad being there fi x e d an d th e links c an be pu lled
, ,

over fro m b ack ward ( 2 ) to for ward or any point of e x pan

sion without altering th e le ad
,
.

T he point g will be the point of att achment for the v alve

spindle link which m ay be m ade an y convenient le n gth ; bu t
,

from th at length as a radius the cu rve of the links mu s t be

drawn from a cent re m on the p arallel line m m ’
T he
’
.

angle at which this curve is set from the vertic al — which is mid
ge ar— will give for ward or b ack ward ge ar ; the angle l ani n g e

forward or to the front of the engine being forward ge ar and ,

the re v erse being b ackward gear T he amo unt of this angle .

m arked on the cu rve of vibration at n will be equ al to one ,

qu arter more th an the full openi n g of the port at th at an gle

th at is if this me asures 11 the port will be opened
, an d
”

the point of cut o ff will be about-

L aid out in this form the l ads an d cut o ff for both end s
, e -

of the cylinder an d for forward an d b ack ward going will be

practic ally perfect an d equ al an d the ope n i ng of ports also as ,

ne ar as possible equ al I t will be notic d t hat in t h is ge ar the

. e

lap an d le ad are entirely dependent on the action of the lever

m
j g as a lever an d m ay be v aried accordi n g to the len th of
, g
mg .A n d the open i n g of the port b e yond the amount give n
as le ad is dependent on the amoun t of angle imp arted to t he

curved link 00 an d will be as abo v e st ated about four fi fths of

-
, ,
88 S TE A M E N G I N E DE S I GN .

The follo wing method of design is given by M r Wm . .

M oore A ngus
I n F i g 60
. 0 C is the eccentric which is pl aced d irectly o p
, ,

o s i t e to the crank OR CD is the eccentric ro d of which the

p
-
.
,

end D s wings in th e circul ar arc L B L being suspended from , ,

t he cen tre F by me ans of the s w inging link F D T o A , some -

. .

poi n t of the eccentric rod i n te rmedi ate bet we en C and D the

-
,

slide valve connecting rod is att ached I f the conve x side of

- - .

the arc traversed by the point D i s t o wa ds the centre 0 th e r

,

crank will revolve in the direction sho wn by the arro w I f on .

,

the other h and the conc ave sid e of this arc is to wards O the
, ,

crank will revolve in the opposite di rection .

“
Th e p ath of the point D i s in re ality the circul ar arc , ,

L BL
,
.I t will ho wever in the fi rst pl ace be as s umed th at the
, ,

poi n t D moves alo n g the strai ght li n es B L an d B L S o long ,

as the s w inging arm F D is moderately lo n g an d the e c c e n

-

t ri c i ty O C sm all t h e error c aused by this as s umption m ay be

,

n e glected .

T h e errors d ue to the obliq uity of the eccentric an d v alve

c o n necting rods are al o n g le c t d ; but thes e e rrors are n o t
-
s e e

l arge and a re n e glected by Z euner in his well kno wn tre atis e

,
-

“
L o n d o n E ng i n eeri ng , x x x h .
460 .
 VA L VE A N D R E VE R S I N G GE AR S . 89

on valve ge ars F or convenienc e the following n om encl ature

- .

will b e employe d
OC will b e c alled r ,

C u u u 1,
AD k,
FD m
Th e ngle
a X BL will be c alle d a,
a u u a

Th e ngl e bet ween P B an d a line d rawn through F per

a

p e n d i c ular to X X w ill be c alle d 0 .

“
A n y angle through which the crank m ay h ave revolve d
from its upper de ad centre will be c alle d to
-
.
”

“
Th e follo wing is the train of re asonin g by wh i ch thes e
di agrams were fi rst obt aine d ( I n the follo wing F i g 6 1 is the
.
, .

fi g ure referre d to unless i t i s othe rwi s e st ated ) .

Fi g °|e .

When the crank st an d s on upper de ad centre the end i ts -

D of the eccentric rod will be at D th at is it will coincide with

-
, ,

the point B an d A K will be equ al to the amount th at the

, , ,

slide v alve has moved do wn wards from its central position I t

-
.

is therefore cle ar th at A K must be equ al to ( lap le ad ) B ut

, ,
.

; f
f
3 le ad )
( p
la .

S uppose the crank to h ave revol v e d in the direction sho wn

by the arro w through any angle or T h e centre of the e c c e n
.
9 0 S TE A I I I -E I V I N E G D E 5 1G I V .

tric will n ow be in the positio n C and the other e n d of the c c

centric rod will h ave moved to the point D ( I t is here ass umed
-
.

th at the point D moves along the straight line B L ) T he d i s .

t ance th at the slide valve will h ave moved do wn wards from its
-

central position is n o w equ al to A K I t is required to fi n d ,

.

some e as y graphic me thod of determining the di fferent v alues

of A K for all positions of the crank
,
.

F rom C draw CH perpendic ul ar to Y Y an d C] pe rpe n ,

d i c ular to X X F rom D draw D I perpendic ul ar to X X

, ,
.

T he n
CH r sin co
: B ! almost
B ut D] B ] t an a: r sin on

A lso C] r cos G ) .

B y substit ution an d red uctio n we get

1:
:
l
cos as r t an a
( 1 sin co . ( )
2

F o r an y given va lve ge ar the factor

-
is not v ari able , an d

it m ay therefore be repl aced by A . F o r the same re ason

an a I
'
7
7
m ay be repl aced by B . The equ ation N o . 2 will then become
AK = A cos co + B s i n co .
( 3)
T his
is ho wever the pol ar equ ation to the circle so often
, ,

used by P rofessor Z euner in his tre atise on the slide valve an d -

,

therefore the valve d i agram for M arsh all s v alve ge ar m ay be

-
’
-

drawn in a m anner sim il ar to th at u s ed fo r a simple v alve ge ar -

,

provided the proper v alues be assigned to A an d B .

I n the circul ar val e di agram sho wn by F i g 62 equ atio n

“
v -
.

N o 3 is used in the follo w ing m anner

.

r/l
:

;
21

k
BA 5B r tan a
( 1 —
l

B ,A, QB , i “
r tan a
(
,
1
?)
L
9 2 S TE A M E N -
GI N E DE S I GN .

F rom
the centre 0 with a r ad ius e q u al to the lap of the
,

upper edge of the slide valve draw a circul ar are cutting the -
,

circle OG H in the points M an d N F rom the s ame c e n tre .

with a radius equ al to the lap of the lo wer edge of the sli d e
v alve draw a circul ar are cutting the circle OG H in the points
, , ,

M an d N
,
T hen OM R is the position of the crank when the
,
.

upper port commences to open to ste am an d ON R is the po , ,

s i t i o n of the crank when ste am is cut o ff on the do wn ward

stroke of the piston T he le ad of the upper edge of the slide

.

v alve is L G an d the m ax imum ste am opening of the upper

,
-

ste am port is P Q I n the same way the corresponding par

- .

t i c ulars for the lo wer ste am port c an be determined -

.

T he di agram F i g 6 2 is for an e ngine of the follo wing di

“
.

m e n s i on s

S trokeof piston ,

T hrow of eccentric OC r,
—
L ength of eccentric rod -
CD l,
u u AD k,
s winging lever F D -

thick continuous line is the circul ar v alve di agram for

T he -

the above engine Th e irregul arly cu rved thin line represents

.

the actu al movem e nts of the v alve The poi n ts of cut o ff an d .

-

the positio n s of the crank at which the ste am openings are

m ax im a are given with a fair appro ach to accuracy by the cir
c ular v alve di agr am I n order to determine the le ads an d the
- .

amounts of the m ax imum ste am openings more correctly it -

,

w ill be necessary eit h er to m ake a sc ale dr awing or to fi n d them

by c alcul ation T he l atter method i the simpler an d shorter
. s .

W hen the crank has revolved throu gh any angle to from its
upper d e ad centre the sl ide v alve will h ave moved from its
- -

central position a dist ance x :

x = Vb — — c s i n ao —
I d s in ca L f r
‘
n e r s
 VA L VE A N D R E VE R S I N G GE AR S .
93
“
In this e q u ation

6 :

By t aking a ser ies of d i ff erent positions of the crank and

setting off along e ach the corresponding value of x the valve ,

di agram may be d rawn correctly enough for most purposes .

Th e irregul arly cu rve d d otted lines ( see F i g 6 2 ) sho w a di agram .

d rawn in this m anner I t will not ho wever as a rule be n e c e s

.
, , ,

s ary to t ake more th an one position of the crank at e ach p o

‘

s i ti o n of m ax imum ste am o pen ing The other particul ars

-
.

are sho wn with a fair appro ach to accu racy by the circul ar

valve di agrams
-
.

“
I t will be notice d th at the c alcul ate d v alve d i agram coin -

cid e s fairly well with the actu al d i agram T he sm all error .

which is seen to e x ist is due to neglecting the obliqu ity of the

eccentric an d valve connecting rods T he longer these rods -
.

are m ade rel atively to the thro w of the eccentric the sm aller
, ,

will this error become .

T he follo wing is the method of determ ining by calcul ation

the movement of the slide valve and in this c alcul ation the
-
,

as sumption th at the point D moves along the straight lines B L

and B L is not m ade F i g 6 1

, , .

CH = T S I II m( s j n 0 — sin
S i ll 0, sin 0

DI m( c os 0 ,
cos 0)

sin ’
0 etc . cos 0
 S TE AAI E A G I A E
’

94
’
-

AK DI +( r c os co DI );
)j
R
H e nc e AK =m
( 1
7
sin ”
b etc .
— cos 6 cos co.

Whe n se tting the di ff erent values of x on the d i agram

off ,

assumed th at x was e q u al to A K
”
F i g 6 3 , i t was
. .
9 6 S TE A M -E N GI N E DE SI GN .

S ince
the deflection of the strips is the same ,
we may e q u ate
the values
’ ”
bp
‘
l p
‘

whence

'

E +E =P

g
I
whence
( j :
' ' ’
P P fi P

1”
e y e
"

H ence the e x pre s sions for t become

lb
’
t :

t = bl 2

If1 b, we m ust use equ ation an d if I b, use equ ation

In c ase 1 b ( 1) an d ( 2 ) become
,

T he coeffi cient f is generally t aken as 1 80 0 ; whence ( )

1 an d
3 become
( )
 TH E STE A M CH E S T .
97

R ank i ne gives the follo wing form ul a: for the thickness of

flat ,
unst ayed pl ates v i z ,

t = r

for flat circul ar pl ates

t 0

for rect angul ar pl ates wh re l b

flat ,
e .

S e aton gi v e as representin g succe s sful E nglish practice

s , ,

the follo wing for the thickn e s of a c ast iron ste am ches t cover
s - -

t = o .
7

should be of the very b e t qu ality at le ast

T/ze m a t eri a ls s ,

t wice m elted I f the co v e r i s ribb d for stre n g th the ribs

. e ,

should be on th e outside of t h e ch e s t I n this c ase the depth .

o f the we b is at le ast ti m s the thickness of the cover th e e ,

bre adth of the we b is g en e rally equ al to the thickness an d the ,

p itch of the w e b is

( S e aton .
)

F requently the covers are m ade cellul ar for m arine engine s .

T h e ste am chest m ust not b e l arge unless th at sp ace i

-
, s

needed for a s te am re s e rvoir I f l arge the loss from r adi at io n

.
,

o f h e at an d condens ation of st e am is i ncre ased an d the engine ,

i s not so e asily co n t rolled by the t h rottle I n an y c ase it .

,

should be well l agg d to reduce l o ss from radi ation of he at

e , .

T he number an d si z e of bolts us e d for securing the cover to

the side walls m ay be found by the method used in designi n g
those for the cylinder cov r 1 5 e ,
.
 S TE A M -
E N GI N E DE S I GN .

The thic k ness of the side walls of the ste am che t m ay be ‘

- s

m ade equ al to th at of the cover .

F i g 6 3 is drawing of the ste am chest of t h e U S S -

. . .

37 T h
. e V a l v e should be as ligh t as po s sible I ts d epth .

should be su ffi cient to gi v an unobstructed p ass age for the

e

e x h aust I ts width s h ould be g re ater th an the length of th e

.

ste am port ( see

-
I f t h e v alve i short in a long stroke e n
s ,
-

gine the cle arance volum e i s l arge ; an d if it is long the weight

, , ,

friction an d di ameter of the v al v e stem are incre ased

,
-
.

Tb e bri dg e of M e va lve s ca t is usu ally as wide as the c y li n

-

d e r is thick T/ze w zd t/z of {b e ex /za us t port should be gre ater

'

’
-
.

th an th at of the ste am port ( see

-
an d may be d esigne d b y

the formul a
Fro m E ngi neeri ng , x x i i .
I 00 S 7 Z5A I ll E N -
GI AE
'

DE S I GA '

chest S te am su rrounds the valve

. while the ex h aust pass e s
through i t .

Fi g 05
. .

F igs 66 . det ailed d rawing of the Al ey er valve as

an d 66a are s

applied to the engines of U S S N zps i e T h e former is the

’

. . . .

m ai n an d the l att e r the e pa n s i on v alve A s put together x .

,

they are sho wn i n F i g 70 T h e method of fastening the . .

m ain an d cut o ff valve stems i illustrated T he movement

- -
s .

of the cut o ff block is e ffected by a d e v ice simil ar to th at sho wn

-

in F i g 6 7 T he v alve s t e m B E aft r p assin g through the

. .
-
, e

blocks C an d D enters the bu hi n g B being m ade to turn with

,
s ,

it by me ans of a fe ather as ho wn at H , s .

T he bushing p as ses throu gh a stu ffi ng b o x an d bracket K -

.

B y turning / 1 the bu s h turns b ut doe s n o t move lo n gitudin ally , ,

an d the cut o ff v al v e s tem tur n s bringing the blocks clo

- -
r to ,
se

gether or farther ap art as de s ired T here is a right an d l e ft .

h anded thre ad on the v alve stem as sho wn O n e end of the -

,
.

stem must be sm aller th an the other in order to allo w the blocks

to be put on other wise the stem m ay be m ade in two p arts
,

an d join t bet ween C an d D E sho ws the m an n er in whic h .

E n
g i n eeri n ,
g m m 4 39 . .
 M u m ‘
d . 3

Fig . 66 .

the thre ade d p art is secured to the valve st em A s imil ar - .

device is sho wn at K in F i g 77 A pointer M t ravels around

. .

a fi x ed disk L being actu ated by an epicyclic gear an d denotes

, ,
10 2 S TE A M -E N C INE DE S I G I V
.

F i g 66a
. .

the point of cut ofl A nother d evice for ch angin g th e posi t i on

'

- .

of the blocks is sho wn in F i g 68 VS is the stem of the cut

. .

Fi g 67 . .

v alve
o ff . A t T it enters the block U an d is secured to it by
,

the n ut V . LV i s a sm all rod scre wing into the end of S and ,

10 4 S TE A ell E N -
GI N E DE S I GN .

c ase does not c ar ry the p acking pieces as in F i g 32 B but , .

, ,

th y are secured in a circul ar groove in the ste am chest cover

e -
,

an d are held ag ainst the b ack of the v alve by set scre ws sp aced -
,

about s i x inches ap art .

3 8 S t
.u ffi n g b o x — T h-e di ameter a
.n d le n gth of the stu ff
ing b ox varies with the pressure of the ste am an d the m ateri als
-

used I t is usu ally propo rtion ately deeper for a v alve stem
.
-

th an for a pi ton rod T he s tuffi n g b o x should be used only

s -
.
-

for m ak i n g a tight joint ; but f reque n tly as in the c ase of the ,

hori z on tal cylinder s s t uffi n g b o x it m ay become a be aring

'
-
,

surface as well I n this c ase it should be deeper th an other

.

W i se .

T h e follo wing t able is given by S e aton as representing suc

c e s s ful E n glish pr actice W hen th e ste am p re ssure is gre ater
.

th an 8 5 lbs absolute the dimensions gi v en must be sligh tly

.
,

incre ased .

Fig N . .

T he letters giv e n in the t able refer to F ig 7 1

. .
 TH E S T UF F I N G B OX
-
. 10 5

T AB L E S H O WI N G DI M E N S I ON S O F S T U F F I N G B O X E S
-
.

I ro n B ras s
‘

. .

Round
10 6 S TE A M E N -
GI N E DE SI GN .

S tuffi ng b ox e s of A m e ri c an L oc om oti v e s . — Mr G A
- .
J . . .

M eyer, in A meri can M ac/zi m s t, X o 40 gives the N follo wing

'

. .
, ,

rules where A
,
di ameter of the rod in inche s ( s e e F i g .
7 1 )
T hickness of s t uffi ng b ox in inch e s -

A
+
2
T hisranges from } to i i n accord ing to si z e of rod
4
.
,
.

T hickness of fl ange of s t ufli n g b o x -

Di
meter of
a s t ufli
‘
n g- b o x ,
m arked C in F ig 7 1 ,
. for rod s
under 3§ in in di ameter
.
,

A
D epth of s tuffi ng b o x
-
, m arked D, for ordin ary p ackin g
s 3 i 3 r
l
°f
4 i f 5 s 5
T hickness of brass bushing for a c ast iron gl an d -

l 3
from to - .

8 16

T hickness of fl ange on the gl and m arked , 11,

A 3
(I “

3
“

)
D i ameter or length of gl an d fl ange m arke d P , ,

-
0 1D
) .

D i ameter of stu d bolts -

,
when only two are use d ,

A 1

Z 4

I f more th an two bolts are used they are some wh at sm aller

d i ameter th an the form u l a would give S uccessful practic e .
10 8 S TE A M E N
-
GI N E DE S I GN .

notice d th at in st ation ary an d m arine practice the we ar on th e

p acking is not ne arly so gre at as with locomotives .

F i g 7 3 is J ohn s met allic p acking consisting of about on e

’

.
,

p art by weight of Babbitt to ni n e p arts of le ad By scre wing .

d o wn on the gl and the p acking pieces are wedged .

Fig 74
. .

F ig .
74 is the Jerome met a llic p acking consisti n g of,30

p art s of antimony to 70 of le ad A s prin g is also used so th at

.

t h e p acking will be allo we d to accommod ate itself to the ro d

 TI I E S T UF F I N G B OX
- . 10 9

in c ase the gl an d is pressed do wn too much or when we ar ,

occurs.

T wombly s p acking ( F i g 7 5) is recommende d for rods

’
.

h avi n g much l ateral motion E ach B abbitt ring is put in in

.
-
I IO S TE A M E N GI N E DE SI GN .

Fi g 7 6
. .
I I 2 S TE A M E I VG I N E
-
DE S I G N .

by a sq in of the s ection of the rod

. .
, an d the d i am e t e r of th e
rod by d we h ave
,

f
”
( M EL f

Whence to resist crushing the di ameter is

, ,

( )
I

where F for iron an d wrought

for steel rods -

subjected to compression .

T h e di amet e r of the v alve stem m ay be found by the G o r -

d o n H odgkinson formul a as follo ws :

-
*

L et P crushing lo ad on the long valve stem ¢p L B ; -

,
’
n a2
5 a re a of cross se et 1on of the stem
-
3
4
1 leng th of stem .

T hen for v alve stems or pill ars jointed at one end an d fi x ed at

-
,

the other ( since the le n gth is gre at comp ared with the d i am
eter an d the rupture t akes pl ace not by direct crushing but
, , ,

by bending side ways an d bending across ) we h ave ,

H ere a mn for w ro ughit i i

"
ro n an d mild steel . Eq .
( 2 ) m ay
be ch anged by substitution to

2 30 0

Ran ki ’
ne s S team -
eng i n e , g 7 1 ; App d Al
'
ec lt 32 8 .
 TI I E VA L VE S TE M -
. 1 13

‘
l
S inc e
( )
3 cont a inseqthe term.

3
the d 1a m e te r c annot be 7 ,

directly d eterm in ed T he ratio m ay b e assum e d an d a com

.
,
’

p ut e d a fter which
, the n e w v alue of a m ay be substituted i n
'

I
t

a"
an d ( 1 a a g in found . One substitution will in general give , ,

a satisfactory result . A nother method is to compute ’

a from
eq . substitute in
i
i ?” an d solve eq .

R e asoning
in a m anner simil ar to the above S e aton d educed ,

the follo wing for the di ameter of the v alve stem -

where F for long iron stem ,

F steel
Weisbach s method of d esign given in ’

, M eclzan i cs of E ng i
neeri n
g I 4 art 2 66 is
, .
, , .
,

where E is the mo d ulus of el asticity or ,

for wrought
iron and , for steel .

S olvi n g di am e ter of rod is ,

VA B L , for wrought i ro n ; -

l
VA B L , for steel ro d .

50 0 0

using formul a ( 5) an d ( 6) it is necessary to i n tro d uce a

In
factor of safety which may be done by incre asing p s ay s i x
, ,

times .

A short rule for d esigning the v alve stem 15 -

D i ameter 1
3 11 d i ameter
of cylin d er ,

}
1 di ameter of p i s t o n rod u
.
1 14 S TE A M E N -
GI N E DE S I GN .

is shown the m ain and cut ofl valve stems of the

'

In F ig 7 7 .
- -

M eyer v alve of the U S S Qui n n cbang G is the m ain v alve

. . . .

stem T he n ut P d rops into a pocket at the end of the valve

.

s sho wn in F i g 3 1 at Q ) whil the nuts R R secure the v alve

( a .
,
e

stem to the valve stem crosshe ad at F T he v alve stem is pre

-
.
-

vented from turning by me ans of a set scre w X T he v alve -

.

stem cross he ad is represented in pl an an d elevations by AAA

- .

I t is move d by the S tephenson link S being the journ al of the ,

link block ( slotted link ) T he cross he ad is guided by th e

-
.
-

slides A AA fi tting into guides which are att ached to the engine
frame T he cut o ff v alve stem is sho wn by D H K L M L L
.
- -

are the cut o ff blocks T h e stem enters the sleeve JV

-
. ] and ,

t urns with this sleeve T he sleeve is tu rne d by an arrange .

ment simil ar to th at sho wn in F i g 67 W hen the threaded . .

section of the cut o ff valve stem is turned the rem ainder of the
- -
,

stem d oes not rot ate on account of the coll ar joint K T he -

.

cut o ff v alve stem p asses through the s tuffi n g b ox at H an d

- - -
,

enters the m ain valve cross he ad at D which sli d es in the -

,

slotted cylinder E T he lug C moves in the slot B an d is the

.
,

journ al for the cut off valve s eccentric rod -

’
.

When the v alve stem is secure d to the v alve as represented

-

in F i g 3 1 the valve if hori z ont al will adj ust itself to the valve
.
, , ,

se at an d there is no we ar in the s tuffi ng b ox ; but when the

,
-

valve stem is rigidly att ached as sho wn in F ig 30 the gl and of

-
, .
,

the s t ufli n g b o x should permit a slight l ateral motion of the

‘
-
°

v alve stem -
.

T he v alve stem cros s he ad is often repl aced by a rock sh aft

- - -
.

A bracket with a B abbitt met al or brass bushing is ofte n used

,
-
, ,

as sho wn at D in F i g 38 . .

40 B o lt.s U s e d i n L i n k m o t i on s — I f w e suppose the bolt -

.

to bre ak in single she ar we m ay m ake its safe shearing strength ,

equ al to the lo ad transm itted through the v alve stem or -

,
z
d
3— f :
¢p l B L i
4 .

whence

D i ameter of the bolt

16 5

where p D, an d L h ave v alues as used in 39 .

1 16 S TE A I ll E N- GI N E DE S I GN .

Th eshe aring resist ance f is e q u al to to for

, ,

wrought iron an d -
to , for s teel A lso i and .
,

the factor of safety 6 .

F ormul a ( 2 ) applie s to the bolt c onnecting the v alve stem -

to the link block an d the bolts conn e cting the eccentric rod s to
- -

the li n k an d straps .

Th e bolts connecting th e eccentric straps m ay also be de -

signed by this formul a .

4 1 L i
. n k an d L i n k b l o c k —Th e length an d r ad ius of cur
-
.

v at ure of the link slot were designed in -

2 9 an d 30 We h ave .

n o w to design the link for strength S uccessful practice .

,

though varied would give as the wi d th of the s lot

,

of di ameter of the valve stem -

,

an d leng th f
o the li n k bloc k-

2 times the width of the slot .

T he link h as the gre atest stress e x erted upon it when at

mid ge ar an d it is then a beam supported at the ends and
-
,

loaded at the centre with

B
¢A L
whose arm is one h alf the length of the slot ,
an d mom e nt
¢p, B L x length of slot M .

T his pplies equ ally w

a ell to a single or double b ar or slotted
link L e t b e ffective thickness of the link perpendicul arly to
.

t h e v alve stem h - its e ffecti v e thickness i n the direction of

,

the v alve stem an d f the bre aki n g across strengt h of the m a

-
,
-

te ri al use d T hen if the section is rect angul ar

.
, ,

By ssuming one of the terms b or I t the other one is

a , ,

re adily determined .

F o r a slotte d link it is usu al to m ake h 2 b whence ,

 LI N K AN D L I N K B L OCK
-
. 1 17

G ive values o f 1 f actor of s afety 6 “ b re aking ,

across strengt h of wrought iro n to -

A good thum b rul e is to m ake b di amet e r of the

“ ”
-

v alve stem whe n eq ( 1) may be solve d for h

-
,
. .

I n the c as e of a d ouble b ar link the e ccent ric rods are- -

jointed at the b ar e n d s T hen the link block must be t wic e

.
-

as long as for a slotted li n k ; the bars are as deep along the ,

lin e of the valv e stem as the block is long and i as thick as

-
, ,

d ee p .

S e aton gives the follo wi n g rul e s f or a s lotted li nk wh ere ,

p, L B
D d 1am ete r o f the valve - rod

B re adth of link slo t - to

L ength of block to 1 6D ; .

T hickness of b ars of li n k at middle 0 7D .

D i ameter of singl e suspension rod 0 7D -

.

D i ameter of e ach of th e d ouble s uspensio n ro d s -

0 . D
55 ;

F or a d ouble- ba r li nk, with

utsi d e ec centri c rods whose
o -
,

bolt centres are

-
from three to four tim es th e th row of the
eccentric ap art

D epth b ars
of 1 2 5D
.
+ 1 i h ; .

T hick n e s s of b ars 0 .
5D i ih ; .

L e n gth o f li n k block -
to 3D .

T he p art u s ed in m aking up the S tephenson link are re pre

s -

sented i F igs 52 an d 78 I n F i g 52 the link is slotted ; the

n . . .

suspension ro d is secured at about the m id d le T h e eccentric

-
.

rods are represented as forked at the ends and are secured to ,

lugs which are on a line with t he valve stem when the link is in -

full ge ar T h e link block is guided in the slot by pl ates on

.
-

e ither f ace which lap ov e r the link

,
A t t h e centre of the link . .
1 18 S TE A M -E N GI N E DE S I GN .

block is a pin which acts as a jou rn al for the end of the v alve
stem .

I n is sho wn the v al ve g e ar of the S S H uns tanton

F ig 78 .
-
. .
*

T h e link is m ade of two par allel b ars sep arated at a fi x ed d i s

t ance an d secured at the ends The link block is bet wee n the
,
.
-

bars an d l aps over the upper an d un d er surface of e ach b ar as

,

shown T he v alve stem is joi n ted to the link block T he c c

.
- -
.

centric ro d s are fastened at the e x treme end s so th at the v alv e

- .

al ways p art akes of the motion of both eccentrics T h e h anger .

i s fasten e d to one end of the b ars .

42 E c ce n.t ri c ro d s — D on alson gives the follo wing rule s

-
.

for proportioning the f orked end s of eccentri cs and s i mi la r rods

A D , di ameter rod an d pin

D
C= D +t G
'

4
D = A; = _
H D
.

1
T6
E = D ;
D
1) j = F o

F 2
2

F ro m E ng i n eeri n ,
g p .
45 1, x x x vn .
 E CCE N TR I C A ol) S
’
. 1 19

Th e follo wing t able gives the rel ative proportion of the

p arts n amed in F i g 80 for various si z ed rods :
.
-

D E F G H J [ H P

1I

When the end of eccentric or a si m il ar rod is not

th e
forked but has a si n gle eye as in F i g 8 1 at A or B the pro
, ,
.
, ,

portions m ay be as follo ws
c u -
o

F o r an end like th at in F ig 8 1
. at A

a pplied pressure
A di ameter of pin D
30 0 0

B {A
A
C
3
1 20 S TE A M -E N G I N E DE SI GN .

Whe re th e e nd is as represent ed in F ig 8 1 . at B

A d i ameter of pin D
E = 2A ;

A
C
3
A B o ar d
of U S N av al E ngineers in 1 879 aft er an e x ten
. .
,

sive e x perim e nt al investigation o f the proportions necessary for

the ends of boiler braces subm itte d the follo wing which will
-
, ,

apply equ ally well to the ends of eccentric rods v i z -

,

F or en ds made by d rawi ng out the bar, bendi ng i t a round ,

and weld i ng
x width of b ar di ameter of pin or bolt if of iron ; ,

H : di ameter of pin or bolt if of steel ,

e x te rn al di ameter of the eye whe n the thickne s s of ,

the eye is e q u al to th at of the b ar .

rom
F or en ds cut f flat ba rs
x width
of b ar d i ameter of iron pin or bolt
4

3x di ameter of steel pin or bolt

fix bre ad th a cro s s e ach sid e of the eye ;

fix depth through the cro w n of the eye w hen t h e thick ,

ness equ als th at of the b ar .

F or ups et ends f org ed s oli d d ri lled holes

, ,

y are a of cross section of b ar are

-
a of section of iron pin
are a of section across the eye ;

o gy
. are a of section through the cro wn of the eye .

Th e eccen tri c rod is equ al in e ffective length to the d ist ance

-

bet ween the centres of the lin k block an d the eccentric I ts -

.

s e ction m ay be rect ang ul ar or circul ar the former being pre ,

fe rred though more e x pensive I t is simil ar to a connecting

,
.

rod i e a strut jointed at both ends an d may be designed by

, . .
, ,

the formul a given in 8 2 .

F o r practic al purposes of construction th e follo wing may ,

be adopted i n working ou t de igns ( see 39) s

A rea of s ec ti on o f ecc en tri c rod a t s

-
mall end

0 0 0 0 0 6p , B L
. sq in . .
I 22 S TE A M -E I VG I ZVE DE SI GN .

F o r wroughtiron or c ast steel- -

T hickness of eccentric strap at the middle -

0 .
5 in
sides in .

D in these formul a is eq ual to

F ig is a drawing of
. 82 an eccentric strap
-
as a pplied to th e
B all engine .

44 E .
(
cc e n tri c — eccentric
Fig 82,
. she ave m ay be — The -

m ade in one or more p arts I t must be securely keyed to the .

sh aft T he eccentric m ay be m ade of c ast or wrou ght iro n

.
,

brass or c ast steel

,
-
.

T h e p roj ec ted a rea of the eccentric i e the di ameter times , . .

,

the bre adth must be large enough to give a cool be aring su r

,
-

f ace T he pressure o u a sq i n of projected are a should n o t

. . .

e x ceed 50 0 lbs ( see an d m ay be t aken as 30 0 lb s for

. .
 E CCE N TR I C .
123

h igh speed engines on account of the su d d en vari at i on of

-
, th e
stress ex erte d through them .

D di ameter of the eccentric ;

b bre adth .

T hen , as in 39 ,

eccentric m ay b e considere d as a beam fi x e d at the

T he
centre of the sh aft an d loaded at the centre of the sheave with
,

p, B L
a stress 0 f lbs . The moment of this force may be equ al
5
to the moment of the safe te n sile strength of the le ast radi al
section of the eccentric about the same ax is .
1 24 S TE A 1I E N G I N E
.
.
DE S I G N .

L et S a t his le as t rad i al s ec tio n tb ;

f s afe tensile strength of the met al us e d ;

d di ameter of the sh aft ;

t radi al thi ck ne ss of le ast section ;
t
’
thro w of the eccentric .

T hen

e+ z
5

T he le as t
rad i al sectio n of the eccentric may be t aken
‘
as

rect angul ar an d e q u al to tb whence

, ,

Th e valu e of t may be found from the form ul a

I general the v alue of b will be d etermi n ed from the wi d th

n

along the sh aft av ail able for the ecce n trics T his being .

assumed D may be found from eq

,
an d then t from e q ( 3
) . .

or
T h e follo wing equ ations represent s uccessful E nglish p rac

tice according to S e aton

, , w here D as before ,

D i ameter of eccentric she ave ( thro w of eccentric

am e te r of sh aft ) ;

B re adth of she ave at the sh aft in :

strap = D + 0 6 i n .

T hickness of m et al around th e 0 7D in ; . .

at circumfer e n ce 0 6D in . .

45 . must fi t the key ways perfectly on the

K ey s for S h afts -

sides . When this is the c ase the moment of the safe she aring
,
12 6 S TE A I ii -E N GI N E DE SI GN .

T he value of 1 has been determined beforeh and from other

consi d erations E q u ations ( 2 ) an d ( 4) should give the same
.

result T o put them into a more convenient form for use s ub

.
,

s t i t ute the v alues of f ; an d f using s ay s i x as a factor of safety

, , , .

T hen the e q u ations become respectively , ,

P’ P'
1
for wro n ght 1ron k eys
-

30 00 lD 450 0 0

Pr Pr
for steel keys .

D
’

b = 0 39 3
. to (7 ) for wrought i ron key -
an d sh aft .

”
D
b= 0 . 2 11 to (7 ) for steel key an d wrought - n on sh aft ;

E q uations
( 5) best be use d in d esigning
had the key for
é L
the eccentrics by substituti n g p
, for P and the thro w of , ,

s
the eccentric for r Comp aring the formul a we see th at a steel
.
,

k e y need h ave but from one h alf to three qu arters the bre ad th
of a wrought iron key of the same strength
- .

Fi g 22
. .

The key is represented in F i g 2 2 and is enl arged so as to .

,

ren d er the following more e asily app arent A B is equ al to the .

d epth of the key way or d T h e she aring strength of the key

-
, .
,
 I rE VS F OR S I I AF TS .
127

width b or 2 CB should never e x ceed the she arin g stren gth o f

, ,

E D . T h at is E D b an d A D
, 3b T h e depth d allo wable
, .
,

for the key way m ay be determ ined graphic ally or as follo ws

-
, ,

0 9 a
d OB 0A

E p anding e ach of the binomi al surds sep arately subtract

x ,

ing and reducing we h ave appro x im ately

, , ,

3
0
D epth of key way allo wable
- d -
4 10

When more th an one key is used the depth of the key

, d
way w ill be reduced T h e position for the key is al ways on the
.

s ide of the sh aft away from the le ast radi al section of the cr ank

o r eccentric .
 C HA PT E R V .

C O M POU N D E N G IN ES .

46 . K i nd s of C o m p ound efore considering

E n g i n es.
— B
the design of the piston rod connecting rod crank sh aft etc
-
,
-
,
-
, .
,

it is well to discuss the subject of compound engines since th e ,

s tress e s e x erted upon these p arts will b e s ome wh at d ependent

Fi g 83
. .

upon the kind of engine use d T he compound engine is now

.

only at its e x periment al st age of development hence we are not ,

surprised th at the m any able writers differ so wide ly T h e .

present discussion will rel ate only to the v arious m ethods in

actu al use for proportioning the cylinder di ameters .

T he conditions necess ary for an economic al use of ste am ,

128
1 30 S TE A M -E N GI N E DE SI GI V
.

Fi g 80.
.
 TH E OR Y OF COM P O UN D E N GI N E S .

for A , B , C, or D I n D the cranks are 1 80 ap art E is a

.
°
.

receiver compound engine with cranks at 90 or otherwise T he

,
°
.

t heoretic al indic ator d i agrams for these types will be discusse d

-

i n C h apter V I .

T h e types sho wn in F i g 8 3 A an d B are illustrated in

’

.
, ,

p umping an d other engines .

T he type C of F i g 8 3 was applie d to the government moni

.

t ors constructed som e t wenty ye ars ago but is seldom used at ,

present .

Th e type D of F i g 8 3 is illustrat e d in the vertic al compound

.

p umpi n g engine m ade by D e ane

-
M f g C o H olyoke M ass . .
, , .

( g
F i. T here is no intermedi ate receiver an d the ste a m ,

s ufle rs a continuous e x p ansion .

Th e cros s section of a receiver e n gine is sho wn in F igs 86

- -
.

an d 1 8 which illustrate the cylinders of the U S S N ips i c

*
. . . .
,

F requently the compound engine is m ade with three c y li n

d ers of equ al di ameters the centre cylinder being for high ,

pressure while the others are for lo w pressure ste am T h e -

.

c r anks are connected a t 1 2 0 or other wise Th e engine is also °

.

p rovided w ith the necess a ry pipes st 0 p v alves etc so th at al l ,

-
, .
,

the cylinders m ay be used as non compound in c ase it is -

,

d esir able to incre ase the po wer T his is peculi arly ad apted to .

war ste amers for the engines c an be ru n econo m ic ally as com

-
,

p ound w hen cruising an d less economic ,

a lly as simple engines

w hen gre at speed is desired .

The theory of the acti on of s team an d the development of

p o w er in a compound engine is put i n the follo wing words by

Chief E ngineer B F I sherwood U S N avy in his report on

. .
,
. .
,

t h e ste am y acht S i es ta
-

I n c alcul ating t h e indic ated horse po wer for a compound -

e ngine the common pr actice is to t ake for f actors the are a of

,

e ach piston and the indic ated pressure upon it per squ are inch

as given by the indic ator di agr ams from the respective c y li n -

d ers . T hus the in d ic ated horse po wer is obt ained for e ach -

c ylinder an d their sum is the indic ated horse po wer develope d

,
-

From E ng i n eeri ng: x x u. 2 0 7 .

1 32 S TE A M -E N GI N E DE S I GN .

by the engine I n fact ho we ver the i n d icate d horse powers

.
, ,
-

develope d by the engine are not thu s distributed although the ,

aggregate is correct T his method assumes th at e ach cylinder

.

of the compound engine acts independently of the other as is ,

the c ase with the simple engine which is n ot true T he com

— .

pound engine is n ecess arily composed o f two cylinders of un

e qu al c ap acity while the simple engine is composed of one
,

cylinder only and if two be used they constitute two i n d e pen d

,

ent engines although coupled to the s ame sh aft an d h avin g

,

boiler an d condenser in common T he combined cylinders of .

the compoun d engine are in e ffect one cylin d er only an d thei r

, , ,

pistons are in e fle c t one piston only nor c an their action b e

, ,

sep arated in re ality however it may be i n appe arance by the

, ,

arrangemen t of mech anic al det ails adopte d T he interiors o f .

both cylinders of the compoun d engine are al ways in common ;

th at is the sp aces i n the two cylin d ers bet ween the inner su r
,

faces o f their pistons are in common for one stroke an d th o se ,

be twee n the outer surfaces of their pistons are in common for

the return stroke The accomp anying very simple di agram
.
,

which e x hibits the compound engine in its most element ary con
c e pti o n will illustrate these ide as
,
T he d i agram F i g 8 7 s ho ws
. .

the two cylinders of the compound e n

gi ne arranged t andem wise with thei r ,

interiors bet ween the inner surface s

of their pistons in common an d wit h ,

their pistons rigidly connected to the

same piston rod With this arrange -
.

ment the pistons coul d m ake only on e

stroke do wn ward which is all th at i s ,

necess ary for e x pl an ation T o m ake .

the return up ward stroke the two ,

cylin d ers would h ave to be sep arate d

by a p artition and the interior of the ,
F'g 8 7 0
sm all cylinder above its pisto n would
h ave to be m ade in common with the
i nterior of the l arge cylinder belo w its piston by a c omm un i c at
-

i ng pi p e I n a working engine the v alve s cont r ol ling the alter

“

.
1 34 S TE AM -E N GI N E DE S I GN .

pressure being the sum of the in d ic ated pressure and the back
pressu re against the piston of the l arge c ylinder .

“
T h e t wo pistons of the compound engine being rigidly con
n e c t e d an d the ste am pressure bet ween them being the s ame
,
-

per squ are inch of piston the true b ack pressure acting against
,

the piston of the sm all cylinder is evidently the b ack pressure

acting ag ainst the piston of the l arge cylin d er ; th at is to s ay ,

the condenser pressure m the sp ace C and not the pressure

-
,

of the e x p anding ste am in the sp ace B bet ween the pistons

hence to obt ain the true in d ic ator d i agram from the sm all
,
-

cylinder the indic ator m ust be pl aced in connect ion with the
,

space A or ste am sid e of the piston of the sm all cylinder an d

with the sp ace C or e x h aust side of the piston of the l arge
cylin d er The indic ate d pressu re for the sm all cylinder thu s
.

obt ained woul d be as m uch gre ater th an the indic ated pressure
h abitu ally c alcul ated for th at cylinder as is due to the mean,

pressure of the e x p anding ste am in the sp ace B bet ween the

pistons of the two cyli nd ers N ow this pressure of the e x
.
,

p an d ing ste am being wh at is h abitu ally kno wn as the indic ate d

pressu re for the l arge cylinder the true method of c alcul ation
,

herein described m akes the indic ated power of the sm all

cylinder e x actly as m uch gre ater th an wh at is obt ained by the
h abitu al method of c alcul ation as the indic ated po wer of the
l arge cylinder is m ad e sm aller the aggregate indicated powe r
,

of both cylin d ers being th e s ame by both methods T he true .

net pressu re for the sm all cylinder is wh at rem ains of the true
indic ated pressure after subtraction of the pressure required to
work the sm all cylinder an d concomit ant p arts per s e or un , ,

lo aded and the true tot al pressure for the sm all cylinder is th e
,

su m of the true indic ated pressure an d of the b ack pressure in

the sp ace C against the l arge pisto n .

“
T h e indic ator d i agrams h abitu ally t ake n from the sm all
-

cylinder of the compound engine do not correctly represent

the e fle c ti v e pressu res upon its piston nor does the h abitu al
'

c o rel ation of the indic ator di agr ams h abitu ally t aken from t h e
- -

two cylinders give a correct ide a of the true distribution of t h e

 TH E OR y OF COM P O UN D E N G I N E S . 1 35

p re s sures T he true c o rel ation of the di agrams i s as fol

.
-

lows :
“
S uppose a straight line t aken as b ase an d d ivided into
two p arts which h ave th e same rel ation to e ach other th at the
volume of the sm all cylin d er has to the volume of the l arge
cyli nd er less th e volume of the sm all cylinder N ow h aving .
,

t aken a true indic ator d i agram from the sm all cylinder th at is

-
, ,

a d i agram m ade by putting the indic ator altern ately in con

n e c ti on with t he sp ace A or ste am side of the piston of the

sm all cylinder an d with the sp ace C or e x h aust si d e of the

,

piston of the large cylin d er lay o ff this di agram on th e fi rst

,

p art of the b ase repre s enting the volume of the sm all cylinder .

N e x t h aving t aken an indic ator di agram f rom the l arge c y li n

,
-

der by putting the indic ator altern ately in connection with the
space B or ste am side of the piston of the l arge cylinder and ,

with the sp ace C or e x h aust side of it lay o fl this di agram on

,

the l ast p art of the base representing the volume of the l arge
cylinder less that of the sm all one ; then the two di agrams will
form one sho wing the true action of the ste am and the true d is
,

t ri b uti o n of its pressure during a stroke of the combi ned pistons ,

the tot al length of the b ase representing the length of the

stroke of a piston S uch a di agram an d only such an one i s
.
, ,

comparable with the di agrams t ake n from the cylinder of the

simple engine A ll other arrangements or combin ations of
.

di agrams from the cylinders of compoun d engines are facti

tious an d misle ading .

I n the di agram which has the p artition bet wee n the t wo

,

cylinders omitted the pressure in the sp ace B must be un iform

,

throughout at any inst ant m aking the b ack pressure per squ are
,

inch agai n st the piston of the sm all cylinder e x actly equ al to

the pressure on the piston of the l arge cylinder per squ are
inch ; but in a working engine where the l arge mov able par
,

tition bet ween the cylinders is repl aced by comp aratively a

very sm all v alve with contracte d openings this equ al i ty of,

pressu re u pon the two pistons no longer e x ists and the back ,

pressure against the piston of the sm all cylinder is al ways

gre ater th an the pressure upon the piston of the l arge c v li n d e r .
1 36 S TE A M E N -
GI N E DE S I GN .

T his di fference of pres su re in practice varie s from 1 } to 3 4

pounds per squ are inch according to the si z e of the O pen in g

,

in the valve rel atively to the c apacity of the sm all cylinder to ,

the length and tortuousne s s of the p assages conn e cting the two
cylinders to the speed of the pistons etc N ow this d i fle re n ce
, , .
,

of pressure wh tever it m ay b e an d it is al ways something of

a,
— ,

practic al impo rt ance is addit ion al b ack pressure against the

—
,

piston of the sm all cylin d er an d must be added to the b ack

,

pressure in the space C to obt ai n the true back pressure

against which th at piston works T hus the piston of the sm all
.
,

cylinder of the compoun d engine m ust al ways work practic ally ,

though not theoretic ally against a gre ater b ack pre s su re th an

,

the surface of the ring works which rem ains of the piston of
t h e l arge cylinder after subtr action of the piston of the sm al l
cyli n der by the di fference bet ween the pressure per squ are inch
,

on the opposite sides of the movable p artition sep arating the

two cylinders T his addition al b ack pressu re is a loss of us e
.

ful c flec t peculi ar to the co mpound engine an d has no an alogue ,

i n the simple engine .

Th e foregoing principles governing the compound e n gine

su ffer no modi fi c ation by an y v ari ation of the rel ative position
of the cylinders or addition of p arts T he interposition of a .

receiver bet ween the cylinders whereby their pistons need not
,

come simult aneously to the ends of their strokes does not in ,

the slightest degree afle c t the mode of action described

neither does cutting o ff the ste am in the sm all cylinder where ,

by p art of the e x p ans i on is c aused to t ake pl ace in th at cyl

inder .

A ll the ste am used in the l arge cylinder is al ways e x panded

ste am ; nor is the me asure of e x p ansion affected by pl acing a
cut o ff v alve on th at cylinder closing at an y point of the stroke
-

of its piston T he object of such a v alve is to incre ase the pres

.

sure bet ween the piston o f the sm all cylinder an d the mov able
p artition sep arating the cylinders th at is to s ay bet ween th at
, ,

piston and the cyli n der end to wards which it is moving S uch .

an incre ase of pressure would be ne arly useless theoretic ally , ,

in a t andem arrangement of c ylinders for the compound engine ,

1 38 S TE A M -E N GI N E DE S I GN .

which it co uld not d o with a l at e c ut off an d the cut o ff valve

- -

on the l arge cylinder closing at a poin t that woul d m ak e

equ ality of press ure at the e n d of the stroke of the piston of
the sm all cylinder an d at the begi nning of the stroke of the pis
ton o f the l arge cylinder C onsequently in receiver arrange
.
,

ments of cylinders the ste am being used with a given me asure

—

of e x p ansion the ratio of the volumes of the sm all an d l arge

—

cylinders is much less th an need be in t andem arrangements .

O f course the ste am can be cut o ff properly as short i n t h e

“

sm all cylinder of the t andem arrangement as in the case of the

receiver arrangement but it need not be for m ax imum economi c
,

e ffect as re gards pressure alone ; in fact it can be worked with ,

out ex p ansion i n the sm all cylin d er an d the entire e x p ansio n

done in the l arge one without sacri fi ce of economi c e ffect d ue
to pressure distribution provided there be no sp ace bet ween
,

the cylinders in which c ase neither of them would require a

,

cut ofl v alve and the mech anism could be much simpli fi ed

-
'

, .

I n the receiver arr an gement of the two cylinders ho wever , ,

a cut off upo n both is i n dispens able for m ax imum economic

-

e ffect as reg ards pressure alone N either advant age nor n e c e s

.

s i ty requires the receiver to be of gre ater c apacity th an the

sm all cylinder and the pressure in the receiver must be kept
,

the same as the fi n al pressure in the sm all cylinder which c an ,

only be done by the use of an adj ust able cut o fl v alve on the -
'

large cylinder closing at the proper point to pro d uce this e fle c t .

F urther this condition prevents the ste am from being used

,

without e x p ansion in the sm all cylinder as in th at c ase th e ,

sm all cyl inder could not d ev e i op an y po wer I n order there .

,

fore th at the sm all cylin d er in the receiver arrangement should

,

develop a proper po wer with the condition of equ ality bet ween
its fi n al pressure an d the pressure in the receiver the ste am ,

must be cut off in it considerably before the end of the stroke

of its piston T hus wit h the receiver arrangement of the two
.
,

c ylinders cut o fl v alves on both are indispens able for m ax imum

,
-

economic e ffect as regards distribution of pressure and the ,

ste am m ust be used with consi d erable e x p ansion in the sm all

”

cylinder to obt ain the proper division of po wer bet ween the
 COM P O UN D E N GI N E S . 1 39

MM
cylin d ers Th e m anner in which these con d i ti ons affect the
.

propo rtion of the two cylin d ers is very obvious I f the ste am .

is to be used with a given me asure of e x p ansion s ay s i x times , ,

then in a t ande m arrangement of the cylin d ers without cut off -

v alve on either the volumes of the two cylinders would be as 1

,

an d 6 ; but in the c ase of the receiver arr angement of the t wo

cylinders cutting 0 3 the ste am in the sm all cylinder whe n one

,

third of the stroke of its pisto n was complete d the volumes of ,

the cylinders would comp are as 1 an d 2 an d if the l arge cy li n ,

der were divi d e d i nto two so as to m ake a three cylinder com -

pound engin e all the cylinders coul d h ave the same dimensions
,

— a very gre at mech anic al convenience when the engine is a

l arge one .

When the steam is worked e x p ansively in the s m all cylin d er

of the compound engine the applic ation of a cut o ff v alve to
,
-

the l arge cylinder is a source of much economy independently

of the proper d istribution of the pressure I n all c ases of .

using s aturated ste am consi d erable condensation is found in

,

the cylin d ers due to the altern ate he ating an d cooling of th e

,

met al of which they are m ade o wing to the considerable dif

,

ference of temperature to which the met al is e x posed d uri ng a

double stroke of the piston T his liquefaction of the ste am is
.

a m inimu m when the ste am is worked without e x p ansion ,

other things equ al an d incre ases pari pas s zt as i t is worked

,

more and more e x p ansively N o w wh atever portion of the

.
,

ste am e ntering the sm all cylinder rem ains lique fi ed at the

end of the ste am stroke of its piston is boiled O H or re
v apori z ed d uring the retu rn e x h aust stroke under th e le s -

sened pressure of the e x h aust by the cont ained he at in the

water an d in the met al of the cylinder an d this rev apori z ed ,

portion p asses to the l arge cylin d er an d is used upon its

piston withou t e x p ansion if th at cylinder h ave no cut o ff -

valve ; but if it h ave the n this rev apori z e d portion is worked

,

e x p ansively an d is thus m ade to give a higher duty O f

, .

course the less the cylinder liquefaction of ste am the less will
, ,

be the eco n o mic gain due to this c ause an d vi ce v ers a ,

.
”

T here are a gre at m any methods use d by successful e n

 S TE A M -E N GI N E DE S I GN .

g i proportioni n g the cylinde rs of a compoun d e ngi n e

n e e rs i n .

I n N o 30 of P ro of U S N aval I ns ti t he author gave nine

. . . . .
,

of them The follo wi n g

. are repri nted ( without quot ation

m arks) from th at p aper an d give the methods of most p rac

,

tic al v alue .

47 M.e t h o d De s i g n i n g C y li n d e r D i am e te rs propos e d
of

b y P as s e d A s s i s tan t E n g i n eer C h arle s W R ae , U S N

-
. . . .

TH E H I G H P R E S S U RE
-
C YL I N D E R .

p ,
initi al absol ute pressure in the cylinder ;
2 number of times ste am is e x p anded in it ;
p , t e rmin al absolute pressu re

p ” mean absolute pre s sure log ? )

e

p ,
me an e fle c t i v e pressu re p , , p, .

( T condition ( p p
his p) is obt ained,only w hen a c
, o n ,

st ant b ack pressure equ al to the termin al pressu re is maint aine d

i n the cylin d er ) .

T herefore

loge )

isureis the ratio of the me an e ffective to the in iti al absolute pres

f

the high pressure cylinder an d the gre atest amount of

in -
,

work obt ain able from the cylinder is w he n this ratio is a

m ax i mu m .

F rom the above we see th at this ratio is equ al to an e x

log, x
pression in which x the number of ti m es the ste am is
x ,

e x p anded in the high pressure cylinder is the only unkno wn

-
,
14 2 S TE A M -E N GI N E DE S I GN .

t i ng off i n this cy linder in order to g i ve

o f c ut , e x p ans i on s
to the steam ; is of the cylinder proper or , , s ay , o f the

s troke f rom comm encem en t.

TH E L O W- P RE S S U R E C YL I N D E R .

T hesi z e of the low pressure cyli n der d epends upo n one

-

thing only i e the tot al n umber of e x p ansions desired

,
. .
,
.

Th e follo wing t able gives the cylinder ratio for any n u m ber
o f tot al e x p ansions from 1 2 to 5

T l mb
ota nu f p i
er o N mb f p i i C y li d
ans ons i u er o ex an s o ns n n er rat o.
f m
o h ig h p
s te a
ex
. yli d -
res s ure c n er .

I 2

I I

I O

9
8 2 .
7 2

7 2 .
7 2

6 2 .
7 2

5 2 .
7 2

The m ethod f p roc ed ure then to obt

o ain the si z e of th e , ,

cylinders of a compound engine according to this pl an is as , ,

follo ws
F ind the weight of ste am ev aporate d per unit of time at the
m ax imum boiler pressure A llo w for the fall of pressure b e
-
.

t ween boilers an d cylinder and also for d i fle re n c e bet wee n ,

amount furnished by boilers as per co al consumption etc a n d , , .

,

amount accounted for in the cylinder ( vi d e I s h e rwo o d s

’
Ex
ri m e n tal R ese arches in S te am
p e

We then h ave the initi al weight pressure an d consequently , ,

volume of ste am used per stroke in the cylinder T he volume

, .

of the cylinder is therefore times as gre at The stroke

, , .

of the piston bei n g governed by considerations of sp ace etc , .

,

an d fi x ed the are a of the high pressure piston is at once oh

,
-

tai n e d . T h e above volume includes the cle arance sp ace of ten

per centum of the stroke displ acement .

K no wing the tot al number of e x p ansions re q u ire d the si z e ,

 COM P O UN D E N G I N E S .

o f th e low p r es s ur e
- cylin d er is obt ained from the t abl e here
given by fi n d ing the cylinder ratio in the third colum n .

Thi s method i s appli cable only to engi nes fi tted wi th an i nter

m ed i ate recei ver i n whi ch the pres s ure can be kept p racti cally
,

c ons tan t and equal to th e termi nal p res s ure i n the h igh p res s ure
,
-

cy li nd er .A lso when the ratio of e x p an s ion is

, i n th e high
pressure cylinder the low pre s sure cylinder fo llo ws full stroke
,
-
.

E X AM P L E — F ind the di am e ters of cy li nd ers for the G alena

from t h e follo wing d at a : T wo com po und cylinders ; c rank at
stroke feet ; revolutio ns per min ute 6 5 ; initi al ab s o
, ,

lute pressure of ste am i n b o ilers 9 5 lbs an d 88 lbs at cylin d e r , .

, .

ratio of e x p ansion it is required to d e v elop 1 1 50 I H P

, . .

using 2 0 lbs of st eam per I H P per hou r

. . . . .

S oluti on .

2
20 1 50
P oun d s of steam use d per minute
8
3 3
3
3
P oun d s of s te am use d stroke
pe r
1 5
V olume of one poun d of saturated ste am of 8 8 lbs absolut e .

p ressure 36 cu feet ( see t able in the A ppendi

. x
) .

A r ea of high pre s sure cylin d er -

X 6
4 9 33 X 1 44
14 8 1 2 sq in
x 3 5 .

D i ameter of high pr s s ure cylinder-

4 31 11 in 1 .

R at 1o Of cyl i nders ——— '

7 22

A re aof low pressu re piston 1 96 x

- : . sq . in .

D i amete r of low pressure cylinder -

in .

48 . M e th od D e s i g n i n g Di am e ters wh e n th ere i s
of no
”
Drap in P res s ure b e tw ee n th e C y li n d ers .

L et A a re a of high pressure piston i n sq u are inches ;

-

B are a of low pressure piston ; -

x B— —
z A = ratio of e x p ansion in lo w pressure cylin d e r ; -

r tot al ratio of e x p ansion of ste am in the engine ;

r 2 rat i o of e x p ansion in the high pressu re cy li n -

d e r when there is no d ro p bet ween cylin d ers .

144 S TE A M - E N GI N E DE S I G N .

T he work d one in t he high pres s ure cyl ind er

-
is pro por
ti on al to

1 log .

wh e re p1 i n it i al ab s olute
press u re o f ste am at th e cyl i n d er .

T he tot al work if done in one cylinder i s n eglecting b ack

, , ,

pre ssure e q ual to

,

If the work d one in e ach cylinder is the sa me ,

1 log .

whence

( I ‘

l
‘

log. r log. x i }
v
log. r

therefore log. x i [log . r

If the back pressure p in the condenser is co nsi d ere d

, , ,

which re d uces to
log. r
 S TE A J I E N G I A E
-
'
DE SI GN .

portione d in the ratio of 1 : W the m ax imum stress will b e ,

the same on e ach piston .

H ence in order to h ave equ al e x p ansion equ al initi al

, ,

stresses an d e qu al work performed in e ach cylinder de s ign the

, ,

lo w pressu re cylinder as if all the work h ad been done in it

-

divide the are a th us obt ained by the squ are root of the ratio
of e x p ansion an d the are a of the high pressu re cylinder is
,
-

found .

E X A MP L E — F ind di ameters of the cylinders for the G alen a ,

h aving given the follo wing d at a : T wo cylinder compound e n -

g ine ; cra nks at s troke feet ; revolutions per minute , ,

6 5 ; initi al absolute press ure of ste am at boilers 9 5 lbs ; at , .

cylinder 8 8 1b s ; back pres u re in condenser 5 lbs absolute

, . s , .

r atio of e x p ansion an d I H P 1 1 50 ,
. . .
, .

S oluti on — M e an e ffective pressure if work is all done in o n e

.
,

1 + log
cylinder (
,

88, 5
2 53
-

1 1 5o >< 3 3ooo
Are a of lo w pressu re
-
piston
x
sq in. .

A re a of high pressu re piston -

sq . in .

V 53 2
Whenc e
D i ameter of lo w pressure cylin der 5 }
2 in -
.

D i ameter of high pres s ure cylinder 343 in -

.

P rof A E S e a t on s M et h od of D e s i g n i n g C y li n d e r
’

s o . . . .

Di am e t e rs —
[S e e A Ma n ual of . I lla ri n e E ngi n eeri ng ]
L e t pI bsolute initi al press ure of ste am ;
a

p ,
absolute receiver pressure of ste am

p ,
absol ute condenser pressure or b ack pressure in ,

lo w pressure cylin d er ;
-

R ratio of cylinders ;
r tot al ratio of e x p ansion ;
r, ratio of e x p ansion in high pressure cylin d er ; -

r, ratio of e x pansion in low pressure cylinder ; -

p ,
’
me an tot al pressure d ue to r an d p ; , ,
 COAI P O UN D E I VG I N E S .
147

mean tot al pressure due to r and p ,

me an total pressure due to r and p ; ,

me an e ffective pressure in hi gh pressu re cylin d er -

,
_
E n E
me an e ffective pressu re in lo w pr es sure
-
cylin d er
I I
_ p‘

1 log. rb
f .
=fi,
f5 ) r

B ut s ince the work is to be equ ally divide d b e t wee n th e cy li n

d ers ,
_ _
R ( Em E t)
,
Em E r

A nd if there is no loss from drop and i f the me an pre s “

,

sure i n the high is referred to the me an pressure in the low

p ressur e cylinder we sh all,
h ave
,
_
p ut p r
_ _
R
“

FE M Ea —
pfl P

which , combine d with gives

—
2( p _
Pm Ps n Ps )

R
— —_ —
( pm p)
,
pm p r
2
l

When 2 d enotes the e fli c i e n cy of the system ( 1 ‘

, x
) is the
p art of loss d ue to drop ; whence

pa
—
E a
g
<pm _
Pa)

pm
,
_E r
14 8 S TE A M -E N GI N E DE S I GN .

the actual me an pressures when there is loss d ue

To fi nd
t o drop the v alue of 2 m ust b e determ ined : this m ay be done
’
:
,

by s ubstituting the value of p an d p fo und from the pre ,

’
,
”

ceding formul a ; b ut an appro x im ate value m ay be found by

d termining the v alue of p in
e from the value thus found ,

c alc ul ate p referring the me an pressures of both cylinders to

,

the lo w pressure cylinder I f ( P

-
p) be the equi v a lent me.an ., ,

pressure thus found then appro x im ately , , ,

”

—
Bu
t Es

E X AM P L E — F ind
di ameters of cylinders for the G alena ,

given the follo wing d at a : T wo cylinder compound engine ; -

cranks at stroke feet ; revolutions per minute 6 5 ;

, ,

initi al abs olute pressu re of ste am at boilers 9 5 lbs ; at cylinder , .

,

8 8 lbs b ack pressu re in condenser 5 lbs ratio of e x p an s ion , .

,

ratio of cylinders an d I H P 1 1 50 , . . .
, .

S oluti on .

H m 88 X lb s .

e; 88 x

P r 77 58 -
( 44 - 15 5) lbs
.

F rom therefore ,

x
88

1 + log ,
1 2
.
1 50 S TE A M E N G I N E DE S I GN .

p e c t e d to be obt ained from the indic ator di agram of an engine -

depends upon the proportion an d arrangement of the cylinders

an d their v alves etc ; an d in c alcul ating the ex pec ted me an
, .

pressure from the theoreti cal m ea n p res s ure due allo wance must ,

be m ade in e ach individu al c ase .

”

“
I f the me an pressure be c alcul ated by the methods here
given an d the necess ary corrections m ade for cle arance an d
,

compression the e x pected me an pressure may be found by m ul

,

t i ply i n g the results by the factor in the follo wing t able

i l
P art c u ars of E i
n g ne . Fac to r .

E xp ansive engine speci al v alve ge ar or with ,

-
,

a sep arate cut o ff v alve cylinders j acketed -

, ,

E x p ansive engine h aving l arge ports etc an d , , .

,

good ordin ary valves cylinders j acketed , ,

to
E x p ansive engines w ith the ordin ary v alves
an d ge ar a s in general practice an d uh
, ,

j acketed , to
C ompou n d engine with e x p ansion v alve to H -
.

P cylinder ; cylinders j acketed l arge port s

.
, ,

etc .
, to
Compound engines with ordin ary slide v alves -
,

cylinders j acketed good ports etc , ,

.
,
to
C ompound engines with e arly cut o fls in both
'

cylinders without j ackets an d e x pansion

,

v alves as in gen e ral practice in the mer

,

ch ant service , to
F ast runni n g engines of the types an d design
-

usu ally fi tted in war ships , to

no correction be m ade for the e ffects of cle arance an d

If
compression and the engine is in accord ance with general
,

m odern practice the cle arance an d compression being propor

,

t i o n ate then the theoretic al me an pressure m ay be multiplied

,

by an d the product ag ain multiplied by the proper f actor

in the t able above the result being the e x pected me an pres

,

su re .
 COM P O UN D E N GI N E S . 151

H ence
the me an e ffective pressure in the high pressure -
cy l

i nder inste ad of being

,
lbs will be .
,

x x lbs .
,

by as sum ing the G alena to belong to the best type un d er cl ass

7 in the t able .

S imil arly the me an e ffective pressure in the lo w pressure

,
-

cylinder will be
x x lbs .

ubstituting the values found an d t aking 57 5 as the horse

S ,

power to be develop e d in e ach cylinder we fi n d th at the are a ,

of the low press ure piston is -

57 5 x 330 0 0
3 2 1 6 -
5 S qu are 1n ch es ,
1 30 X 35 X
-

an d the d i ameter of the lo w pressure cylinder -

64 inches .

Th e are a of the high pressure piston -

575
squ are 1n eb es ,
1 30 X x

16
5 ; hence the di ameter of the high pressure
25
3
which is also
.

9
cylinder is 3 71 B i r inches .

S E AT O N S T A B LE S H O WI N G C Y L I N D E R R ATI O O F CO M P O U N D
’

EN G IN ES .

A b s o lute b o i le r pres s ure .

T pe y of E n g i ne .

85 95 105 us 125 1 45 rs s 1 65

Ra ti o o f larg e to mall 4
T and e m
l y
s
c li n d er
t° 4 "5 5
3 5
2 -c yli nd e r re c e i ve r. d i tto .
3 4

yli C d fl v
'

b res s ure
22 2 g pgée
1

l
-
3 c nd e r 3 7 4
51 3 y' n

q ‘py fi zp
1 v
T ri ple ex pan s i on
c r‘
re s s ure t o
l
5 5 4 5 8
 S TE A AI - E N GI N E DE S I G IV .

5 1 . De s i g n of D i am e te rs for E q ual E x pan s i on an d

E qual W ork i n e ac h C y li n d e r ( F i g L ay do w n a d i a .
-

gram corresponding to the ratio of e x p ansion an d pressures

used as if it were for a single cylinder using all the ste am and
developing the po wer required ; then divide the di agram by
the line X Y so th at the are as A an d B sh all be equ al
, .

Fi g 8 8
. .

T he me an ordin ate of A will be the m e an e ffective press ure

in the high pressure cyli n der ; an d th at of B the me an e ffe c
-
,

tive pressure on so much of the lo w pressure piston as is left -

after subtracting from it the are a of the sm all pi ton H ence s .

the tot al are a of the l arge piston is the sum of the are a so
fou n d an d th at of the high pressure pi s ton ( see -

E X AM P L E — F ind the cylinder di ameters for the receiver ,

two cylinder engine of the G alen a with the follo wing d at a

-
,

I H P
. . 1 1 50 ;
.
, stroke feet ; revolutions per minute 6 5
, ,

initi al ab s olute pressure of ste am 9 5 lbs b ack pressure 5 lbs , .

,

an d r atio of e x p ansion with cle ara nce of ten per ce n t

, .

S oluti on — T h e me an pressur e of the c ard A is

. lbs .

H ence if the work is equ ally divi d ed bet ween the two c y li n
,

ders the are a of the high pressure piston is

,
-

57 5 X 330 0 0
I 3 33
O - 2 S qu are inches .

4 55 X 29 8

The di ameter of the high pre s su re cylinder is 40 } inches

-
.
1 54 S TE A M -E N GI N E DE SI GN .

n ers as sho wn ; then the c ard wi ll be simil ar to the combined

c ard from a compou n d engine T he me an e flec t iv e pressure of
.

this combined c ard is the mean pressure on the l arge piston ,

supposing all the work to be done in the lo w pressure cylinder -

.

K no wing t his the are a of the l arge piston is foun d an d then

, ,

th at of the high pressure piston as sho wn in the follo wing

-
,

E X AMP L E — F ind cylinder di ameters for the t wo cylinder -

,

receiver engine of the G alena when the I H P is 1 1 50 ; . . .

stroke ,
feet ; revolutions per minute 6 5 ; initi al absolute ,

pressure of ste am 9 5 lbs ; b ack pressure 5 lbs ; rate of ex pan

, .
,
.

s ion of ste am an d cle ar ance ten per cent

, ,
.

S oluti on — .A ssum ing ratio of cylinders as an d t h e

p oint of cut o ff at three fou rths stroke in the l arge cylinder the
- -
,

e fle c t i ve pressure of the combined c ar d is lbs which wil l

'

.
,

give for the are a of the l arge piston

1 1 50 x 33ooo
squ are inches .

4 55 X 3 1 4 2 5

T he me an pressure of th e lo wer p art of the combi n e d c ard

is lbs which gives for the are a of the l arge piston
.
,

57 5 X 330 0 0
squ are inches .

4 55 X 1 59 2 5

T he former value gives for the are a of the high pressure piston -

squ are inches ; while the l atter value gives an

2
2 228
are a of squ are inches T h e me an e ffective .

95
pressure of the upper p art of the combined c ard is 4 5 lbs .
,

57 5 X 330 0 0
squ are inches for
which gives an a re a of
4 55 X 4 5
the sm all piston H ere we see th at the results check and we
. ,

m ay t ake as the are a of the sm all pisto n squ are inches ,

correspon d ing to a di ameter of 341 11 inches ; an d

1
 COM P O UN D E N GI N E S . 1 55

squ are inches for the low pressure

-
piston giving , a di ameter of
5 }
8 1inches .

53 . S um mary — A comp arison of the di ameter of the G a

lena scylinders as
’

, foun d by the d i fle re n t methods is shown in ,

the follo wing t able

D iame te r o f th e h i g h res s ure p p

D i ame ter o f th e lo w- res s ure
y y
-

Meth od °f De s i g n .
c li nd er i n i nc h es . c li n d e r i n i nc h e s .

I 5 47 , Rae
2 r N o
“
d ro p
J S 4 9 Ran i n e
, k
AC S 50 S e aton
.

r , s 5 1 , G raph i c al

Ac tual d iamete rs are

be within
°

C y li n d er R ati o — T he c y li n d e r rat i o m ay
54 . . ,

limits almost any v alue provided th at the v alves are s e t so

, ,

th at initi al strains an d work done are equ ali z ed bet ween the
cylinders A rule in general use is to m ake the cylinder rati o
.

equ al to the tot al ratio of e x p ansion multiplied by the d ec i m al f m a

p art of the stroke completed by the sm all piston when the ste am
is cut o ff in its cylinder S uppose for ex ample th at the tot al .
, ,

ratio of e x pansio n of ste am is 1 2 an d t hat steam is cut o ff at ,

9 % stroke in the sm a ll cylinder then the r a tio of cylinders a s

'
, ,

generally adopted is ( 1 2 x y fi 3 A t a ble, a t the end of .

50 gives the ratio of cylinders for v arious e n gines unde r v ari

ous pre s sures .

Th e mos t econom i ca l rati o of ex pa ns i on of ste am in two

cylinder compound engine s using ste am from 7 5 to 9 5 pounds
absolute pressure per squ are inch h as been found by M r C E ,
. . .

E mery from e x periments with U S revenue ste amers to be

, . .
,

given by the equ ation

22 initi al absolute p re s s ure

R at 1o of ex pan s 1o n
22
1 56 S TE A M E N G I N E DE SI GN .

55 D.es i g n of th e T ri ple -
ex pan s i on ph i c E ngi n e .
( G ra

M ethod ) T h e
— . triple x pansion engine is but imperfectly d e
-e

v e lo pe d yet when th e pres ,

s u re o f ste am is 1 0 0 lbs ab s o .

lute o r more a s avi n g of from

1 5 to 2 0 per cent h as been
re ali z ed by its use over an ,

ordin ary compound engine u s

ing ste am from 60 to 90 lb s .

,

A ny of the methods given for

t h e design of ordin ary com
pound en gines will apply wit h ,

slight ch anges to this type , .

T wo methods will be given as

follo ws
As i n 5 1 dr a w a c ard for ,

a single cylinder develop i ng

all the work F ig 90 T hen , . .

divide the di agram by the ,

lines D E an d F G into three ,

equ al are as A B an d C , , ,
.

T h e me an pressure in A ,

B, an d C bei n g me asure d the are a of the pistons will be found

,

as follo ws
I . H P . .

330 0 0 x
3
A re a of sm all p 1s t o n ( )
1
P . x 2R X S

where p me an unb al anced pressu re of c ard C in pounds per

, ,

squ are inch

R number of revolutions of the d ouble acting engin e -

per minute
S stroke of piston in feet .

A re a of intermedi ate piston

330 0 0 X
a re a of sm all piston p x 2R x S ’
,

where p, me an unb al an c d pres ure of the c ard

’
e s B .
 TR I P L E E X P A N S I ON
-
E N GI N E S . 1 57

A re a of the l arge piston

330 0 0 X
2
are a of i ntermed i ate p ston 1
x 2k x S

wher e p ,
me an unbal anced pressure of A .

5 6 T
. ri p l e -
ex p an s i on E ng i n e. ( A n a l
y ti ca l M ethod .
)
F rom the t able at the end of 50 we see th at the usu al prae
t ice in d esigning triple e x p ansion engines is to incre ase the
-

cylinder ratios as the ste am pressu re is incre ased T his is

-
.

sho wn as follo ws : ( S e e N ote at end of ch apter

) .

We will
ssume th at the absolute pressu re of ste am is 1 2 7
a

lbs b ack pressure in the l arge cylinder 4 lbs ratio of e x pan

.
, .
,

sion 10 stroke 4 feet revolutions per m inute 70 I H P 2 10 0

, , , . . . .

T he me an e ffective press ure if all the work i s d one i n a sin ,

gle cylin d er is ,

( ig )
1 + g‘ 1
9 4 lbs .

S uppose the cut o ff in the sm all cylinder is at

-
stroke then , ,

to e fle ct a ratio of e x p ansion of 10 the ratio of the l arge to the ,

sm all cylinder m ust from 54 be 6 We will t ake the ratio of

, , .

the intermedi ate to the high pressure piston as g an d the -

,

ratio of the l arge to the intermedi ate as ( 6 x } T he 1

me an tot al driving pressu re in the small cylinde r is s ince ,

1
I }
f is the r atio of e x p ansion ,
0 6

lbs .

Calling the b ack pressu re on th e sm all and the initi al press ure
on the interme d i ate piston 50 lbs per sq i n the me an un b al . . .
,

an c e d pressure o n the sm all piston is 50 lbs .

i’
S e ato n
'
s M an ua l of Al a ri n e E ng i n eeri ng , p . 83 .
1 58 S TE A J I E -
DE S I G N .

Th e ra t i o of ex pa n s i on of t he i n t e rm ed iat e a i i n d e r is

1 3 s i n c e t he rat i o o f i n t e rm e d i at e t o s m all c y li n d e r i s i
an d t he m ea n d ri i v n
g p re s s u re is

-
36 lb s

Carin g t h e bac k p e u e i n t h e i n t e m ed i ate an d the i ni t i a

r s s r r
l

in t h e la rge c y lind r 2 1 lb s th m ea n un ba an c d l
re s s ure e e e
p
p re s s u re o n t he i n t e rm e di a te pi t o n is 21
s 24 36 lb 1 . s

p er s
q.i n .

S imila rly , t he mean u nbala n c e d pres su re on the larg e p "

to n is

4 lb s pe r s q i n
l
. . .

De n o ti n g by A the a r ea of the la rge pi s to n fi . x ! is th at

A
the interm e di at e , an d
6
the sm all pisto n .

T he u n bal anced i n iti al load s on the three pi s ton s are

S m all , ( 12 7 50 ) lb s .

I nterm e di ate , ( 50 lbs .

( 21 — A 17 lb s
4) .

Th e mean tot al e ffe ct ive lo ad on all three p istons is

The e ffi cie ncy of this system is

160 S TE A M E N G I N E DE S I GN .

1 . Cylin d ers
side by s ide connected to separate crank s, .

2 T h e sm all an d i n termedi ate cylinders arranged t ande m

.

fashion con n ected to one crank and the l arge cylinder con
, ,

n ec t e d to another .

3 T h e l arge
. cylinder s e p arate d i nto t wo equ iv alent c y li n

ders which are hitch e d t andem fashion under the sm all an d

, , ,

intermedi ate cylinders respectively .

F i g 9 1 illust rates the fi rst cl as s of triple e x p ansi on engines

*
.
-
.

T he stroke of e ach piston is 4 5 ft while the di ameters are 30 .

,

45 a n
,
d 7 0 inches respectively Th e
, cra nks are 1 2 0 .ap art
°
.

T he illustration is the engines of the S S A berd een of 1 80 0 .

,

I . H P . .

engines of the S S A rabi an are i llustrated in F i g

T he . .

T here are t wo high pressure cylinders e ach 9 inches i n

-
,

di ameter pl aced t a ndem fashion over the intermedi ate an d

, , ,

lo w pressure cylinders respectively

-
T he intermedi ate c y li n .

der is 1 8 inches an d the condensing cylinder 32 inches in di

am e te r .

N —
m S i n ce the fo rego i n g was wri tte n th e auth o r has p re p are d a pape r fo r
or

t he s p ri ng m ee ti n g o f the A m S oc of M ec h E ng rs i n 1 889 i n whi c h th e p rae

. . . .
,

t i c e o f t he p as t two y e ars as s h o wn i n a tabl e o f d ata re lat i ve to eigh ty tripl e

,

e x pan s i o n e n g i n e s i s to ex p an d the s team to a te rm i n al p res s ure o f abo ut 1 0

,

p ound s abs o l ute wi th a pi s to n s pe ed o f fro m 7 50 to 1 0 0 0 fee t pe r m i n ute The

, .

c yl i nd e r rati os us e d are :

F ro m E ngi n eeri ng , M ay 2 6. 1 88 2 .

1 F ro m E n i neeri n , j u
g g ly 2 5 , 1 884 .
1 62 S TE AM -E N GI N E DE S I G N .

p bsolute
a pressure of ste am in the receiver ;
p ,
i n iti al absolute pressure of steam o n low pressure
’
-

piston
p ,
termin al absolute pressure of ste am on lo w pres
’
-

sure piston ;
R tot al ratio of e x p ansion of te am s

r , ab s ol ute ratio of e x p ansio n of ste am in the high

pressure cylinder ;
absolute ratio of e x p ansio n of ste am in the lo w

pressure cylinder .

S i n ce methods used in fi nding the theoretic al indic ator

d i agram s for the v arious typ s of en gi n es are simil ar we w ill
e ,

1v e but t wo illustr ative e x amples

g .

5 8 . C on t i n u ou s e-
x p a n s i on C om p o un d e n g i n es foll ow -

i n g F ull S trok e i n t h e L ow p re s s ur e C y l i n d e r S ee E x .

a mple i n 60 — .T he driving pressure on the high pressure pis -

ton for the stroke L already co m pleted 15

,

P ressure
on the lo w pressure piston at the e nd of its s t roke
-
,

an d in the p ass age le adi n g to this cyli n der j ust before the high

press u re cylinder ex h austs is

,
,

_:R
p 1 p( 1
x h + ch )

B ack pre s s ure in the high pressure cylin d er an d initi al pres

-

s ure of s team on the low pressure piston is

-

t
CA
O + ps C
f C E
l + I
i
‘
C ‘
 TH E ORE T I CA L I N D I CA T ON D I A G E A AI S -
. 163

Thedrop is the di fference bet ween equ atio ns ( 2 ) an d

an d is d ue to the free e x p ansion of ste am I n c ase there is no .

receiver C 0 , .

Th e pressure at an y p art L of the stroke of the low pres , , ,

-

s ure piston before the e x h a ust from the high pressu re cylinder -

is cut o ff is
PM l 0 C
— 6 4 N 1

T ermin al
pressure in the low pressure cylinder when the -

h igh pressure e x h aust closes before the end of the stroke is

-

u c PI (
l
P ] l
r ;
‘ ‘

+P a
L “

l
"
Ct.

C l (L‘ '
(
db
,

termin al pressure in
The pre s s ure cylin d er is less by t h e low -

formul a ( 6) th an by I n designing use ( 3) until is deter ,

m ine d upon an d then correct ( 3) by

,

59 R e c.e i v e r C o m p o un d e n g i n e s , C ran k s a t S e e -

E x ample in § 6 1 — H ere it is necess ary to t ake into account the

.

p ressure in the receiver p at the inst ant the e x h a ust begins

, from ,

the high press ure cyli n der T his is neglecting angul arity of the
- .
,

c onnecting rod equ al to the pre s s ure in the lo w pressure c y li n

-
,
-

d e r at the inst an t its ste am port is closed T h e value of p -

.
,

gre atly affects the back pressure in the high pressu re and the -

initi al pressure in the low pressure cylinder Th e driving pres -

.

s u res for t h e h i gh pressure pi s to n are compute d from formul a

o
-

( )
1 a n d ( )
2 of g5 8 .

P ressure in the lo w pre s s ure cyli n der at h alf stroke for a - -

,

c ut o ff at h alf stroke is
- -
,

A
5i ) ;
p
s
h k
approx 1m ate ly )
(
p,
6 ( 7)
.

: t

E q u ation ( 7) becomes when

the cle arance sp aces in bo ch
,

c ylinders are fi lle d , by co m press ion with s team of the ini ti al ,

t e n s io ns ,

P ’
I I A
p rox i m atel y)
( ap .
1 64 S TE A .V-E I VG I N E DE SI GN .

A fter the high pressure e x h aust port is opene d the pressure

- -
,

in the receiver and the b ack pressu re in the high pressure -

cylinder is
P0
1
10. ‘

l Pe C ‘

( L “

l " ‘

l C ‘

P ressure in the low pressure

cylinder at commencement of
-

stroke an d back pressure in the high pressu re cylinder at m id -

stroke is
PM l 0 5 1 4 “

lc "
“ “

(2L C
E q u ation ( 10 ) is true
the cle arance sp ace in the low when
pressure cylinder is fi lled by compression with ste am of a ten , ,

sion in case it is not an d the tension is p ” equ ation ( 10 ) , ,

becomes
—
P( 1
x k ( I D l p‘
A C "
j t l
o ”

c, A
(4L ) C Q B

pressu re in the low pressure cylinder an d on the b ac k

T he -
,

of the high pressure piston at the inst ant before the closure o f
the high pressure e x h aust port ( when x
-
p art of stroke of -
,
’

the high pressure piston co m pleted as the e x h aust close s an d

-

x,
’
corresponding movement of the lo w pressure piston fro m -

position at mid stroke) is -

,

p 1 ( x h C OA c
( / l
x ‘ ‘ “ “
C
l +6 1:

P ressure mid stroke of low pressu re piston before

at - -
, the
low pre s s ure ad mission is c ut o ff is
-
,

fi x . t. ) A c, ) A
B li L ' “

l
"
51 ) C

P ressure at end o f stroke in low -

pressu re cylin d er
PI C A
,

P0
1
7 1. ‘

l
‘ ‘

l Re”
c “ O
C A :

B(L c,
) R
166 S TE A M E N -
GI N E DE S I GN .

I niti al pressure in low -

pressure cylinder i s

x 1 x 3)
lb s .

x 1 + o 1 x
.
3

P ressure at mid strok e

-
is

9 0 o (
2 1 +( o r x 4

T ermin al pressure in lo w pressure -

cylinder is

1 x 3

9 0
T ot al ratio of e x p ansion is

61 . E m ple
x a § 59 on iven the
. cylinder
( g
F i .
— G
ratio 3 ; v olume of receiver equ als volume of the high pres -

s ure cylinder ; cle ar ance of stroke displ acement in e ach

cylinder ; cranks at high pre ssure cuts off at one third - -

an d lo w pressure at one h alf stroke ; p -

9 0 lbs ; construct the ,
.

theoretic al in d ic ator cards - .

Fi g 94 . .

The termin al pressure in the high pressure cylin d e r -

 TH E OR E T[ CA L I N D I CA TOR -D I A G R A /ll S . 16 7

P ressure at mid -
stroke in the low pressure
-
cylinder

g t
i gi i i
j l
g l I
lbs ( E q . .
7 of

R eceiver pressure at e nd of strok e of the sm all piston

I niti al pressure in l arge cylin d er

x 1
lb s . E
( q .

x 1 + 1

T ermin al pressure in low pressure i s

-
 C H A P TE R V I I .

C R AN K E F F O RT
- I AG RA M SD I . LL
U S T R AT I N G T H E I N F L U
E N C E O F T H E R E C I P RO C AT I N G A N D RO T ATI V E P A RTS
O F AN EN G IN E .

62 . M e an i ng of iven the pressure P on

C ran k -
e no rt —
'

. G , ,

t h e piston for an y cr ank position as OE in F i g 9 5 fi n d t he , .

,

crank e ffort or t angenti al force P at th at position

-
’
.

B y the principle of virtu al velocities ,

P P
'
velocity of the crank pin velocity of the pisto n
-
.

I f we denote the length of the crank by r the dist ance trav ,

e lle d by the cran k pin in movi n g through the angle 0 is r d an d

-
,

t h e corresponding dist ance travelled by the piston is r versin 0

( w hen w e neglect angul a rity of the connecting rod ) -

.

Th e velocity r atio is

rd 0 1
Ve lomty Of
r sin bd 0 ’
s in 0

H ence sin 0, P sin 0

’
P .

T he valu e of P
be computed for v arious values of 0
’
may ,

an d being t abul ated will sho w the

, ,

fluctu ations of the turning po we r of

the crank .

I t is generally ho wever more con , ,

v e n i e n t to fi n d the cr ank e ffort by

F's 9 5 graphic methods an d then lay down
-
,

the values fo un d as ordin ates of a curv e the absciss a of which ,

represen t the corresponding cr ank an gles T hus is presented .

to the eye at a gl ance the fluctu ations of the t angenti al forc e ;

, ,

1 68
 I

1 70 S I B AM -E A G I N E DE S I G N
’
.

fo un d in F i g 96 D rawing a cu rve through the points fo un d

. .
,

we h ave a graph i c represent ation of the turni n g force for one

stroke of the piston T he curve of cr ank e ffo rts for the other
.

s troke will in this c ase be the s ame as in F i g 9 7 .

is l aid o ff equ al to a b ( F i g
I f AB n the are a include d
.

bet ween the curve and A B will be equ al to the are a a bcd or ,

the po wer e x erted by the engi n e du rin g one stroke I f we .

draw a line L M p arallel to A B its ordi n ate being

,

2 >< ad
.

72

it will represent the me an cran k e ffort A lso -

.
, i f th e resist anc e
oppose d to the motive po wer o f the en gin e
-
is const ant the
,

Fi g 98 .
.

fly wh e el
-
other he avy movi n g parts will be perfo rm i n g
an d

work as lo n g as the cu rve rem ai n s be lo w L 1” an d will b e s t o r ,

i n g up energy when the c u rve rises above L M .

 CR A N K E F F OR T D I A
-
GRA M S . I 7 !

64 C ran k e ffort for a V ary i n g P s ton pre s s ure, N e g

.
-
i -

le eti n g th e A n g ulari ty of th e C onn e c t i ng rod — L et abcd -

.

i n F i g 9 8 represent the di agram of piston pressu res D raw

.
-
.

the crank orbit r adii and ordin ate s as before O n e ach radius
, , , .
,

as 0 3 lay o ff the correspon d ing ordin ate of the d i agram as

, ,

an d through the points found erect perpendicul ars to

’
0e ef ,

A B which will represent crank efforts as before

, T hus at -
, .

crank position 0 5 the pre s sure of the piston is g h and th e ,

cr ank e ffort is g h T hese v alues being plotted as before give

-
’ ’
.
,

the curve shown in F i g 99 By drawing a hori z ont al t ang e nt . .

,

Fi g 99
. .

P Q, me as uri ng it s d ist ance m n from A B we will fi n d the

an d , , ,

m ax im u m crank e ffort I f we h ave the pressure di agram for

-
.
-

the return stroke 1 e can complete the curve to sho w the crank
, .

e ffort for one e n tire revolution ( see F i g .

65 C ran k e ffort for a V ary i n g P i s t o n pre s s ure C on

.
- -
,

d — ln F i g
s i d e ri ng t h e An g ulari ty of th e C onn e cti n g -ro . .

Fi g I OO
. .

10 0 ta ke crank position OE an d draw E L the connecting

an y , ,

rod . A t L erect a perpe n dicul ar to th e p ath of the piston ,

an d prolong the line of the cran k u n til it i n tersects the pe r

I 7 2 S TE A M E I VG I N E
-
DE S I GN .

pe n d i c ular at K , which
is the inst ant aneous ax is of r ot at i on .

F o r this position of the crank

piston KL
The v e lo c 1ty of the
crank pin -
KE

B ut t h e p ressure
on the pisto n is resolved into two forces one ,

acting in the direction of L P an d producing friction at the ,

cross he ad an d the other acting along the connecting rod an d

-
,
-
,

LE P lE
gre ater th an in the ratio the pressure
ifi
l

P N ow ‘

a cting with a velocity equ al to the velocity of the crank pin -

KL
x 13 equivalent to the origin al pressure P, a cting with a
KE
LF
velocity less th an the above in the ratio
LE
T o fi nd the effecti v e velocity of P lay o ff the angle L K L ,
’

T hen we h ave K L perpe n dicul ar to the connecting rod

’
5
(1 .
- .

A lso ,
E ffective elocity of the piston KL
’
v

V elocity of t h e c r ank KE

D rawing 0 G p arallel to K L or perpendicul ar to the conn e c t

’
,

ing rod produced we h ave

-
,

KL
’
: 0G :: KE : 0E .

T herefore the velocities above are in the ratio

be me sure of the ect i ve pressure on the pisto n

'

fL eta a e e
j
t the assumed crank position ; lay this o ff on 0 E as 0 e an d
’
a , ,

draw c c p arallel to E G then wi ll 0 c be the ta ng en ti al f orce

” ’ ”
.

P
’

gre atest ratio P will evidently be at the point where the

The

li n e of the connecting rod is t angent to the crank orbit

-
In .
I 74 S T E A M E I VG I A E
-
’
DE S I GN .

r the length of the crank in feet ;

0 th e angle s wept throug h by the cran k whil e the
piston moves through x ;
R number of revolutions of the engine pe r mi n u te ;
A a re a of the piston in squ are inche s ;

weight of the reciproc ating p art s in poun d s ;

g acceleratio n due to gravity ft pe r s e c ; . .

W
M mass o f the re a p roc atm g p arts
g
r ate of incre ase of x in ft pe r sec . .

acceleratio n of x or the velocity of v

,
in ft ,” .
pe r s e c .
;
F force producing this acceleration .

R eferring to F i g 9 5 the dist ance travell ed by the pisto n

.
,

AF : x r v e rsin 0 .

By c alculus ,

dx r sin Odd
dt

B ut r6 vt ; t here fore

r z s in Odt
v sin 0 .

v cos 0d 0 ’
v

dt r
cos 0

T he force re q u ire d to pro d uce this accelerati on i s

’
v
F m ass x accelerat i on M cos 0
7
.

Mv ’

S m ee the e x pressi on for centri fugal force is we s ee

r
"
h at F is the hori z ont al component of the centrifugal forc e of a
 CRA N K -E F F OR T D I A GRA M S . 17 5

m M c on c entrated at th e crank pin I n the seco nd qu ad

'

as s , ,
-
.

rant the cosine is and F i s negative sho wi n g a ret ard ing ,

force .

T he v alue of F m ay b e m ad e more useful by substitutin g

K and v Z R
g ZQ , when it becomes

cos 0 WR r cos
’
(i .

per squ are inch of piston are a which

T he pre s s ure
A
will p
ro .

d uce the acceleration is

WR r cos ’
0
A

A fter c alcul ati n g the pressure require d when the engine is on

i ts centres i e when cos 0
, .
j ; 1 we may fi n d other v alues by
.
, ,

construction as sho wn in F ig 10 2
,
. .

D escribe a se mi c ircumference whose -

radius repres ents to the same scale ,

of pressures as the indic ator c ard -

,

the pressure per squ are inch of pi s

ton required to overcome the c e ntri f
ugal force of the reciproc ating p art s
c oncentrate d in the cr ank pin T he n -
.

t he pressure required to accelerat e

the reciproc ating p arts of an y crank
position as 0 E will be E F P lotti ng
, , .

t hese press ures as ordin ates in F i g , .

1 0 3 the absciss a
, representing c or
respo ndi n g piston pos ition s ( to the
sc ale of A B st rok e) we s e e t hat ,

e ach absciss a an d e ach ordin at e

e qu als cos 6 H ence the l oc u s of
.

t h e points is a straight line p assi n g

t hrough 0 m ak in g an an gle of 4 5 with th e ax es
°
, I f now we .

e x tend or c o nt ract A B to ag re e wi t h the lengt h of the i n dic a

1 76 S TE A M E N -
GI N E DE SI GN .

tor c ard all the abscissa will be incre ased or d ecre as ed i n

-
,

propo rtion an d CD will still be a straight line

, .

I t is only necessary to fi n d the v alue of F for cos 0 1 ,

an d lay it o ff as an ordin ate at the beginning of the stroke ,

an d through the e x tremity of the ordin ate an d the m iddle of

AB draw a str aight line T hus in F i g 10 4 t aking the e ff e c

. .
,

Fi g i “ . .

tive d i agram abc

’
ec a
’
in F ig . 10 1 , we lay o ff AB equ al to the

lengt h of the di agram , an d AD equ al to then draw DC

thro ugh the centre 0 of A B We h ave the subtractive are a

, , .

A 0 D an d the additive are a B OC D rawing the ordin ates of .

both di agrams an d combining them we get for the resulting ,

pressure line a c an d the corrected e ffective di agram will be

” ”
,

the h atched are a .

67 I n flue n c e of th e R e c i proc ati ng P arts w h e n th e A h

.

g ulari ty of t h e C o nn e c ti n g
-
ro d i s C o n s i d e re d — T he c al e u
l ation of the e ffect of th e ine rti a of the reciprocating p arts in
the preceding article is su ffi ciently accu rate with lo n g connect
ing rods an d low piston speeds but with short rods an d high
- -
,

speeds the e ffect of th is angul arity must be considered .

I n F i g 10 5 let E L equ al the len gth of connecti n g rod

.
,
-
.

W hen the crank has arrived at OE the piston in ste ad of only , ,

h aving re ached F will be at G

, .

U sing the s ame not ation as before and in addition c alling , , ,

the length of the connecting rod l an d the n umber of crank -

,
1 78 S TE A M - E N GI N E DE S I GN .

S ub s tituti n g the value of d t from f

rl
’
sin ’
0 r
’
sin ‘
0 ’
r s in d
’
cos ’
d
"
l
2 3
S in
.

( 7

r cos ’
d
CO S 0
l
’
‘
s in d l
( r
j

Wh e n the engine is on a de ad centre -

, s in d 0 an d c os d
j: 1 , an d ( 7) becomes

a, _
t
-

then ( 8) become for the b e gin n ing of the s out

or equ al to the acceler ation of the ce n trifu gal forc e of a body

m oving with a velocity v an d a radiu s r incre asing in the ratio ,

a + 1
A lso , for the beginning of t h e i n wa rd stroke ,
a

which sho ws th at t he motion i re t ard e d with an acceleration s

equ al to th at of the centrifug al fo rce decre ased in the ratio

a 1

When the engine is on either h lf centre cos a -

,
d 0 , s in 0
j: 1 , an d ( 7) b e comes

l
2

( r
 CRA N I c E F F OE T D I A
-
GRAM S . 1 79

ccelerati o n at any other positions of the crank may be

T he a

foun d by substituting the proper v alues of sin 0 an d cos d in

B ut it will in practice be found more convenient to fi n d
, ,

appro x im ate v alues gr aphic ally as sho wn in F i 1 0 5

g , . .

Fi g; I 05 .

S upposethe crank orbi t to be d ivi d e d into 2 n equ al p arts .

T ake any position as OE an d fi n d the inst ant aneous ax is K as

, ,

crank pin K E -

1n F 1
g 1 0
. 0 T hen
. the velocity of the piston KL
L ay

o ff to an convenient sc ale a line

, y ,

2 n rR 717 1?
CD
60 30

to represent the line ar velocity of the crank pin in feet per sec -
.

o nd i L ay o ff this d ist ance from K to v on K B an d dr aw vv

’
,

p ar a llel to E L ; then X v w ill be the

’
velocity o f the piston v , , .

T ake anot h er cr ank position OE an d b y a simil ar construction

’
, ,

obt ain v ,
K v
” ’
T h e di fference bet ween the t wo velocities is
.

represented by the line v v sho n the top right of

”
( w
’
at a n d F ig .

an d it is the velocity added while th e crank moves f rom E

 1 80 S TE A M E N -
GI N E DE S I GN .

to E ’
, or Av . The time required to p as s from E to E
’
,
or At , is

T hen th e me an acceleration appro x im ately of the motion , ,

of the piston while the crank moves from 0 E to 0 E or the ’

,

Av
velocity added in one second is At , T his we can fi nd graphi
c ally by l aying off on KE a dist anc e

R
’
nr n

”
which we will suppose equ al to K v and K v for the two ’ ’

positions of the crank under consideration T he di fference .

bet ween these lengt hs or v v will represent at once the accel

,
’ ”
,

Av
e rati o n , or ’ to the same s c ale in which CD represents th e
At
velocity of the crank pin -
.

T h e force require d to produce this acceleration is m ass mul

W I

t i pli e d by the acceleration or a an d the pressure per sq -

i
ii
, , .

Wa ’
Av W
inch of piston is A H ence 1f we m ult1ply
21
by
g 7 g A
will h ave th e d esired result . B ut this c an be done graphic ally
by l aying off, in pl ace of C D ’ ’

, a dist ance gre ater th an C D in ’ ’

W
th e
'

rat 10
g A

nr R
’
n W WrR n ‘
” "
C D
0
9 g0 A A

N the di fference bet ween the n ew K v an d K v will repre

ow
’ ’ ”

sent without further calcul ation the pressure per squ are inc h
, ,
 S TE A I I I E N
-
GI N E DE S I GN .

combined e ffort I f the crank s are pl aced otherwi s e s ay at 60

.
,
°

or t h e di agrams m ust fi rst be pl aced in their proper rel a

tive positions and then the ordin ates add e d together S up
, .

pose two cyli nders to h ave their pistons connected to crank s

Fi g . "0 .

Fi g I I I .
.

OQ an d p rt F i g 1O 5\ O Q being in advance an d let

0 A , 90
°
a a ,
.
,

F i g 10 6 be the di agr am of crank effo rt fo r an enti re revolution

.
-

of 0 Q an d F i g 10 7 th at of 0 A Me will fi rs t plac e the d i a

,
. .
l

gram of 0 A under th at of 0 Q as in F i g 10 8 T h n ad d i n g
, . . e
 D I A G RA M S 183
' '

CR A N I c E F F OR 7 .

toge ther simil arly pl aced ordin a tes of F ig s 1 0 8 an d 1 0 6 .

, we get
th e re
’

s ulti ng cur v e of c rank e ff ort sho w n in F i g 1 0 9 - . .

68 . I llus trati o n of t h e E ffe c t of R e c i procati n g P arts .

F i g 1 10
.
is an indic ator c a rd from an engine of 1 2 in di ameter ,
.

of cylinder 2 ft stroke 20 0 revolutions per min ute weight of

,
.
, ,

the reciproc ating p arts is 4 70 lbs an d the connecting rod is s i x .

,
-

times th at of the s tro ke M w k . e

I n F i g 1 1 1 the v acuum an d compression lines are reversed

. ,

so th at the ordin ates bet ween the upper an d lo wer lines give
the true e ffe ctive pressures at their respective p arts .

I n F i g 1 1 2 the h alf crank circle G H is drawn and divided

.
-
,

into eight equ al p arts The corresponding positions of the .

connecti n g rod are ne x t drawn We n o w prolong the cran k

- .

line OE and erect a perpendicul ar to the p ath of the piston

, ,

intersecting OE at K U pon K O from K is l ai d o ff to the .

, , ,

s ame sc ale as th e indic ator c ard the v alue of -

,

WrR n ’

vv
’
is then d rawn p arallel to the corresponding line of the con
n e c t i n g rod N o w as t he velocity of the piston was z ero when
-
.

the c rank wa at OG K v represents appro x im ately the me an

s ,
’
, ,

accelerati n g force bet wee n G an d E We n o w t ake a crank .

position 0 111 h alf way bet we e n 0 G an d OE an d lay o ff in

,
-
,

F i g 1 1 3 on the corresponding ord in ate l1m Kv

’
.
, In a , 1 .

simil ar m anner in F ig 1 1 2 we fi nd K v an d l aying o ff upon

,
.
,
’ "
,

it the length X v we h ave v v which is the me an accelerati n g

’

,
’ ”
,

force bet ween E an d F T his is l aid o ff in F i g 1 1 3 as N n etc . .

, .

We also c alc ul at e b y the form u la deduced i n the preced ,

ing article the accelerati n g force s at the de ad centre s an d plot

,
-
,

them at A a an d B b F i g 1 1 3 an d throu gh all the points found , .

,

d r aw the cu rve am n b A ll ordin ate belo w A B are to be . s

subtracted an d those above A B added to the pressures sho wn

,

by the indic ator thus producing the fi n al di agram sho wn in ,

F i g 1 14 which is n ow re ady to be used in fi nding the cu rve o f

.
,

c r an k e ff o rt
-
.
1 84 S TE A M - E N GI N E DE S I GN .

Emining this fi gure we fi nd th at there is a n egative pres

x a ,

sure at the begin ning of the stroke and th at the piston must
,

be dragged by the cr ank A t x the pressure becomes positive

.

at y ag ain neg ative ; an d at 2 again positive an d incre asin g

, , ,

Fi g “2 . .

u ntil j ust before the e n d of the stroke I t is evi d ent th at th e

.

di agram for the return stroke will be some wh at di fferent from

this since the curve of accelerating forces F i g 1 1 3 m ust be
, , .
,

t aken in the inverse order T here will be more or less noise

.
,

occ asione d by b ack l ash at e ach of the points x y an d z

-
, , ,
.
 C HA PT E R V I I I .

F RI C T I O N IN RE L AT I O N TO T H E E F FI CI E N CY O F THE
T U RN IN G P O WE R OF TH E S TE AM E N G I N E -
.

69 . F ri c ti on of t h e P i s ton an d t h e P i s ton -
ro d S tuffi ng
b ox .
— A nother
element entering into the pro b lem of the
e ffi ciency of the turning po wer of a steam e n gine besides those -
,

discussed in Ch apter V I I is friction I n badly designed e n ,

.

gines the he at produce d by friction may be a l arge fraction of

the useful he at of the ste am ; an d it is consequently of gre at
import ance to discover in wh at ways this loss c an be decreased .

I n a non condensing engine friction occu rs as follo ws v i z :

-
, .

B et ween the piston an d the cylinder ; bet ween the piston rod -

an d its s tuffi n g b o x ; bet ween the cross he ad an d its guides ;

- -

friction of the wrist pin crank pin an d crank sh aft journ als i n
-
,
-
,
-

their be arings ; an d frictio n of the v alve ge ar an d pumps T o -

.

these in a conde n sing engine driving its ai r an d circul ating

,

pumps is added the friction of the pumps

, .

O f these losses the only ones which c annot be c alcul ated

,

to a close degree of appro x im ation are those d ue to the piston

an d pisto n rod friction -
T his friction depends upon the pres
.

su re bet we e n the be aring surfaces c aused by setting out the -

,

p acking an d is prob ably in the m ajority of engines much too

, , ,

g re at T here is no reli able record of e x periments sho wing to

.

wh at e x tent this loss m ay be reduced I n a hori z ont al e n gin e .

there is friction in the cylinder due to the weight of the piston

an d rod while this weight is tr ansferred to the crank pin an d
,
-

crank sh aft in the c as e of vertic al engines I n the hori z ont al

-
.

engine the weight of th e piston is c arried by about one fourth

of the circumference of the p acking rings ( see 11 an d -
,

the pressure due to this weight is kno wn to be gre at e r th an

th at necessary to keep the rings s uffi c i ently pressed against
1 86
 [ N F L UE N CE OF F R I C TI ON ON T UR N I N G P0 WE R . 1 87

th e cylin d er to secu re tight n ess W e m ay then safe ly assume .

, ,

th at the me an pressure per unit of are a of the p acki n g rings -

,

for the entire circumference shoul d not e x c ed the pressure ,

e

per unit of are a on th at p art which c arries the weight of the

piston T ake for e x ample the c ase of a hori z ont al m arin e
.
, ,

e ngine of 60 in d i ameter of cylin d er an d 4 ft stroke

. The . .

are a of the piston is 2 8 2 7 sq in T he thickness of the sides of . .

the cellul ar piston would be 1 i a an d the volu m e of the two .

,

sides of the piston equ als ( 2 x 2 8 2 7 6

5 54 cu in T he . .

combined thickness of the rim and rings would be about 2 5 in . .

an d th e ir width 1 0 i h an d the vol ume is x 10 x 60 7: .

,

47 0 0 cu in T here. would. be eight r adi al ribs 1 in thick a n d , .

10 in deep whose v olume is ( 8 X 30 X 10

.
, 2 4 0 0 cu in . .

Th e tot al volume is ( 56 54 470 0 2 4 0 0 cu in . .

,

an d as c ast iron weighs about 1 lb per cu i n

,
- the weight of . . .
,

1 2 7 54
the piston is
( “
4
3 9
1 0 lbs . T he pressure against the
whole circumference of the cylinder e x erte d by the piston is
(3 9
1 0 x 4 lbs T h e coe ffi cient of friction of met a l .

surfaces in ste am is according to T re d gold ,

therefore the ,

friction of the above piston is ( 1 2 760 x ) 1 0 2 0 lbs z .

T o this piston friction m ust be added the friction of the

piston rod in its stu ffi ng b o x the pressure in which according
- -
, ,

to R igg ( see should not e x ceed 4 lbs per sq in of rub . . .

bing s urface Th e rod would be about 8 in in di ameter an d

-
. .

the s t uffi ng b ox 1 2 i n d eep an d on this assumption the fric

-
.
,

tion of the rod is ( 8 : x 1 2 x 4 x 9 6 lbs T7 h e frictio n .

1 1 16
of the cylinder is then ( 96 10 20 1 1 1 6 lbs Of .
,

about lb per sq in of piston are a which sho uld not be

. . .
,

e x ce e d e d under any circumst ances i n a cylinder of this si z e .

7 0 F ri c.t i o n of t h e C ros s h e a d G u i d e s
— C al li n g P the -

tot al piston pressure in pounds ( for any crank positio n ) t aken ,

from the di agram alre ady corrected for inerti a as e x pl ained in ,

C h ap V I I an d for the resist ances d e cribed in 69 we h ave

.
, s ,

( see F i g 1 00 ) the
. resi s t ance norm al to the s urf a ce of the
guides P tan (p and the amount of friction = f P tan ,
188 S TE A J I E A G I I VE
-
’
DE S I GN .

T his m ay be found graphic ally F i g 10 0 for s ucces si ve c ran k

, .
,

positions by l aying o ff L m Pf and me as uring ma which is , ,

e qu al to Pf tan or the amount of friction and the cu rve of ,

friction when plotted would be for an e x p an sio n engi n e sim i

,
-
,

lar in sh ape to a bcd i n F i g 1 1 8 . .

I n c ase of well fi tte d be arings of liber al are a an d with goo d

-

lubrication f should not e x ceed

, an d w ill prob ably fall as

lo w as T he amount of frictio n will be seen to be gre atest

ne ar the middle of the stroke an d z ero at the ends Th e , .

gre ater the ratio of the lengt h of the connecti ng rod to th at of -

the crank the less will be this loss from friction an d with ordi ,

n ary ratios i t is a very sm all fraction of the tot al po wer of the

e ngine .

I n the c ase of a connecting rod four times as long as t h e -

crank we h ave o n e fou rth for the gre atest v alue of tan and
,

the amount of frict i on is

f

P x x 0 0 1 2 5P ,
.

bout T h lb for every pound pressu re on the piston

or a . .

7 1 F
. ri c ti on o f th e W ri s t pi n ( g
F i — L e t P -
. .
,
the

Fi g “8,
.

press ure rem aining after correcting th at on the piston , P , for

the friction of the cro s s he ad guides-
.

a the radius of the wrist pin in inches ; -

l length of the connecting rod -

.
190 S TE A M -E N GI N E DE S I GN .

I f we neglect the angul arity of the connecting rod or assu me -

,

the crank pins to be at either de ad point

-
0 an d cos 1 -
, , .

The crank effort -

, n e glecting friction is P X , ,
82 , an d the efi
ci en cy o
f th e c ran k f or a ny on e pos i ti on is

15 sin 0 wh en 0 ; hence

sin 0 { w+ o
s in d

If the v alues b an d c are equ al , as is frequently the c as e ,

E = I

When the engine is on its centre , d 0 , an d

E I 60 00 .

T he e ffi ciency rem ains negative for a cert ain angle correspon d
ing to E = 0 and then p asses to a positive value T o fi nd
, .

this angle we proceed as fo llo ws

 INFL UENCE OF FR ICTION ON TUR NING PO WER .
19 1

L et b c 6 in .
, f : r 24 in . T hen 0 sin
1
°
30( ne a
’
rly ) .

I nside this an gle no pressure ho wever gre at could c ause , ,

the engine to st art an d even for so m e dist ance beyond this

,

the work absorbed i n friction is gre ater th an th at utili z ed .

F o r a slo w moving engine of short stroke the e ffi ciency could

-

be mu c h decre ase d as the friction al resist ance is directly pro

,

portion al to the di ameter of the journ als and inversely propor

t i on al to the length of the crank B y lengthen ing the strok e .
,

we not only gain as st ated but the pressure on the crank pin ,
-

being less we c an decre ase its di ameter as well as th at of the

, ,

s h aft journ al thus decre asing the moment of friction ( I n

, .

cre asing the length o f the stroke is also a c ause of increased

e ffi ciency on account of thereby decre asing the percent age of
cle arance an d incre asing the ratio of j acketed surface to the
,

volume of the cyli n der I n unj acketed cylinders this l ast is .

a loss i nste ad of a gain ) I f ho wever the piston speed be

.
, ,

incre ased without incre asing the length of the stroke the ,

pressure on the crank pin is less the moment of friction is -

,

less an d the work of ov e rcoming th e resist ance due to friction

,

is less for e ach revolution but the tot al friction al re ist ance , s

is the s ame as before the speed was incre ased .

73 E
. x am p le I ll us trati n g t h e I n flue n c e o f F ri c t i o n a l
R e s i s t an c e upon t h e T urn i ng P ow e r of an E n g i n e — T he .

conclusio n s of 7 2 are b ased on the ass umption th at the

dimensions of the crank pin an d sh aft are unch anged ; but as -
,

before the crank pressure being reduced the di ameter of these

, ,

jo urn als c an be reduced in the r atio of ( pres s ure y T he per .

cent age of cle arance space rem ains as before but the cylinder ,

will be sm aller an d there will b e a gre ater j acket e ffi ciency

,
-
,

less radi ation of he at an d less piston friction I t is evident .

t hat the gre atest e ffi ciency for a high speed engine is secured -

when th e troke is long s .

S uppose the indic ator c ard from the engine m entioned in -

69 to be th at sho wn by abcd fg F i g 1 1 6 an d th at t h e curve

'
e ,
.
,

of accelerating forces is COD T he corrected di agram is .

A lmonoB I n F i g 1 1 7 is l aid o ff to a l arger sc ale the c o n

. . , ,
19 2 STEA M ENGINE -
DE S I GN .

st ant piston friction p which we h ave assumed as ,

lb per
’
, .

sq in T he work of overcoming this friction is represented b y

. .

A bove this is l aid o ff the di agr am pmq whose ordin ate s

pq s r .
,

are the friction moments of the cros s he ad found as describe d -

,

in 70 .

I n F i g 1 1 8 a bcd is the curve of crank e ffort neglectin g

.
,
-
,

friction of engine I n F i g 1 19 A me/B sho ws the work of over

. .
,

coming the wrist pin friction an d zwy z w th at of the crank pi n

-
,
-

an d sh aft be arin gs T he ordin ates of these cu rves represen t

- .

t angenti al resist ances .

N o w reducing the ordin ates of F i g 1 1 7 to t angenti al resist .

an e c s an d adding them to those alre ady found in F i g 1 1 9

,
.
,

w e h ave the di agram of tot al friction al resist ance of t h e

engine proper or Ax tuz B F i g 1 19 T his m ust be reduced to
, , . .

the sc ale of F i g 1 1 8 an d the di ff erence bet ween the corre

.
,

s po n d i n
g or d in ates gives the fi n al di agram of crank e ff ort or -
,

B y me asuring this di agram the me an cr an k e ff o rt ,

-
,

2 mea

sq in of piston ; an d the me an friction al resist ance is

. . lb s .

per sq i n or about
. .per cent of the I H P B ut the rat i o
, . . .
19 4 S TE A J I E A G I N E
-
'

DESIGN .

the kin d and typ e of engine used T he ai r pump will cau s e an .

-

incre as ed re s ist ance which should not be m ore than 5 pe r c e n t ,

a n d the circul at ing an d feed pu m ps e ach about 1 per ce n t .

T hese resist ances although reducing t h e po we r of the engin e

,

considerably do not m at e ri ally affect the general n ature of t he

,

crank e ffort
- .

T hus fa r w e have only considered the crank e fforts of -

si m ple e n gines I f there are t wo or more engines working on

.

the same sh aft their crank e ffort cu rves must be c ombined as

,
-
,

illustrated in F igs 10 6 10 7 10 8 10 9 to get the tot al turning

.
, , , ,

po wer .

I n order to m aint ain a const ant v e locity of rot ation t h e ,

re s i s t ance bei n g const ant the crank e ffort should be const ant
,
-
,

a n d the locus would be a straight line p arallel to the ax is of X .

74
. R e v e rs e of t h e P rev i ous P rob lem — W e n o w come .

to the reverse of the previous problem v i z : G i ven a certai n re ,

.

s i s ta nce to be overcom e by the eng i n e d eterm i n e the s hap e of th e ,

c urv e of p res s ure a nd the wei ght of the rec ip roca t i ng pa rts .

L e t there be t wo e n gines w ith cr anks at an d A B F i g , .

1 2 0 be the semi circumference of the cr ank circle an d A C th e

,
-
,

Fi g l2o. .

un iform crank e ffort Complete the rect an gle A B CD to re p re

-
.

s e nt the work do n e by both engin e s du ring a h alf revolution -

.

T h e crank ffort cu rves of the two engines should be such th at

- e ,

being combined they will give the result ant cu rv e CD I f

, .

the di agrams were two tri angles A E B they would combine ,

p rop rly
e ; but on account of friction we wish the pre s sure at

the ends of the stroke to be as sm all as possible an d in th , e

mi d dle correspondin gly great S o we e x press the lo wer p art .

 INFL UENCE OF FR ICTI ON ON TUR NING PO WER .
19 5

of cu rve by A be an d raise th e upper p art to ea E and get

th e ,
'
,

a better d istribution of pressure T hese cu rves are p arabol as .

t angent to e ach other at e .

We n o w by reversin g the process illustrated in F i g 100

,
.
,

fi n d the pisto n pressure correspondi n g to the v arious ordin ates

-

of the curve A bedE fg hB an d get the c urve of piston pressures

,
-
,

F ig . 12 1 .

F i g l2 l
. .

T he ctu al cu rve of pressures could for any given spee d

a , ,

b e m ade to correspond to this cu rve by properly pro portion

ing the valve opening to the piston spee d T his ho wever
-
.
, ,

would be fou n d uneconomic a l from a thermodyn amic point of

vie w so th at we must be conte n t w ith an appro x im ation to the
,

ide al cu rve which will not detract from the therm al e ffi ciency
of the engine .

E X AM P L E S uppose we h ave decided to use a pressure of

.

ste am of 80 lbs absolute an d a ratio of e x p an s ion of 9 T he

.
, .

ide al di agram is sho wn by abea y B A a F ig 1 2 2 N ow com ' '

e ,
. .
,

F ig . 1 2 4 c ov e rs a p art of F ig . 122.
 TEA M ENGINE DESIGN
‘

1 96 S -
.

paring this with F i g 1 2 1 we see th at where as in the l atter fi g

.
, ,

u re the middle ordin ate is the l argest in F ig 1 2 2 the m iddl e

,
.

ordin ate mn is n o t only m uch m aller th an those to the left b ut

, ,
s ,

sm all r th an the mean ordin ate N o modi fi c ations of weight s

e .

o r velocities c an m ateri ally ch ange this m iddle ordin ate m u, ,

198 S TEA M ENGINE
-
D E S / 6 1V .

problem so th at the results are only av erages for both s t ro ce s

, i .

T h e cushion m ay with advant age be c arried higher th an would

be fou nd economic al by simply e x amining the therm al e ffi ciency
of the ste am .

A fter adj usting the distribution of pressure the me an ordi ,

n ate of the d i agram c an be found by me as urement th us giving , .

the me an e ff ective pressure per squ are inch of piston T he .

stroke h aving been fi x ed upon we can fi n d the area of the pis ,

ton i n the usu al way We ne x t measure the init i al ordin ate

.
,

A C of the inerti a di agr am ; this gives the pressure per squ are
,

i nch of piston to p roduce the initi al acceleration or ,

WR ’
r

A ( S ee

If the n u mber of re volutions R h as been deci d e d upon , ,

,

e qu ation ( 1 ) m ay be solved for W I f the weight of the recip

ro c at i n g p arts IV is given we must fi n d R ; but for a give n
, , ,

1
s troke R vari es as A
We kno w th at
I . H P
. . x 330 0 0

where p is the inte n sity of the me an e ffective pressu re

,
. H ence
e q. ( )
1 becomes
WR r p X ’ ’
, 4 .

330 0 0 x I H P . . .

which givesnumber of revolutions an d substituting R in

th e ,

we fi n d the piston are a .

S um mary — T h e metho d of procedure is as follo ws

1 D r aw the theoretic al indic ator di agram for the d esired
.
-

pressure an d e x p ansion .

2 R everse the line of b ack pres s u res

.
.

3 F ind. by tri al,

the curve of accelerating forces which will
,
 [ N F L UE N CE OF n ew TION ozv r um mvo P O WE R . 1 99

gi v e a d istribution of pressure as ne ar like the ide al curve as

possible .

4 C ombine
. thi s w ith the indic a tor c ar d -
.

5 A d j.ust the cushion a n d admission lines to remove un

necess ary pressure at the ends of the stroke .

6 F ind the me an ordin ate of the corrected di agram

. .

7 S olve
. for R or W as required .

75 W e i.
g h t o f t h e F ly w h e e l —S ince w e c an only a
p
-
.

pro x im ate to a const ant crank e ffort in coupled engines we ,

must control the fluctu ations of tu rning po wer by me ans of a

fly wheel provided the v ari ation of crank e ffort produces too
-
,
-

great fl uctu ations of speed I n single engines the need of a .

fly wheel is m uch gre ater

- I n F i g 1 2 5 is drawn a cu rv e of
. .

crank e ffort A bed B LI II is the line of me an c rank e ff ort foun d

- .
/ -
,

Fi g ‘25
. 0

by m e asu rement or c alcul ation We fi n d by me asurement .

, ,

th at for 2 5 the crank e ffort is belo w the me an A e the spee d

°
-
,

is reduced an d the fly wheel gives up its previously stored e n

,
-

er
gy F
. o r the ne x t 85 the cr ank e ffort is in e x cess of the re
°
-

s i s tan c e the s peed is incre as ed and the fly wheel stores up

, ,
-

energy A gain for the rem ain ing

.
, the curve falls belo w
LM T he are a bed represe n ts the e x cess of e ff ort over resist
ance du ring the acceleration of the velocity ; the are as A eb an d

d the
, e x cess of resist anc e over cr a nk e f
f ort T h e are as mus t -
.

be equ al .

L e t us assume the follo wing in addition to the te rms give n ,

in g 66 , vi z

v , an d v, the gre atest an d le ast d esirable velocities of

the fly wheel rim in feet per second
-

v the arithmetic al me an of the s ame

20 0 S TE A 111 E -
NGINE DESIGN .

fraction al v ari ation of spe ed varying from ,

to T he ;
D me an di ameter of the fly wheel in feet ( or -

t wice the r adius of gyration of the ri m about

the ax is of the sh aft
E , and E ,
energy stored up in the fly wheel at velocities -

r
} v , an d

K ratio of e x cess or de fi ciency of crank e ff ort to

bCd
the whole crank e ffo rt - a re a
W weight of the fly w - heel rim in poun d s .

By mech anics ,

an d E ,

therefore
W
E .
E . (
2g

B ut, in one revolution ,

E ,
E ,
H P . .

K R
Combining ( )
1 an d we h ave
W
R 2g

an d ; therefore ( 3) becomes
2

330 0 0 X KX I . H P . . lVrz
’

R g ”

33ooo x K x I . H P x gn
. .
-

’
Rv
 L
-
z
i YOJ L o
f r

STEA M ENGINE DESIGN - .

t herefore
8 8
3 75 7500 K X I H P
Weight of fly wh e el ri m W
2
. . .

R
3 ’

F orms of b al a nced crank arms which are re ally fly wheel s -

,
-
,

are represented in 9 0 an d 9 1 W henever the fly wheel i s .

-

more th an s i x or eight feet in di ameter it i s usu al to c ast i t i n

t wo or more p arts which are then bolted together
,
When c as t .

To fi n d l
th e v a ue o f D p,
roc e e d as f l lo ws
o

Let a e x tre me i
rad us o f ri m ;

b i id
ns di us
e ra o f ri m ;

r a y radi u b
n s e twe e n a an d b
.

T he g e n rat i ng li ne i
e s the ge ne rat ng areia 2 117 117 3 and the momen t of
i ne rtia i s
 INFL UE N CE OF FRICTION ON TUR NING PO WE R . 20 3

soli d they are generally m ad e simil ar to th at for the B uckeye

,

engine sho wn in F i g 1 2 6 T he arms are usu ally either cruci

. .

form elliptic al o r I sh ape d in cross section

, ,
- - .

F i g 1 2 7 is a fi y wheel
.
*
eight feet in di ameter m ad e in two
-
, ,

p arts an d secured by a b ar an d keys of wrought iron as sho wn -

in p arti al section .

F i g 1 2 8 sho ws one metho d used in building up a fly

.

wh e e lul T h e rim is c ast in sections e ach section h aving o n e

'

I L Y U N T I L f O fl B O S TO N
’
CI WAO C PUM P I N G ( N G I N C.

Fi g I ”.
.

arm or spoke cast with it T he sections are fastened together .

,

an d to the hub as sho wn T he segments are cored out

, . .

M arine e ngines an d locomotives are n ever provi d ed with a

fly wheel as the propellers an d dri vers respectively ans wer the
-
,

purpose .

hi fi gur i
T s e s o ne o f B us b rid ge
'
d s ig s
s e n .

f T hi fi gure i s Mr E D Le avi tt s d s i gn for th e B os ton s e wage p umpi ng

'
s . . . e

en g i n e.
 C H A PT E R I X .

DE S I G N O F TH E P I S TO N -
RO D C RO S S -
, H E AD , AN D G UI DE .

7 6 D.es i g n o f D i am e te r o f t h e P i s t o n rod Th e fo r -
.
-

mul a use d in designing the valve stem , 39 will serve equ ally -
,

well for the piston rod I t is considered equiv alent to a pill a r

-
.

fi x ed end and rounded or jointe d at the other ( S e e

at o n e .

7 1,R a nkine s S te
’
a m eng i n e ) - .

L et P m ax imum load on the rod in poun d s ; ,

5 section al are a of the rod in s q in , . .

1 length of the rod in inches ; ,

d i ameter of the rod in inches ;

'
a ,

f re s ist ance of the m a teri al to crushing in lbs p e r , .

sq in .
36 0.0 0 for wrought iron or mild steel -

a a const nt a “ n
i for w rought iron or mild ste e l -

f f ’
actor of s afety ;
E modulus of el asticity of the m ateri al used ;
2 8 0 0 0 00 0 for wrought iron 4 2 0 0 0 0 0 0 for steel -
,

21
4
7
1 moment of inerti a of the section 5 ;

D di ameter of piston in inches ;

p ,
m ax imum u nb al ance d press ure in cylin d er , in
pounds per sq in .

1
r ratio of ’
a

D i ameter by the G H odg hi ns on ormula

’
o a
r on -
f

f S
16
1 — ar
’

9
20 6 S TE A M E N -
GI N E DE S I GN .

' "
1
d
’
E a

( )
1 .
n
”
T

2 56
’
21 64 t 2 56 7

64 D p, r ' ’

n E
’

T he v al ue of r may be found as for formul a

S ubstituting v alues an d red ucing we h ave ,

D i ameter of wrought iron piston rod - -

Vp f ,
’
6
( )

T his becomes using factor of s afety of 6

, ,

D i ameter of wrought iron piston rod - -

D i ameter of steel piston ro d -

T his becomes , sing factor of safety of

u 6,

Dr
D i ameter of steel piston ro d -

10 4 0

We h ave here formul a for d esigning the di ameter of the

piston rod to resist buckling I n c ase the tendency to be
- .

crushed for wrought iron rod or to be pulle d ap art for steel is

-
, ,

equ al to th at of buckling we m ay pl ace the following formul a

'

equ al or ,

Whenc e

Reducing ,
 DE SI GN OF TH E P I S T ON R OD -
. 20 7

1 1
F o r wrought iron f 360 00 E 2 80 00 00 0 an d
-
,
11
, ,

F o r steel f becomes the tensile strength rather th an the

,
'
1 a 1
c ompress i ve an d I S 90 0 0 0 E
, 4 2 0 0 0 0 0 0 an d , ,
l 8 5
I c ase r e x ceeds
n for steel piston rod or 1 1 for one of -
,

wrought iron use formul a

-
,
an d otherwise use
the fi rst of
D i a meter by E mp i ri cal F orm ula?
S e aton gives

D i ameter of piston rod -

V}
F ,

where F 45 to 6 0 for direct a cting engines -

F 80 for b ack acti n g engines 2 rods-

, .

A nother one used is

D i amet e r of piston rod CD -
,

where C for wrought iron rod condensing engine ; -

,

for steel rod condensing engine ; ,

for wrought iron rod non cond e n ing engine ; -

,
-
s

for steel rod non condensing e n gin e ,

-
.

77 D e.s i g n o f P i s t o n e n d of P i s t o n r
-
o d — T h e piston -
.

rod is usu ally t apered from i in to 3 in to the foot i n the hub

,
. .
,

of the piston The various sh apes used for the piston end of
.
-

the piston rod are represented i n F igs 2 3 4 5 14 1 5 an d 16

-
.
, , , , , , .

T he cross he ad end of the piston rod is also m ade in a v ariety

- -

of sh apes ad apted to the p articul ar form of cr o s he ad us e d s -

.

F o r a descrip t ion of this p art see 81 Th e pi ton i s secured . s

to the piston rod by a n ut or key T he e ffe cti v e cro s section

-
. s-

of the thre ad on the ro d should be su ffi cient to allo w a s afe

stress of 50 0 0 lbs per sq in for wrought iron an d 70 0 0 lbs for
. . .
-
, .

a steel rod H ence.

D
D i ameter of root of thread VZ if of wrought iron ;
’
-

7 0

D
/
4 if of s teel .

84
20 8 S TEA 1I .
-
E N GI N E DE S I G .

H ere D d i ameter
of t h piston and p gre ates t pre ss ure e , .

i n pound s per s q in upo n it T he length of the thread alon g

. . .

the rod is g n e rally equ al to i ts di ameter

e .

T he thre ad m u t b e trong enough to resist a she arin g

s s

force in its e ffe cti v e h a rin g se ctio n equ al to the gre at st load
, s e ,
e

o n the pi t o n ( S establ of
. scre w t h reeads I 2 A
3 ) e -
,
.

F o r t h e d e ign of t h e cro he ad end of the piston rod s e e

s s s- -
,

5 3
8 .

7 8 A re a
. of t h e S li d e s ( g
F i .

L et D d iam e t r o f p i ston in inches ;

e

p , g r a te t u n b a
e l a
s
n c d pres s ure per sq i h in lb s o n e , . .
, .

th e pi to n s

P .
pr e ur allo wable p r sq in of are a of slides
ss e e . .

t o ta l n rm al pre ure on the slides ;

o s s

A a r a of t h e
e lid e s in sq in s .

L s t rok of e n g in ;
e e

n l n gth of connecting rod

e by the length of th e -

crank .

Fi g [30 . .

the engine be hori z ont al an d the crank thro ws over

If
“

as t h e piston mo v es inbo ard all the pressure an d we ar come s ,

on th e lo wer slide and v i e v ers a whe n the engine is re ,

c

versed .

F rom the fi gure ,

P = T COS

T sin 45 .

T herefore N P t an
2IO S TEA AI DE S I G JV o

cross section is a rect angle an d the elevation of the guides is

-
, ,

for uniform strengt h a p air of p arabol as vertices at the end

, ,

an d meeting at the centre ( S e e 3 99

2 R ankine s Appli ed .
“
,
’

T hegre atest deflection allowable is T h inch .

T h e follo wing for m ul a for the deflection of a be am s up

po rted at the ends an d lo aded at the centre will apply to this
c ase
1 1 lvl ‘

D eflect i on .

10 0 48 E 1

H ere N , E modulus of el asticity of met al

used 2 80 0 0 0 0 0 to 40 0 0 0 0 0 0 for wrought iron an d steel and -
,

1 80 0 0 0 0 0 for c ast iron I -

moment of inerti a of cross sectio n -

bh
'

of guide for a rect an gle ; p an d D h ave the sa me v alu es

I; ,

as in 7 8 . T herefore

I I 4
'

10 0 4 8 Vn "

a f actor o f f
s a ety o f 6 ,

3
1 F or a wrought iro n -

62 /
b1 n
a
f or steel gui d e .

1 D p,
’
F or a c ast iro n -

53 Vn ’
f
’
gu ide .

When f actor of f
s a ety is f

D p, F or a wrought iron
’
-

or steel guide .

F or a c ast iron -

gui d e .
 DE SI GN OF G UI D E S .
2I I

80 .D i s tanc e b etwee n th e G ui d e s the con — I n F ig . 1 30

n e c t i n g rod is drawn as j ust cle aring

-
the upper guide A B , .

When there is no upper gu ide the follo wing discussion is still ,

applic able as provisions m ust be m ade for the rod cle aring th e
,

lo wer guide I n any c ase of centre line an alysis it is al ways

.
-

necessary to t ake into account the di ameter of the rod so th at ,

the sp ace A S is equ al to the di ameter of the connecting rod -

plus cle arance at top plus the dist ance from the under side of
the rod to the line of centres 0 G i e , .

AS di ameter of connecting rod -

AR .

L et y R S ; then

RS : HI :: 65 : G] ;

o r, since GS L I V,

L Q .

— s in fi zz L ve rs i n ft
y z
é

0 0
2L s m ’
e
L s in z os ;
2 Vn ’
sin 2
0

D i ff erenti ating th at 0 60 ( ne arly)

we fi n d when y is
gre atest ; therefore the gre atest value of y is
L sin cos 60 )
A, “ 2 Vn “
sin 60 ’
V4 n ’

H ence the h alf depth bet ween the guides is

-

cle arance bet ween rod an d guide

di ameter of connecti n g rod -

2
DE SI G N OF TH E P I S T ON -
R OD , CR O S S H E A D , A I VD
-
G UI D E .
2 15

Fi g l3 5
. .

F i g l3 6
. .
2 16 S TE A M E N G I N E DE S I GN .

F ig illustrates the cross he ad of the F ishkill Corlis s

. 1 34 - -

engine T he piston rod is keyed to the c ast iron cross he ad

.
- - -
.

T h e wrist pin is a steel through bolt

-
T he we ar is t aken up by
-
.

m e ans of adj ust able key s .

F i g 1 3 5 is the cross he ad of the

.
-
S traight L ine E ngine
( see F i g T
. h e wrist pin is keyed to
-
the connecting
rod an d works in bo x es at either end L arge be aring surfaces
, .
-

a re secured for all the working p arts .

F i g 1 36 is the B uckeye cross he ad m ade in t wo c astings

”
.
-
,

an d secu red to e ach other by t wo through bolts an d the wrist -

p i n .

F ig is the cross he ad of the Woodbury engine The

. 1 37 -
.

h ub B is secured to the body of the cross he ad by the tap bolts - -

C C
, T he hub is split bet ween the bolts C C an d cl amped
.
, ,

to the piston rod by the bolts D D

-
, .

Fi g . | 37 0
2 18 S TE A J I E N G I A F DE S I GN
'
-
.

when f factor of safety , an d the other term s h ave th e v alue

used in 76 T herefore
.

D i ameter in inches of
connecting rod at the -

Vn —
‘

cros s head end

-
1

di ameter is le ast at the cros s he ad end T h e di amete r

T he - .

at the crank pin end is 1 0 8d

-
T he rod is lar g e s t at the mid
. .

dle and tapered abou t 5 inch to the foot to ward the ends
,
.

T h e v alue of r v ari s from 8 to 16 in ordin ary e n gi n es

e .

The lengt h l is gener ally dete rmined from con s iderations o f

space acce sibility etc an d is from 4 to 9 times the len g th o f
, s , .
,

the crank I f I is kno wn r m ay be appro x im at e ly d eterm ine d

.
,

by considering the connecting rod as a short pill ar subject to a -

compressive stress or ,

d
’ I

I
(
n

an d solving for d .

The \VE I S B AC H f orm ula f or d i am eter of conn ecti n

g - rod
( s ee

Weisb ach s ’
I llec han i cs o f E ng i n eeri ng ) is

Vn ’

S ubstituting as before ( see we h ave

D i ameter of connecting rod -

1 2 73D r
.

D i ameter of a wrought
iron conne ct ing rod -

D i ameter of a steel con

n e c ti n
g rod
-
 D E S I G I V OF TH E COI VN E C TI N G R OD 2 19
’
-
.

T hese formul a apply to a be am whic h is subjected to a

b uc k ling tress only I n c ase the ro d is of such a length th at
s .

th e s tr e n gth to re s ist buckli n g is j u t equ al t o th at for resisti n g s

crushing we fi n d ( by the method illustrated in equ ation

,

6
7 ) th a t
wrought -
iron buckling
A connect i ng rod Wlll rupt u i e by r ushing
l st e el
} c

le ngth
when its or r is
di am e te r
E M P I R I C AL R U L E S f n d i ng th e d i a m eter f the
or fi o conn ect

i ng -
rod

D i ameter at the middle VD ! VP

D i ameter at the m iddle

( S ennett .
)
D i ameter at the necks

D i amete r at the necks ( D on aldson .

) ( 9)
D i am eter at the necks to x D i am eter of pi s ton rod -
.

When the e n d is
'

83 —
. Des i g n C onn e c ti n g rod E n d s
of -
.

bolted an d c apped , as in F i g 1 39 , e ach b o lt

is to be m ad e large
. .

enough to transmit s afely a tensile stress equ al to 37 ] sinc e 1

one bolt m ay be sl ack an d thus thro w an addition al burden on

,

t h e other .

T h e bolt should h ave a un ifo rm elo n g ation throughout its

l e ngth which c an be r e ali z ed either by h aving a plus thre ad or
, ,

by drilling a hole along the ax es of the bolt from the head to

where the thre ad begins .

L et d di ameter , of the bolt in inches ;

f s afe tensile s trength of the bolt 60 0 0 for wrought
iron an d 90 0 0 for steel .
 2 22 S TE A I II E I VG I I VE
-
DE S I GN .

to 3 of
4
lso d i ameter
lengt h f j
o ourna l, a

of n ec h of con n ecti n
g rod i to } in - 1

depth of c ap according to empiric al rules

di ameter of connecti n g rod also -
,

pitch of t h r ad on bol t
di ameter of bolt
l g
e ffective di ameter of bolt .

F or r i
ig yd i t use
Tl
'
1 1
.

10 0 48 E I
F o r s treng th use

H ence we h ave

D epth of C ap for R igi d ity

D epth of Cap for S trength 1 .

5D

F ormul a ( 5) give
an d the depth
6
( ) a t the centre T h e .

c ap m ay be m ad e p ar abolic with the le ast thick n ess at the ends

, .

T h e ends of th e c ap m ay be proportioned by t h e formul a given

‘

in § 4 2 T he e formul a apply to the cros s h e ad e n d of the

. s -

pisto n rod as s ho wn in F i g 1 33 W here the co n n ecti n g rod is

-
. .
-

forked at the cros s he ad e n d the jour n al m ay b e bet ween the

-

pro n gs an d keyed to them an d tu rn in the cross he ad thus ,

-
,

gi v i n g a central b e arin g ; or th e j o urn al m ay be fi x ed an d the ,

be ari ng surfaces will then be in th e two p ron g I n the former

-
s .

c as e the m e t al aro und th e wri t pin or jo u rn al i s to be propor

s -

t i o n e d by t h e r ule gi ven i n 89 fo r t he c ran k arm or b y

s
-
s ,

formul a in 4 2 ; in the l at ter c a e t h e m e thods give n in this s

article a re applic ab le .

When the connecti n g ro d end i s strapp d an d k e ye d as

-
e ,

in F i g 140 the strap i s de igned for te nsile strength only

.
, s ,
 D E S I G I V OF TH E CON N E C TI N G R OD
- . 223

an d {is assumed un d er the m ost unfavorable circumst ances

T , ,

to come on one arm .

The necessary cross section for the s trap is found as fol

-

lo ws where
,

b breadth of strap or width p arallel to the journ al in

, ,

inches ;
t thickness of strap in inches ( m arke d G in the fi gure) ;
f s a fe tensile stress of met al used 60 0 0 for wrought

iron an d 90 0 0 for steel ;

”
T m ax imum pull on rod D p,
’
( S ee § 76

and F ig .

T hen

3 7’

3 Vn 1 4
T herefore
n
T hickness of strap if of wrought iron -

1 14 50 b Vn ’

0 7.
T h i ckness of strap f of steel
I
1 720 0 b Vn
’ ( )
8

F ormul a ( 7) pply to th at portion of the strap not

an d ( )
8 a

c ut away for the key an d gib T h e thickn e ss there must b e

.

i ncre ased so as to give an e ffective cross section equ al to bt -

.

T here is a s he aring stress e x erted upon the end of the a rm s

o f the strap beyond the slot for the key an d gib I f the s trap .

Fi g I “. .

g ives way here it will fail in double she ar along the li nes
, 1, 2

a nd 3 4 , of A in F i g 14 2 . .
2 24 S TE A M -E N GI N E DE S I GN .

L et the length 1, 2 be ’
1 an d the thickness of strap t
’
, an d

4 50 0 0
the safe she aring resist ance f for wrough t
factor of safety
8 20 0 0
i ron , an1d
factor of safety for steel ; the length I
’
may be fou n d

T he same method will apply in d esign ing the length l ’

,
of th e
line 1 2 for the stub end of the connecting rod shown
, ,
-
at B in
F ig . 14 2 ,

Vn

T he thickness of the end t is assumed ( kno wing the di amet e r

’

of the jou rn al an d the thickness of the brasses or bo x es) so th at ,

Th e bread th f o is gener
the lly one
key way
a fourth of the
width of the strap an d the leng th is al ways gre at e n ough to
,

allo w a she aring section of the key an d gib equ al in stren gth

to the tensile strength of a section of the st raps T he taper of .

th e hey is about 1 } in to the foot . .

D O N A L D S O N gives the follo wing empiric al rules for design

ing the ends of the connecting rod -

R eferri n g to F i g 140 let .

,

D di ameter of pin or jou rn al ;

thickness of brass
5
’
D +
3

B thickness of brass at sides § D

’

C d epth of butt end D 23 :

 DE S I GN OF TH E CON N E C TI N G R OD
-
. 22 7

F i g 14 5 illustrates the connecting rod of the W oodbury

.
-

e n gine an d is m ade of either a M etis wrought iron or a steel

”
-
,

Fig MS
. .

c as ti ng T he body of the rod is of I sect i on an d gi ves gre atest

.
,

sti ffness with le ast weight T he other d et ails are d istinc tly
.

s ho wn in the fi gure .
 C H APT E R X I .

DE S I G N O F T H E C RA N K P I N - .

84 . F ri c t i on of is perh aps no p art

th e C ran k -
p i n — . T here
of an e n gine so imperfectly understood as the crank pin -
.

A u thorities di ffer as to the mode of applic ation of the stress

on the pisto n to the revolving sh aft S ome cl aim th at th e .

projected are a of the pin i e its length times the di ameter is

, . .
, ,

l arger th an the be aring surface A gain there is gre at di ff er

-
.
,

ence of opinion as to the value of the coe ffi cient of friction

bet ween the rubbing surfaces some cl aiming th at
-
,as det r e

m ined by G e n M orin is too l arge or too sm all E x periment a l

.
, .

results v ary on account of the di fference in the pressure app lied

, ,

condition of t he rubbing surface velocity an d unguent used

-
, , .

T he designer must not as s ume th at the cond itions govern

ing a like engine du ring a cert ain perform ance will govern his
engine for frequently th e sh aft is out of line dirt works in
, ,

bet ween the rubbing su rfaces the bo x es work loose the pin
-
. ,

becomes he ated an d the b ras e s n i p H e must design his

,
s
‘

engine to work well under the most un favorable circu mst ances .

T h e m ateri als used for the bo x es v ary B r ass was us ed .

e x clusively until recent ye ars N o w the bo x e s are usu ally .

m ade of brass lined with white met al T he proportions gi en . v

in the t able of alloys on the follo wing p age will gi v e s atisfaction .

T he jou rn al is gener ally m ade of wrou ght iron but some -

,

times o f steel T he l atter is more homogeneous i n s truct ure

.
,

h arder an d h as a smoother surf ace th an wrou ght iron

,
-
.

T he v alue of the coe ffi cient of friction for the crank pin -

journ al is a m atter of specul ation T he stre ses e x erted upon . s

this journ al are not as uniform as those for the sh aft jou rn als -
.

228
2 30 S TE A M E N -
GI N E DE SI G N .

form ul a above would give a value of for the c oe ffi cient of

friction for a ten inc h pin m aking 60 revolutions per m inute
-
,

an d h aving a me an pres s ure of 50 0 lbs per sq in of projected . . .

are a .T his result will prob ably ans wer for a crank pin j ou rn al -

under the mos t f avorable cond i ti ons ; but since we are to desig n
t he p i n for use under all cond i ti ons it wil l be too sm all a v al ue , .

5 0 th at we c an only adopt the usu al v alue for the c o e fli c i e n t of

friction for be arings or ,

The follo wing t able b y the A uthor published in j ourn a l ,

F rank I n s t M arch 1 8 8 3 illus trat s the work of friction per

. .
, ,
e

sq in of projected are a of crank pin for s everal mod ern scre w

. .
-

propeller engines I t is generally conceded th at a crank pi n

.
-

th at works well for a propeller engine will ru n cool for a p addl e -

or st atio nary engine I n column ( 8) the average velocity o f.

rubbing surfaces for ten crank pins is 32 7 ft per min T he

-
. .

work of friction per sq in of projected are a of ten crank pins . .

-

i s given in col umn 10 as foot pounds per min or -

.
,

( 1 2 x inch pounds per min T h e pre s s ure -

.

per sq in of project d are a is

. . lbs T h e work of frictio n
e . .

transmute d into he at units per hour per sq in of projected are a -

. .

is
Column 7 8

h u h m
e p 0 e e
0 : n s
o s
0 h e
3 0
0
a i d
u
3c o
.

: e .
.
c 0 m
z
5 2
2
a
v
N am : or Vas s a .
s
:
o
6 L c
o z
5 g t o
o a
5 n
w y
e
5 - E
L T
c
.

o i E
u a a

H BMS Alex and ra .

70 23 o

14 0 8 90 6 3
1 34 17 5
17 5
17 5 306

6
2 5
6 6
1 35 8 59 0

1 3 6 1 90 0
2 80 0 3
9 0 17 30 7 5 30
1

5 9
8 00 6 3 8 0 1 7 5 30 6 96 1 366 0 0 0 4 4 63 3 82
'
00 14 0 1 14 17 25 30
5 0
2 90
26 o 66 3 4 6 8 1 1 80 1 1 69 1 0 1 6 1 20 8
57 3 13
39 2 5

2 1 679 7 8 5 1 80 1 13 1 69 60 5 3
90 10 .
3 10 2
30 1 0 1 2 39 5 25
1 36 28 3 2 6 8 1 -5 0
14 20
5 38 o:
88 72 08 5 20 1 36 14 20 2 88 15 6 0 48 1 1 9 0 30 0

88 1 36 2 88 35 6 8 69 0 0
0 5 14 20 . 04 1 1 4 0 60 3
T é mé rai re .
70 29 o 1 1 1 t o6 5 0 147 2 17 5 17 5 30 62 5 3 36 19
°
1 8 7 6 1 70 6 12 0 2
1 14 1 1 0 1 122 77 06 14 7 2 1 7
.
5 1 7 5 1 10 6 2 5 . 36 . 1 98 1 88 7 5 0 0 6 10 , 2 h fi 62
Averages 0 08 6 6 8 05 41 .
 DE S I G N OF TH E ( I RA A K P 1N 23I
'
-
.

85 D e s i g n of th e L e ng th
. of th e C ank pi n t o
r -
A v oi d
H eati n g * —
A crank pin should
. be designe d ( I ) to avoi d h e at
-

ing ( 2 ) for strength ( 3) for rigi d ity

, , .

C AS E I . D es ign o f Cra n k p i n -
to A voi d H eati ng .

L et 1 l e ngth of crank pin in inches -

d diameter of crank pin in inches ; -

1
1: coe ffi cient of friction of surface s
P tot al mean load on crank pin in poun d s ( negl e cting -

the influence d ue to angul arity of connect i ng rod ) -

( I . H P . .
) x 330 0 0

( I H
. P . .
) i n di c at ed
horse powe r o f e ngi ne ; -

L strok e of piston in fe et ;
R n u mb e r of re v o lu tio n s of cran k sh aft pe r m i n u te -
.

Th en

F riction at the crank pi n -

Work of frictio n d u ring I re volu

tion of crank sh aft -

Work of friction per m inute

Work of friction per sq inch of .

¢P a d R ¢~
P e
r k
projected are a of crank pin -
la
’
1

B ut, from the t able the work of friction per sq inch of pro
, .

j e c te d are a of the cr ank pin m ay e x ceed 6 1 000 inch pounds

-
p e r -

m inute ; hence

Th is ti s ec on an d th e one f llo o w i n g are re pr du

o ce d f ro m a p p
a er by th e

Auth r publi h d
o s e i n T/ce A meri can E g
n i n eer, j une 6, 1 88 8 .
z 32 S TE A /M E DI C I N E DE S I GN .

R educing , an d solving for l ,

L
A ccording to P rof M arks the v alue of 1 foun d from thi s
.
,

form ul a m ay be reduced fou r times for side wheel engines an d -

ten times for locomotive or st ation ary engines .

F rom this it appears th at the work of friction on a unit o f

projected are a of the crank pin is independ e nt of the di amete r
-

of the pin ( equ ation an d inversely proportion al to the length .

I f the di ameter is decre ased the pre s sure on a unit of projecte d

are a of the cr ank pin is incre ased
-
while th e velocity of t h e ,

rubbing surface is decre ased in the same proportion

-
.

When the di ameter has been determined upon the lengt h ,

m ay be found by requiring the projected are a to be l arg e

e nough to withst and a cert ain pre s sure on e ach u n it of pro

j e c t e d a re a F rom
. column 1 1 this pressure is 6
3 5 lbs , .

O f cou rse the pressure m ay be incre ased as the v e locity i s

decre ased I t is well if sp ace is av ail able to h ave the pin as
.
, ,

long as possible The follo wing v alues of the pressure on one

.

squ are inch of projected are a of the crank pi n are rec om -

m ended v i z
,

50 0 lbs for n aval e n gines

.

40 0 lbs for merch ant engines ;

.

80 0 to 90 0 lbs for p addle wheel engines

.
-
.

T he proportions for ratio of length of journ al to its d i ame

ter are given as follo ws by P rof W C U n win for wro ught iro n . . .
,
-

journ als v i z
,

P rof . W . D M arks
recommends the follo wing form ul a for
.

the length of locomotive crank pi n s -

L ength in inches its di ameter ( di a m of .

2 34 STEA M - BA
’

GI N E DE S I GN .

III D es i the Crank pi n i —

C AS E .
g f no -
f or R i g yd i t I n F i g 4
. 1 6
a llo w a deflection o f in at the free or . e nd ,
1h i n . a t t h e

centre of pressure T hen the di ameter of the pin for rigi d i ty

.

is found as follo ws
T ake the origin at the fi x e d end of the cran k pi n ; th e n -

E ly P!

Whe n y who i n .
, x therefore

E l P ,l
’

( 1
)
r

30 0 6 9 27

B ut E 2 80 00 0 0 0 for wrought -
iron an d 1

H ence
’
a

Conclus i ons length of the pin should be designed from

— T he

form ul a ( 6) of 8 5 an d the di am eter fou n d by the use of formul a

,

( )
I a n d ( 3) of this section T h e largest di ameter thus foun d
.

should be accepted T his will ordin arily be found from

.

T hese formul ae apply equ ally well to the design of the crank
pin for a si n gle engine with double crank arms ( Van B uren ) -
.

8 7 D e s i g n of th e A ft e r C ran k p i n D i am e t e r for a T wo
.
-

c y li n d e r E n g i n e T h e gre atest stress e x erted upon the after

-
.

crank p i n is evidently dependent upo n the conditions go v ern

-

ing the e x p ansio n of ste am in t he cylinders S ince the ratio of .

e x p an sion is v aried w ith i n limit s at ple asure ( either with an

, ,

ind e p e n d e nt cut o ff valve u e of the l i n ks in p arti al ge ar or an

-
, s ,
 DE S I GN or TH E CR A M X -
P l /V .
2 35

a utom atic governor) the stress may be safely ass um ed as h aving

,

i ts m ax imum v alue in e ach cyl

inder simult aneously H enc e .

we will assume a m ax imum

pressure T
E ) DA cti n g
’
a

on e ach crank pi n at the s ame

-
’

time .

We will assume th e cran ks

a t right angles an d in the posi

t ions indic ated in F i g 14 7 . .

T here is a stress T acting

at the for ward end of the after

pin due to the lo ad on the pis

t o n o f the fi rst cylinder an d a ,

lo ad T acting at a dist ance of 510 m .

i ! fro m the after e n d of th e

s econd cr ank pin -

T h e lo ad on th e s e cond cr ank p i n d ue to its
.
-

n piston m ay be t aken as { T acting at the forward e n d of

the length of the pin .

H ence the lo ads on the for ward e n d of the second crank

T
pin are an d T cos 0 a cting at an a ngle of 9 0 ith e ac h
0w
3
other . T heir
result ant R is the m ax imu m stress on the
, ,
fo r
ward end o f the secon d crank pin - .

By trigonomet ry ,

’
T
'
c os 0

T
’
cos
’
— —
fi j i T
’
c os Os i n 0 .

D i fferenti ating ,
in order to get the v alue of 0 corresponding to
the m ax im um v alues of R we h ave ,
2 36 S TE A M -E N GI N E DE S I GN .

S olving this q u adratic ,

cos 0 cos 16
°
46
'

H ence

R = 1 1T =
E D P“ ( )
1
-
.

We will allo w a d eflection Th in of . atthe forward e n d of

the aft er crank pi n where the lo ad is R

-
. T hen as in 86
, ,

Whence for R igi d i ty

D i ameter of the secon d or after
‘
crank pin in inches if of wrought
-
, Vf D
’ ’
,
l
’

iron ,

where f ’
factor of safety .

C omp aring these formul a with e q u ation 86, we s ee

th at for rigi d i ty
after cran k pin -

D i ameter of the ( ne arly)

forward crank pi n -
.

Th e two crank pins are usu ally m ad e the s ame si z e in m arin e

-

practice .

V an B u ren considers the after crank pin to be ve ry nearl y -

in the con d ition of the h alf of a be am fi x ed at t/ze ends a nd

load ed at Me cen tre T his will give for the moment of ruptu r e
.

R1
2

which is , as in Case I of 5 8 6 also ,

,
71
t
r
f a
5
.

5
—

Va n B uren
’
s S treng th o f I ron P arts o f S tea m Alaeb i n erjy, p . 20 .
2 38 S TE A M -E N GI N E DE SI GN .

On account of unkno wn strains produced in the after cran k

pin it should al ways b e as l arg e as the sh aft if possible T h e .

foregoing discussion does not t ake into consideration the a n

u lari ty of the connec t ing rod yet the m ax i m um stresses o n
g
-
,

e ach pi s to n are assumed to ac t simult aneously which will am pl y

,

pro v ide for th e incre ase in stress due to an gul arity .

T he length of e ach crank pin is the s ame an d is to be foun d

-
,

from equ ation ( 1) of 8 5 .

T h e di fferent methods used in m aki n g crank pin s are illu s -

t rate d in the fi gures of the ne x t ch apter .

 CH A PT E R X I I .

DE S I G N OF TH E C R AN K A R M S C RAN K
-
I N E AN D P RO
, , L
P E LL E R S H A F T S B E A R I N G S A N D C OUP I N G S
, , L .

8 9 D es i g n of th e C ran k arm E y e s ( F i g
.
-
.

CA S E I S i ng le Crank a rm
.
— We will suppose-
. th at th e
crank sh aft is built up
- -
,
”
and th at the di amete rs of the crank
pin and sh aft are known .

L et d di ameter of crank pin in inches -

5 length of crank pin eye i n inches ;

-

e thickness of met al around crank pin in inches ; -

L
2
h alf stroke of the e n gine
-
e ff ective len gth
crank arm in inches ;
-

e thickness of met al aroun d the sh aft i n inches ;

f
’
factor of safety
2 40 S TE A M -E N GI N E DE S I G N .

g length of cr ank hub in inches ; -

r radius of the sh aft in inches .

I n case the crank pin eye is she are d out th ere

-
wi l l b e a

d oubl e she ar i n the section be so th at ,

wh e re f sa e sf he aring strength of the met al us ed , or

450 0 0 45 0
0 0

factor of safety f
’

T h en

I t is us ua l h owever to m ake
, ,

5 L J
S ,

c
( 3)

which gives a gre ater section of met al at the eye th an

F orm ul a ( 2 ) an d ( 3) are recommended for all crank pin ey e s -
.

d
I n c ase b is reduced to d , e will be incre ase d to
2

gre atest e ffort on the crank is evidently when the crank

The
an d connecting rod are at right angles provide d the ste am i s
-
,

not cut o ff before h alf stroke By referring to F i g 1 1 5 an d

-
. .

8 2 we see th at
,

D ’
,
s ec ¢
2 42 S TE A I ll E N - GI N E DE S I GN .

so li d . T he counterb al ance is a c ast iron disk

-
m o rtis e d to te

c e i ve th e crank arms
-
.

F i g MO
. .

F i g 1 5 1 ill ustr ates the b al anced cr ank sh aft of the W o o d

.
-

bury engine T he forged solid sh aft is secu red to the counter

.

b al ance by a U bolt T his bolt h as a v arying sh ape as show n

- .
,

at D in the two vie ws T h e d isks c an of course be e asily re

.
, ,

moved if desired .

A form of built up crank sh aft was designe d by T u rton

- -

for the S S Vi rg i n i a T he crank pi n an d one h alf of e ach

. .
-

crank arm form one forging while a sectio n of the sh aft an d

-
,
2 44 S TE A I ll E I VCI N E
'
DE S I GN .

which is the equ ation to a p arabol a with the ve rte x at th e

centre of the cran k pin eye T he cu rve m ay be e asi ly d ra w n
-
.

by fi nding simult aneous v alues of x an d y or by rememb e ri n g ,

th at the t angent to this curve intercepts the ax is of x at a d i s

t ance x from the origin .

“
2
+ I Vn 1
is to be noted th at W
1
It l
11

times the m ax imum load on the piston \Vhen there are t w o .

cylinders the after crank a rm of the after engine is design e d b y

,
-

( )
2 an d ( )
3 by m a king ( see 9 2 9 )
3 W W ; an d f o r a ,
:

triple engine I V becomes 2 W

-
,
'
.

E qua t i ons ( 2 ) a nd 3) apply equall

y well to “
f org ed s oli d and

bui lt up erauh s haf ts

- -
.

K eys for the cr nk arm a -

are to be d esigned by equ atio n ( 1)
of § 4 s
9 1 D es i g n of C ran k s h aft for a S i n g le E
.
-
ng i ne.
*
CAS E I To Res i s t Tors i ou on ly
. .

D i ameter of sh aft

H ere A] m ax imum moment of torsio n

L / — I L
n l n l
W
-

D
z
‘ ,

4 2 u 2

an d f 9 0 0 0 , the s afe she aring strength wrought - iron .

C AS E I I To R es i s t F lex ure on ly j
‘ '
. .

D i ameter of sh aft

m ax imum bending moment ,

which is evide n tly

f
”
at the begin n ing of the stroke , l
p, , where
di t ance m e asured alo n g the ax
s ,
a is of the sh ft ,

from the centre of the h aft be aring to the centre s -

of e ffort on the crank pin -

.

Ran ki ne s
’
Appli ed Al ec /L .
g 3 2 1 .
f I bid .
, 29 5 .
 DE S I GN OF CRA N K - S H A F T F OR A SIN GL E E N GI N E . 24 5

CAS E I I I . To Res is t combi ned Tors i on and F lex ure.

( A n al y t
i c al S olution .
)
L et T gre at est t wisting mom e nt on the sh aft due to the
lo ad on t he piston
M gre atest bendi n g moment due to the lo ad on the
:

piston .

T hen by the pri nciple of couples

, 57 60 of R ankine s , ,
’

App li ed for an ove rhung crank pin -

T h e equiv alent t wisting mo M W

ment on the after journ al is
an d for double cr ank arms -

T h e equiv alent t wisting mo

ment on the after j ourn al is

T he bending moment in the for ward journ al

T he v alues given in ( 3) an d ( 4) are to repl ace M in e q . .

T he follo wi n g t able by P rof S e aton gives t he ratio b e

*
.

t ween the gre atest an d me an t wisting moments on the crank

sh aft i t h aving been d educed by the methods illustrate d in
,

C h apter V I I an d F i g 99 T he i n erti a of the moving p arts is

. .

n e glected .

E X AM P L E S — F ind the si z e of the p arts of the high pressure -

cran k s h aft for the t wo cylinder compound engine of the U S

- -
. .

S G a lena given I H P
.
, 1 1 50 stroke 4 2 i a
. revolutions 6 5
. .
, .
,

per minute cranks at ,ste am is cut 0 5 at stroke S e e .

F ig . 1 55 .

S oluti on f the E mple S ince th e ste am is cut ofl ’

o x a .
-
at 0 .
55
g re atest
stroke the ratio of the me an t wisting moment for the high
,

pressure engine from the t able T he me an e ffort on .

the fi rst piston when the po wer is equ ally divided bet ween the
,

t wo cylinders is ,

M an ual of Al ari n e E ngi n eeri ng ,

p . 161 .
246 S TE A M -E N GI N E DE SI GN .

K i nd of E ng i ne
F rac ti on o f s tro e c om
l w hen s team is
k Ratio
max i mu m to
of
.
p e te d
c ut 0 6 . ma n t w i s t .

S i ngl e -c ran k ex pans i ve

T wo-c yli nd e r ex pa s i ve
n . c ran ks at 90
°

T h ree c -
yl i d n e r co m po un d . c ran k s at
Th ree -c yli d r n e c o m po un d ,
w th L Pi . . c ran k s

O pp i t a d
os e, n H P . . c ran k id
m wa y . .

me an t wi ti n g moment of the fi rst engine is ( 4 1 700 x 2 1

T he s

8 7 570 0 inch pou n ds .

T he gre atest twisting mo m ent is X 8 7 570 0

1 6 70 0 0 0 inch pounds T he g re atest tu rning force o n t h e high
-
.

1 6 70 0 0 0
p re s s u re c r nk p m a
-
is
—
79 5 2 0 lb s . A s su m ing the d i s
21

t an ce bet w ee n the c ranks h aft b ea rin gs to be 30 i n the great .

,

e s t b e nding moment i n e ach of the t wo for w ard j ou rn als

’
is
79 5 3 0 X 30
inch pounds
( 2 9 8 20 0 - .

8
T he for ward jou rn al i s subjected to flex ure on ly , s o t h at

) i s u s ed an d
eq .
( 2 ,

D i ameter of th e fi rs t or forward journ al

in .

T he fter jou rn al is subjected to fle x u re a n d twi st i ng co m

a

b ine d . and the equiv alent gre at e s t t wi s tin g m oment i s

2 9 8 20 0 4 s 2 9 8 20 0
’
1 6 70 0 0 0
’
199 4 50 0 i n ch po un d s
-
.

“
T h e d o u b le ( ra n k is a b ea m s e c ure d at
“

ts e n ds . le n g h 3 0 i n w h o s e
of t

p i n ts
o of c o n t ra fle x ure are l!
‘ in . f ro m t he end. h e n ce th e m o me n t o f fla m e i s
h
f b e am
°

le a Y e n zt c
2 48 S TE A M -E N GI N E DE S I GN .

To d etermine the length of S M , we h ave

S Q PS cos an d 5 4I
.
/ : S Q cos
h ence

S I l/I PS cos

T he moment of bre aking across is

P . PS

which is n ow to be substituted for M dist anc e

’
in eq . T he
PS is kno wn after I VS has bee n fi x ed .

9 2Des i g n of C ran k s h aft for a T wo cy li n d e r E ng i ne

.
- -
.

C AS E I To R es i s t Tors i on on ly
.
—\Ve will neglect the i n .

flue n c e of angul arity of the connecting rods an d weight of th e -

reciproc ating p arts , an d suppose the e q u al forces P to be acti n g

as in F ig . 1 58 .

Fi g I S O
. .

T he moment of rot ation is

L L
( (
a a
M — P —
s 1n fl + -

2 2

L a a a
b sm m b — cos z — sm
P s xn b c os + cos
5 + g
c oss -

I a

9 2
DE SI GN OF CR A N K S H A F T F OR T
-
WO -
C YL I N D E R E N G I A E ’
. 2 49

D i ff erenti ati n g to fi nd value of 0 for the gre atest value of I I I ,

0 sin 0, or 0 0
°
an d
do

If both cranks are on the same side of the l ine of centres ,

(
L
[P
I —
P
3
sm
( a — 3
2 ) P r s m o+
5)
2P é s in 6 cos
z

0 cos 0, or b 9 0
°
or

H ence M is gre atest when the bisector of the angle bet wee n
t he cranks is hori z ont al or vertic al th at is when the cranks are , ,

s ymmetric al with respect to t h eir c o or d in ate rectiline ar ax es -

.

L a
T he gre atest val ue of the moment i s I ll 2P sin -

2 2

whe n the cranks are on opposite sides of the line of centres ,

2
an d IV 2P —
2 3
cos when they are on the same si d e .

T hese e x pressions are equ al when a T h ey give a

m inimum v alue when 0 hen one cr nk pin is at a
°
45 w a -

d e ad point ) an d the gre atest v alue when 0 or °

-
, 0 The
gre atest value of the mo ment for cranks at right angles is
1
M
§ sin 5
°
2P 45 1 4 4P
1
5
.

T he d i ameter of the after p art of the crank sh aft an d the -

line sh aft to res i s t a wrenchi ng mom en t is found by e q ( 1) of

- .

§9 1 by substituting 1 4 I 4M for M or . .
,

D i ameter of sh aft in inches

L
where M
g Dp, as in § 6
7 , an d f 80 0 0 to 9 0 00 for
-
:
5 ,

wrought iron -
.
2 50 S TE A M E N -
GI N E DE SI GN .

C AS E II . To R es i s t co mbi ned Tors i on a nd F lex ure

.
-
We
will procee d as in C ase I I I of § 9 1 .

L e t M, . gre atest bending moment on the sh aft d ue to

the lo ad on the fi rst or forward piston ;
T, gre atest t wisting moment due to s ame
M ,
greatest bending moment due to lo ad on th e
second or after piston ;
T gre atest t wisting moment due to s ame .

T he n
the t wisting moment on the f orward journ al of the aft e r
crank equivalent to the t wisting mo ment T an d the b e n d in g
, ,

M
moment 2—

the af ter journ al

On of the after c rank t he e q uivalent t wi s t
i n g moment is

+ < .
T

E X AMP L E — equired the dimensions of the after p art o f

R
the crank sh aft of the U S S G alena from the d at a give n i n
- . . .
,

the e x ample and t able under Case I I I 9 1 ( see F ig 1 5 , .

S oluti on — T h e me an t wisting moment of both engines is

.

330 0 0 x 1 1 50
X 21 1 7 5 1 40 0 inch pounds-

x 65 x 3 5
.

2 .

S ince the ste am is cut off at 0 5 5 stroke the ratio of .

, th e
m ax im um
( a
t wisting moment fro m the t able is
”

, ,
n

gre at e st t wisting moments of both e ngines is

1 7 5 14 0 0 x inch pounds -
.

gre atest turning force on the after crank pin is -

2 2 I 20 00
10 533 5 lbs .

21
2 52 DE SI GN .

11 .
44 .

Ifthe di ameters are m ade uneq ual in practice th e y , are mad e

unequ al in pairs so th at the di ameters would b e
,

1 in .

93 . D e s i g n o f C ran k s h aft fo r-
a T h re e c y li n d e r E -
ng i n e

C ran k s at
C AS E I To R es i s t Tors i on only
.
— L et the forces be as
. re re
p
sented in F ig . 1 59 .

Fi g | 8°
. e

The moment of the crank e ffort is -

hI = P
§ [ s in 0+ sin ( 60 + 60+ s in

P 5 [sin 0 V3 cos
2

D i fferenti ating to fi nd the v alue of 0 for the gre atest val ue

c os b — V3 i S n 0= 0,

when c e
 CRA N K S H A F T F OR A
-
TH R E E -
C YL I N D E R E N GI N E .

We h ave for the gre ates t c fl o rt on the after crank

In eq
( ) of
.
$911 put M 2P D p, L ,
’
an d solv e
for di ameter .

CAS E II . To R es i s t com bi n ed Tors i on an d B end i ng — Be

sides the nomencl ature o i Case I I § 9 2 le t , ,

M. gre atest bending momen t due to lo ad on third or

,

after piston

T gre atest t wisting moment due to same

,
.

T he n the equiv alen t t wisting moment on the f orward journ al

of the third crank is

+( T1 -
l

an d the equiv alent t wisting moment on the af ter journ al of the

third crank is

Th e moments found by subst i tution in these e x pressions are

to be substituted for M in e q ( 1) of § 9 1 in order to determine
.
,

the di ameters of the journ als .

94 D e.s i g n o f C r an k s h aft fo r a-
T h re e c y l i n d e r C o m -

p ou n d E n g i n e w i t h ,
L P C ra n.k s O pp o.s i t e a n d H P .

C ran k M i d w ay — T h e lo w pressure cylinder for an engine

.
-

of gre at power might be so l arge th at it would be convenient

t o h ave two low pres s u re cylinders aggregating the s ame po wer
-

as the high pressu re cylinder

-
T he n if P the lo ad on the
.

P
high pressure piston is the lo ad on e ac h of the two low
3
-
,

pressure pistons ,
an d the engine so , far as the crank moments
2 54 S TE A I ll DE S I GN .

are concerned is the same , as the two- cylin d er c omp oun d ty p e .

S ee § 9 2 .

95 . Des i gn of th e L i n e s h aft -
.

L et T gre atest torsion l moment on the line sh aft ; a -

A] gre atest bending moment about a journ al ce n t re -

d ue to weight of sh aft fly wheel coupl i n g ,

-
, ,

pulley etc ,
.

T hen , in § 9 1 Case I I I
as , ,

T he equiv alent m ax imum t wisting moment on this jour n a l is

T his e x pression repl aces 111 in eq .

§9 1, or

D i ameter

I n c ase the m ass producing fle x ure is at one third the len g th

A! 11
from the after be aring , is to be repl aced by
2
Itis evid e nt t hat if the working resist ance or force to be ,

overcome i s at the end of a lo n g sh aft remote from the engi n e

, ,

the sh aft di ameter incre as es ( th e oretic ally) for uniform strength ,

as you go from the engine I n the c ase of a scre w propel l er

.
-

engine the section of the sh aft to which the propeller is

.

att ached w ill h ave a di ameter gre ater th an th at of any oth er

section wh ther we consider thrust or not

e .

9 6 D
. e s i g n o f t h e T h ru s t o r P ro pe ll e r S h aft for a
M ari ne E n g i n e T he p ropell e r an d thrust sections of t h e
— .

sh aft of the G alena are sho wn i n F i g 160 T he propeller sh a ft . .

is t ape red in the propell r T h e s h aft is protected from corrosion

e .

by a j acke t of bra which i f r m i to 2, in thick for sh afts o f

ss s o .

v arious si z e s T his j acket e x tends from the inside of the ship

.
,
 P R OP E L L E R S I I A E T F OR M A RI N E E N GI N E . 2 57

two p arts as sho wn I t is usu al to allow a very sm all stre am

,
.

of water to flow out through the s t ufli ng b ox in order to insure ‘

-

a circul ation of water through the be ari n g Water i s the .

lubric ant used an d it is the best kno wn for met al an d wood

, .

I t p asses bet ween the strips of lign um vit a -

.

N 0 fi x ed rules c an be given for proportion ing the p arts of

a stern be ari n g
- I t is generally m ade much stronger th an is
.

thought to be necessary yet m any dis asters occur on account ,

of its f ailure A steel c asting would be an improvement over

.

the c ast iron stern tube S uccessful practice is the ve ry best

- - .

g uide in p roportioning a stern be aring -

.

T he t hrust sh aft sho wn in F i g 1 60 is e x pl aine d in § 9 8

-
. .

W e will n ow give rules for designing a propeller or thrust

sh aft.

CA S E I . To R es i s t co mbi n ed F lex ure and Tors i on .

L et T gre atest t wisting moment on the crank sh aft ; -

W weight of propeller in pounds ;

L the dist ance from the centre of gravity of the pro
peller to the stern be aring in inches -
.

T he gre atest ben d ing moment due to the weight of the

scre w is ( assuming the centre of pressure of the stern be aring -

to be at a dist ance L inbo ard from the aftermost e d ge of the

stern post)
-

2 WL .

Th e t wisting moment on the sh aft equ iv alent to the gre at

est bending and t wisting moments is
M : 2 WL l — V4 W L l T
— ’ ’ ’
,

which is to be substituted for M in eq . 1

9 , or

5 M 1
D i ameter
.

f
E X AM P L E — F ind di ameter of propeller sh aft i n th e s t e rn -

b e aring for the U S S G a lena given d at a in Cas e I I

. . .
9 2 , , ,

weight of scre w 900 0 lbs dist ance from centre of scre w to .

,

stern be aring is 2 0 in
- .
2 58 S TE A I ll DE S I GN .

S oluti on — Th e
gre atest t wisting m oment on the cran k
sh aft is 2 2 1 2 0 0 0 inc h pounds ( from Cas e I I
-
,

T h e gre atest ben d ing mom e nt is

2 WL 2 x 90 0 0 X 20 z:
360 0 0 0 inch pounds
-
.

T he twisting moment equivalent to the combined gre ate s t

b ending an d t wisting moments i s

360 0 0 0 2 2 1 20 0 0
“
2 5849 8 2 inch pound s
-
.

Di amet e r of s haft in .

C AS E I I . To Res i s t com bi n ed Tors i on and Th ras t —Th e i h .

d i cate d thrust in pounds on this sh aft is

me an lo ad o n piston s X 2 stroke in feet 3 30 0 0 I . H P . .

pitc h of the scr e w in fe e t PR

where

I H P
. . . indic ated horse po wer ; -

P pitch of scre w i n fe t ; e

R number of revolutions of the sh aft per mi n ute .

T hisv alue for the mean or indic ated thrust m ust be m ultipli e d
by a con s t ant from t he t able in Case I I 9 1 p 2 44 i n o rd e r , , .
,

to obt ain the max i mum thrust .

T he dimensions of the sh aft to resist thrust only m ay b e

found from E uler s formul a ’

an d to r esi s t tors i on only by ,

 CRA N K A N D L I N E - S H A F T B E A RI N GS .

through oblong openings s o th at by tu rn ing the si d e s c re ws

,
-

the be aring can be moved l aterally in ord er to align the sh aft .

T h e side scre ws turn through lugs whic h are c ast on the shoe
-

Fi g I “
. .

piece T he head s of the pi llow block bolt s are pockete d in th i s

.
’
-

shoe H ol d ing do wn bolts p ass through the shoe securing i t

.
-
,

to the found ation .

F i g 1 6 5 is a line sh aft pillo w block u s e d on the G alena

.
- -
.
2 62 S TE A M E N -
GI N E DE SI GN .

L ater al
motion is obt ained by wedges driven on either si d e ,

as sho wn at B I t is a very strong an d comp act pillo w block

.
-
.

P rof W D M arks gives “

the follo wing method of d eter i
"

. . .

mini n g the length o i the be arings I n 8 5 we gave a formul a .

for the length of the crank pi n T his form ul a will evidently -

.

not apply to the sh aft bearin gs 0 11 account of the combined -

t wis t ing an d bending moments upon the m .

L et P me an pr ssure on the piston in pounds ; e

Q the re a ction at t h e be aring d ue to the wei g ht su p

ported b y it i ri pounds .

T hen by F i g 8 2 p 20 8 we h ave the result ant of these forces

,
.
,
.
, ,

CO S a .

F or a hori z ont al engine a an d R; yP

’ ’
4 .

Q
'
,

F o r a vertic al engine a 0 or
°
-
an d R , =P + Q an d P Q

L et 1 le n gth of j ourn al in inches ;

d di ameter of journ al in inches ;
R, th e result ant force on the be aring in poun d s fro m
eq .

R number of revolutions of the sh aft per m inute

f
’
coe ffi cient of friction .

T he n , in 8 5
as ,

F riction of jo urn al poun s ’

f R d ,
.

L ine ar velocity of rubbing surface n d R inches per m inu te

T ot al work of friction i n inch pounds per minute -

R , n dR
’
f .

\Vork of friction on a squ are inch of projected are a of j ou rn al is

’ ’

f R dR f R ”R
;
2 l inch pounds
-
.

S
.

5 3 M a rk s
.
’
lx ela ti z e P
’
'
ro ort on s o
p i f the S tea m E n
g i n e .
 2 64 S TE A I lI E A G I N E
’
-
’

DE SI GN .

let at B . T his
bearing is generally though not al ways p lac e d , ,

at the end of the sh a ft alle y n e a r t he stern be a ring s t uffi n g b o x

- - -
,

so th at the stern be aring n e ar one end a n d a line sh aft be ari n g

- -

ne ar the other support the sh aft the thrust be aring being us e d ,

-

only for t aki ng up the thrust .

A nother form of thrust be aring often used consists of a s i n

-

gle thrust coll ar forged w ith the sh aft through which wat e r
-
, ,

circul ates T his is a good design though more bulky th an th a t

.
,

sho wn in F i g 166 . .

I n an y thrust be aring prov i s io n m ust be m ade for bot h lo n

-

i t u d i n al an d l ateral adj ustment T his h as been m ade in F i g

g . .

1 66 .

T his
be aring being some wh at i naccessible hence neglecte d , ,

should be designed with a l arge factor of safety T he thrust i s .

usu ally t aken upon a series of coll ars set concentric wi t h t he

sh aft .

L et r outer radius of th e coll ar in inches ;

,

7 rad i us of the sh aft in inches

,

n n umber of coll ars ;

t the thickne s s of e ach in inches ;
P total me an thrust or me an norm al pressure on t h e
coll ar in pounds ;
p pressure in pounds allo wable on a squ are inch o f
thrust su rface .

T hen the thrust are a of one coll ar is

an d tot al thrust are a is

°
un r, (

T his is also equ al to whence

DE SI GN OF TH R U S T B E A RI N
-
G F OR P R OP E L L E R E N GI N E . 265

T he v alue of p should not e x ceed 60 for high speed engines -

e x posed to all kin d s of we ath e r ; hence

P
60 7m

T hecoll ars are subj e cte d to a she aring force equ al to P .

Ift thickness of one coll ar i n inches the she aring section of ,

one coll ar is
z a r t squ are i n ches , ,

an d the safe sheari n g strengt h of this section if of bras s is , ,

z a r, t x 100 0 lbs .

II e nc e

n x z a r, t x 100 0 P ; t i nches .

T heusu al v alue of t in practice is 0 8 ( r .

,

Th e sp ace bet ween the coll ars for solid brass rings is t .

W hen the brass rings are hollo w for water circul ation or whe n , ,

they are lined with white met al the sp ace bet ween the coll ars ,

i s from 2 to 2 } t 1 .

T he number of coll ars used v aries with the fancy of the

designer T he gre ater the n umber used the sm aller will be
.

the radius an d there will be d anger of bringing all the thrust

,

o n one or two coll ars I f o n ly one or two coll ars are used the
.

work of friction becomes gre ater as the leverage of the friction ,

.

of a coll ar be aring is
-

T h at
the wor k of friction in this be aring is much gre at e r
th an one would suppose is sho wn by the follo w ing ,

E X AM P L E — P 1 9 8 7 5 lbs ; r 6 in ; r 5 in c o e fi
f .
,
.
,

cient of friction revolutions per minute 60 required :

the work of turning the sh aft .

g 14 , Ran ki ne s
'
S team E -
g
ni n e .
2 66 S TE A M E N -
GI N E DE S I GN .

{5 ft .
, an d r, ft .
,

so th at the friction leverage is

2 2 16 12 5

6 — 2
3 3 5

Work of tu rning the sh aft for one minute

x 60 x 19 8 7 5 x 1 7 1 160 i r lb s
.
-
.

horse po wer
-
.

99 S h.aft c oup l i n g s A
- flan g e sh aft coupling is sho wn i n
.
— -

F i g 160
. T he fl an ge is forged with the sh aft s e ction
. I n or d e r .

to keep the sections in line a cylindric al projectio n from the e n d

,

of one section fi ts accu rately into a re cess in the other T h e .

fl an ges are held together by through bolt while a k e y restin g -

s , ,

w ith one h alf in e ach section adds to the she ari n g resist ance o f,

the coupli n g T hree other forms of coupling are sho wn in F i g

. .

F i g I 68
. .

16 8 . I n A two
,
c astings t ake the pl ace of the fl anges used i n
F ig . 1 60 . T he c asting s are keyed to the sh aft an d bolted to
2 68 S TE A M E N
-
GI N E DE SI GN .

fi x ed an d movable clutch s are of c ast iron bound with w ro u gh t

e -

iron b ands as shown at U U U

, , , .

Fi g . l7 0 .

A n e x am ple of the use of the friction brake sho wn in -

F ig .

1 70 is given at the e n d of thi section

s .
 S H A F T CO UP L I N GS . 2 69

S h aft
ouplings are usu ally subjecte d to only a torsion al
- c

m oment T h e couplings are generally forge d with the sh aft

. .

L et r any rad ius of the coupling subjected to a torsion al

moment in inches ; ,

t thickness of coupling at r in inches ;

f s a fe strength of the m a teri al at the section whose
are a is z a rt in pound s per squ are inch ;

M the gre atest torsio nal moment o n t he sh aft in inch

pounds ;
d di am e ter of sh aft in i n ches ;
di ameter of the coupling at bolt holes or usu ally -
,

1 . 6d ;
D d i ameter
of the coupling ( outer) in inches ;
n n umber of bolts used of d i ameter d inches , ,
.

T hen from C ase I 5 9 1

, , ,

d
M f -

f
2 n rt r, s i nce th e arm i s r,
5
whenc e

thi cknes s f
o the coupli ng at the ci rcumf erence of the
d
i . e .
, when r
5" is

F ro m ( ) it appe
eq ars th at.t is1decre ase d as r is incre ase d ,

an d if the coupling fl ange is designe d for un iform strength its ,

s urface would be a p araboloi d of revolution B ut in practice .

d
it is usu al to h ave a uniform thickness for the fl an ge an d "
is
,
5
used .

T hethickness of the fl ange at the bolt holes-

m ay be deter
mine d as follo ws :
2 70 S TE A /ll E A G I N E
-
'

DE SI GA
"
.

E ffective circumferenti al section of fl ange at bolt h o l e s

-

an d its moment is
( n d,t nd , )

E qu ating equ al moments as before ,

f ( 7rd , t — nd ,
é —
s
whence

t thi ck n es s of flang e at bolt holes

-

T hus ,if d 10 ia .
,
d, 16 in .
,
n 6 , d, 2 iathe thick n e s s
.
,

of the fl ange the sh aft is

at 1
1 i n and 1 2
8 .
,
at the bolt h o l e s it
-

6 x 2
’
10
_ — m ( ne a rly )
X i6
”
. .

8 X 16 n

I n practice the thickness of the fl ange coupling is gr e a ter

t h an obt ain e d by these formul a it seldo m being less th an ,

di amet e r of the sh aft .

The di a m eter of the bolts whose n umber is n is obt ain e d as

, ,

follo ws
S he aring strength of all the bolts is

M oment of the she aring strength of the bolts i s

which is also e q u al to the gre atest torsion al mo ment on th e

sh aft or
,
2 72 S TE A M -E N GI N E DE SI GN .

uppose a block is presse d up

S against the ri m of th e b an d
wheel the b an d being removed
, . T he system is then c a lle d a
bloch b rahe
-
.

ed arm cont ains the fi x ed n ut through which a th re ad e d

A fix
stem passes A t the ends of the stem are a h and wh e e l a n d
.
-

friction block respectively L e t the h and wheel be 2 4 i n i n

-
.
-
.

di ameter an d the pitch of the scre w thre ad i in T he n s i n c e

, .

the po wer acts through an arm of 1 2 i h an d the resist an c e o n .

,

the rim of the heel is 1 11 x 2 9 37 5 we h ave fro m the k n o wn

w 3
, ,

mech anic al adv ant age of the scre w ,

2 9 37 5 X 3
1 5 Xi ,

an d the po wer e x erted is

P lbs .

T his form of the brake is sometimes used on ste am engi n e s -

.

100 S i z e of S h afti n g as d e c i d e d b y th e B oard o f T ra d e ,

.

— F or a compound en i n e wi th two c li nd ers

E n g lan d .
g y

d P 1 5D
’

D i ameter of sh aft in inches +

f

when d di ameter of the high pressure cylinder in inch e s

-

D di ameter of the lo w pressu re cylinder in inch es

P = boiler press ure of ste am in pounds per squ a re i n ch ;
'

C length of crank in inches

f constant from follo wing t able .

F or ordi na ry cond ens i ng eng i n es , wi th two cy li nd ers , wh en the

pres s ure i s not low

D i ameter of shaf t in inches

where D d i ameter of the cylinder in inches ;

P boiler pressure of ste am in poun d s per s q u are
-
i n ch ;
C le n gth of crank in inches ;
f const ant from follo wing t able
 P RA C TI CAL R UL E S F OR S I ZE OF S H AF TI N G . 2 73

C ons tan t
.
L i ne-s h aft .

*—
10 1 P rac ti c al R ul es for S i z e of S h afti ng
. T he . follo w
i ng formul a are ad apte d from M r D K C lark, for . . . rou nd
sh afting only

L et D transverse d eflection in inches

W weight in pounds ;
L dist ance centre to centre of be arings in fe e t ;
d di ameter of sh aft in inches ;
angul ar d eflection i n degrees ;
'
D
W t wisting fo nce in pou nds ;
R rad ius of force in feet ;
L
’
length of sh aft bet ween coupl in gs in
Tors i onal S trengt h o f S haf ti ng

Cast -
iron W ’

Wro ught i ron W -

’

P re par d from C l ark s

e
’
M an ual of M ech E ngr
. .
, by Mr J . . W. H ill .
2 74 S TE A M DE SI GN

Tors i onal D eflecti on of S haf ti ng

Ca st iron
-
. . D

W ro ught iron - D
’

D
’

T he ngle of torsion v aries directly as the length of th e b ar

a ,

but tor ion al moment of rupture is independent of the l e n g th

s .

M r C l ark regards a deflection of 1 in 2 0 di ame t e rs of

°
.

length as a good wo rking limit and suggests ,

F or c ast iron sh afts an d I VR

’ ’
-
18 .
5d

F or wrought -
iron an d WR ’
27 .
7 d
’

F o r steel WR
V
’
d an d 57 . 2d

Trans vers e D eflecti on of S haf t i ng

Su pp o rte d at d en s . F i d
xe at e n ds .

WL ’

Cast . D
s 94 ood

W rought tron -
. . D
1 330 0 0 d
‘
 CH A PT E R X I I I .

CO N D E N S E RS AN D PU M P S .

1 02 . S urfac e old practice of m aking

C on d e n s e rs .
* -
T he
the con d ensing surface a cert ain percent age of the he ati n g sur
face of the boil e rs h as been l argely follo wed by designers a n d ,

i s even n o w recommende d by m any engin ers B ut it i s e v i e .

d ent th at there c an be no rel at ion bet ween them ; for the c on

d n s i n g surface depends upon its e ffi cie n cy the initi al t e m per
e ,

ature of the e x h aus t stea m a n d the tempera ture of t h e feed , ,

inj e ction an d d isch arg e waters ; where as t h e h e ating su rf ac e

,

dep n d s upo n its e ffi ciency type of boiler qu ality of co al used

e , , ,

a n d f u rn ace dr aught .

I t would thus appe ar th at if the t e mp e ratu re s i n the con

denser were ne arly alike for all cond e nsing engine there s houl d s ,

b e some d e fi nite r atio bet ween the amount of surface for con
d e n s ation an d the d s i gned I H P T hi ho w ver is n o t a e . . . s ,
e ,

s afe rule bec ause the pou nds of ste am pe r I H P per hour
,
. . .

vary b e ing di fferent with simple two cylinder compou n d and

, ,
-

triple e x p an ion e ng ines an d i f they are ste am or a i r j ac k ete d

-
s ,
-
,

an d no doubt h a its minimum v alue wh ere properly design e d

s

ste am j ac keted triple e x p an s ion engin e s are used

- -
.

I n the I ll a ri n e S tea m E ng i n e by R ich ard S ennett R N-

t he , , .

condensing surface i st at e d a bei n g fro m s to squ are s

feet for e ach de igned I H P ; while A I lla n ual of flI a ri n e E u

s . . .

g i n eeri n
g by P ,
rof A E S e aton h a the follo wing t abl e w he re
. . .
,
s ,

the t e mperature of t he i nj ction wat e r is 60 F v i z e -

°

F ro m il
an art c e o n f
S ur ac e C o n d e n s e rs , by th e aut h o r, in P roceedi
n
gs f
e

U S
. . I VarIal I ns ti t
. , M ay 1 8 83 .
 S UR F A CE CON D E N S E RS .
2 77

Abeolnte ‘ ‘ re of S qnat e f “ of c ond ens i nC

g
ex haus iztzh
r . i
t artarc per I H P . . .

30 poun d s
20
15

10
8
6

And he say s th at when the ve s sel is inten d e d to cruise i n the

tropics the value must be incre ase d 2 0 per cent an d when s he ,

occ asio nally visits the tropics incre ased 10 per cent while 10 ,

per cent less will give a goo d result in A rctic waters .

J F . S pencer
. in a ,
p aper re ad before the I ns t i tute of E u
i n eers ( S cotl and F e b 5 1 86 2 g ave the follo wing
g ) , .
, ,

A d vantag es o f a S urf ace Cond ens er .

1 . F ree d om from inj urious deposits in boiler . S m all a mo un t

of sc ale .

2. S inc e theboilers will be stronger s te am of a highe r ,

p ressu re m ay be used th a n is possible w ith the jet conde n ser .

3 T.h e foulest w ater m ay be used a s the refriger a ting a gent .

4 T.h e supply of fee d w a ter to the

-
boile rs is more reg u l ar
th an is possible whe n using the jet con d enser .

5 T.h e lo ad on the a i r pump is uniform

-
.

6 G ain in th e use of the fuel as the loss from blo wing off
.
,

i s from 1 5 to 2 0 per cent less when surf ace condensers are e m

ploye d .

7 B.oile rs nee d n o t be cle aned s o fre q u ently ; less w e a r ,

t e ar an d e x pense
, .

8 Can use incre ase d e x p ans i on of ste am

. .

9 H. e atin g surfa ce of the boiler is more e ffi cie n t as t her e ,

i s less incrust ation .

D i s ad van tag es o f a S urf ace Cond ens er .

1 . A d dition al
pumps and m achinery .

2 A ddition al sp ace occupied by the m achinery

. .

3 T h e
. use of the s ame w ater over an d over ag ai n

some to corrod e the boiler .

4 C omplic
. ation of tubes etc , .
2 78 S TE A M E N -
GI N E DE S I GN .

5 . to leL i ability
a k age .

6 I ncre ased fi rst cost of from 10 to 2 0 per cent an d i a

.
,

cre ased cost of rep airs .

7 M ore refriger
. ating water is needed th an for a jet con
de n ser .

103 . T h e rmal E x p e ri m e n t s an d D e d uc ti on of a F orm u la

for th e C o n d e n s i n g S urfac e .
‘

j ou le s E x p eri m en t
'

s w i th th e S urf ace Cond en s e J o ul e s

rs f— ’

app ar atus consisted of t wo concentric copper tubes thr o u gh ,

the inner o n e of which p assed the ste am to be condensed w h i le ,

the circul ating water traversed the annul ar volume bet w een
them When a spiral wire was used to give a t wist to t he
.

current of circul ating water it was pl aced in this annul ar vol um e .

H e deduced : 1 T h e temperature of the ste am side of t h e .

tube is u n iform throughout its length .

2 T h e resist ance to conductivity is due to the fi lm of wa ter

.

on e ach surface an d is i n dependent of the kind or thickness of ,

the met al used .

3 Th e .conductivity of the tube used incre ases w ith a n i n

cre ase i n the velocity of the circul ating water ; an d th at fo r th e

same he ad the conductivity is gre atest when a spiral wire g ive s
a t wist to the current of circul ati n g water .

4 A i r is
. a very poor refriger ating agent Th e conduct ivity .

of copper tubes is thus stated by R ankine : 1 '

C ooli ng flui d
I n i ti al te m e rature. p M ateri al A uth o ri t y
F ah r
. .
.

Co pp er

ch pound of ste am co n d ensed gave up about

E a 10 0 0 B riti s h
therm al units .

F ro m a p p by th
a er e aut h or on f
S ur ac e C o n d e n s e rs , Tra n s A m S oc
. . . I ll ech .

E ng r. , v o l . ix .

{ F ro m an a rt c e il O n S ur ac e C o n f de i
n s at on of S te am , by J . P .
J l
o u e,

j our . F ra n h I . ns t . 1 86 2 , p . 1 36 .

i S tea m E i
'

Ran k i n e s - n
g n e , 222 .
2 80 S TE A M E N -
GI N E DE S I G N .

were elim in at ed S te am fi lled the annul ar s p ace b etwe e n t h e

.

t ubes I ts temperature an d pressure were note d an d als o t h e

.
,

amount condensed C ircul ating water travers ed the inner t u b e . .

I t s velocity v aried T he qu antity flo wing through in a gi v e n .

time and the temperature on entering and l eaving the t u b e

w ere note d E x periments were m ade with the tube in a h o ri
.

z o n tal vertic al an d in an inclined positio n

, , .

T he results were
1 T h e tempe rature of the water side of the tube i s t h e
.

arithmet ic al me an of the initi al and fi n al temper atures o f t h e

refrigerating agent provided the rise in te m pe ratu re is n o t ,

gre ater th an is found in ordin ary surface condensers .

2 The effi ciency of the condensing su rface is incre as e d as

.

the q u antity of circul ating wate r is incre ased .

3 T h e su
. rf ace is most e ffi cient when the tub e is hori z o n t a l .

T h e number of he at units tr ansmitted through a u n it

’

4 .

s urf ace in a un it of time is gre atest when the di fferenc e i n

t emperatu re bet ween the sides is gre atest .

D E D U CT I O N OF F O RM U L A F OR THE C ON D E N S I N G S U RF A C E .

studying the action of the surface condenser we will m a ke

In
the follo wing assumptions as warranted by the e x perimen ts ,

j ust cited v i z ,
.

1 T he temperat ure of the ste am si d e of the tube is unifo rm

.

througho ut its length ( J oule) an d the ste am is s atu rated at a ,

temperature corresponding to the re ading of the v acuum gau g e .

T his l atter assumption *

though arbitrary is prob ably s ufli '

, ,

c i e n t ly e x act si n ce ( a) the fluctu ations of the re ading of the

,

gauge are in appreci able ; ( b) the e x h aust port is opened an d -

closed gradu ally ste am is e x h austed throughout all or ne arly , ,

all of the s troke of the piston an d the ste am is condensed as

, ,

soon as it a rrives in the condenser ; ( c) the ste am in the cylinder

at the end of its e x p an sion is almost ce rt ai n to be we t even .

with ste am j ackets ; an d this we t ste am on account of fre e

-
,

Th i s as s um pt i o n is in d o rs e d by C . A n d e ne t i n h i s i
tre at s e o n E tud e s ur les

Com zen s eu rs cl S urf ace

'

, a nd by E . C o us té i n A n n a /es d a G en i e
'

Ci v i l . S ee Van
N o s t ran d ’
s E n
g r. Mag
. . vo l. i .
, N os .
7 9
, . an d 1 0 .
 S UR F A CE CON D E N S E RS . 281

ex p an s i on d urin g the ex h austion is sat urate d wh e n i t re aches

,

the con d ensing surface T his is s till fu rther probable bec ause
.

the con d enser pressu re is al ways several pou n ds be lo w the ter

m i n al pressu re i n the condensing cylinder .

z T he temperature of the water si d e of the tube h as a

.

v alue e qu al to the arithmetic me an be t wee n the initial an d

fi n al temperatures of t he circul ating water ( N ichol ) .

3. T h e con d uctivity of the surf ace is incre ased a s t h e

qu antity of circul ating water is incre as ed ( N ichol J oule) T his , .

qu antity of water will vary inversely as its rise in temperature .

4. T h e number of he at units tr an s m itted per hour through

a unit surf ace depends di rectly upon the di fference bet wee n

the temperature of the sides ( I sherwood N ichol ) ; v aries with ,

t he m ateri al used as s ho wn by th e t able ; an d is i n d ependen t

,

o f the thickness of met al used for the tubes as foun d i n ordi ,

n ary practi ce ( I she rwood J oule) , .

L et S the condensing surface in sq uare feet ;

the temperatu re of the ste am correspondi n g to a
pressu re ind ic ated by the v acuum gauge in d e
grees F ahr ; ( S ee t able m g 1 3 5 )
.

the temper ature of the condensed ste am as i t

le ave s th e co n denser t he t e m p e rat ure o f
,

the hot well

-

t me an temperature of the circul ating water or the ,

arithmetic al me an of the initi al an d fi n al tem

rat ures
p e ;
L l atent he at of satu rate d ste am at a temperature T ,

K perfect conductivity of one squ are foot of the

met al used for the condensing surface for a
ran ge of 1 F or °
. B ritish therm al units
,

for brass ; ( S e e t able on p .

c fraction denoting the effi ciency of the condensing

surface
4 rate of cond uctivity corresponding to a v ari able
range of temperature T t an d an element ary ,

surface of rate ds T has a v alue bet wee n T

.
,

an d T, ;
2 82 S TE A AI -E N GI N E DE SI GN .

W tot al number of poun d s of ste am s e n t to th e con

de n ser per hou r .

T he he at given up by the ste am to the circul ating wat e r i s

M fl = WQ + fl —
H~ (0
As un it mass of the ste am at temperature T im p inges
a ,

upo n the refrigerating s urface which is at a const an t te m pera

tu re t the units L are given up an d the ste am becomes w ater
, ,

at T ,
T h e r ange of temper ature d uring this perform an c e i s

T1 tr

an d for the units L we h ave the const ant qu antity

9 ( K .
T t)

condensed ste am at T n o w gives up heat to

T he , th e c i rc u

l ating water so th at the range is at fi rst

,

tr
an d fi n ally

an d at an yinst ant , while it is on an element ary are a of rat e d c,

the range is
T t .

H ence , for water ,

9 z eh ( T t) , a vari able qu antity .

T ransforming equ ation an d integrating ,

W L

T‘ I
T he qu an tity is al ways l arge while log
T
, ,
t

n ever gre ater th an about H ence equ ation ( 3) will be prae

2 84 S T E A I ll -
E N GI N E DE S I GN .

value of S should be incre ased about 10 per cent . F ormula ( 5)

is recom m end ed i n d es ig n i ng a s ur ace con d ens er
f .

v al ue of W the pou nds of ste am sent to the cond e n ser

Th e
'

per h o ur will v ary with the typ e of engine used initi al press u re
, ,

of ste am ratio of e x p ansion an d whether the cylinders are

, ,

ste am j acketed or not N o more reli able d at a are acc e s s ibl e

- .

on this point th an the re s ults of M essrs L ori ng and E m e ry .

alre ad y referred to an d here summ ari z ed v i z , ,

Wi th or
A bp
s o lute s team
re s ure i n
P OI S OG Q Of Rati o of (
he
s
y
T pe of c o nd e ns i n8 e n8 i ne wuh out a b o ne rs
s te am us ed
1 H
9 °r nd e n s i n g

iii gé 3
t he
.

p“ s ur ac 1
S team jac ke t P o un d s pe r
tio
.
-
. '

sq m . .

2 -c yl. c o m o unp d , 90
°
22
2 -cy l co. mp u d o n , 1 .
74
N o n -c o mp u d o n 33 to 37 to
N o n -c o mp u d o n 22 to to
N o n -c o mp u d o n to 2 5 1 9 4 t o 2 36
N o n -c o m p un d
o 40 to 44 3 7 8 to 4 1 5
N o n -c o mp u d o n to 31 2 5 4 to 2 9 3
N o n- c o m po u d n to 2 5 2 0 5 t o 2 36

designing it i s n ever we ll to anticip ate a vacuum e x c ee d

I n

ing 2 5 i n ches of mercury when the engines are developin g full ,

po wer T his corresponds to about 2 5 lbs pressure : S o th at

. . .

T ,
1 3 5 an d L 10 2 0 ; an d eq u ation ( 5) m ay be reduce d to

10 2 0 W 17 W
“
'

I 8O O3 5 f) t)

v alue of t will v ary with the qu antity of circul ating

T he
water used an d the se ason of the ve ar
, I t being the ari th m et .
,

ic al me an of the in iti al an d fi n al temperatures of the circul ati ng

water is about 60 in the winte r an d 7 5 in the summer
, S inc e .

the l arger v alue of t gi es the g re ater v alue of S we will s ub v ,

s ti t ute t 75 a n d equ atio n ( 6 beco m s

) ,
e

17 W 17 W
3 0 35 7 s) 1 80
—
 KI N DS OF S UR F A CE CON D E N S E R S . 285

W is the tota l num b e r of po un d s of ste am con d ense d p e r hou r ,

or,

W : I . H P . .
x po un d s of st e am u s e d per I . H P . . per hour .

By combining this with the d at a given in the preceding

t able the l ast column was de d uced
,
.

1 0 4 Q uan ti ty of C on d e n s i n g W ate r
. .

L et H number of he at units given up by 1 lb of ste am .

to the condensing water L Z} , T ; ,

W : number of pounds of ste am to be co n densed per

hou r ;
R rise in temperature of the con d ensing water in
d egrees F ahrenheit .

T hen the numbe r of pounds of con d ens i ng wat e r e q uire d per

r

hour i s

T his formul a applies to both the surface

jet co n d enser an d .

1 0 5 D e s i g n of P arts of a S
. urfac e C o n d e s er
n — S urface .

condensers are in general use only for m arine engines T he .

S t imer condenser was used to a cert ain e x tent but h as since ,

been repl aced by better designs I n it the tubes were vertic al .

,

the lo wer end being e x panded into a tube s heet while the -
,

upper end p assed w ith a slight cle arance through a deeper tube
of F i g 1 74 p T h e circul ating water sur
°

s he e t ( s e e G .
, .

rounded the tubes entering at the bottom an d disch arging

,

within a fe w inches of the u n d er side of the top tube sheet -

.

T h e e x h aust ste am p assed do wn ward t h rough the tubes .

A bout the time th at S t i m e r s condenser c ame into use

’

L i ghth all invented a conde n ser where the circul ation of re

frige rati n g water was e ff ected by the movement of the ship .

I n this con d en s er the t ubes were hori z ont al an d the water ,

p assed through t h em Water was adm i tted through a hole in

.

the side of the ship forward of the condenser ; it then p assed

.

through th e tubes into an after ch amber an d thence through ,

2 86 S TE A I ll E N
-
GI N E DE S I GN .

a pipe and into the s e a ab aft the condenser T h e e x h a u s t .

ste am entered the sp ace around the t ubes an d was g i v e n a ,

tortuous p ath by d e flec t i ng pl ates I n order to use th i s c o n

-
.

F ig . I7 I .

d enser when the vessel was at her anchorage a current of ste am

was utili z ed to produce a circul ation of s e a water through th e -

tubes .

T h e C obb condenser i s sho wn in F i g 1 7 1 T he con d en s e r

. .

i s cylindric al S te am enters at the top an d surrounds the t ube s

.
,
 S TE A I I I -E N GI N E DE SI GN .

being se n t to eve ry p art of the cooling surface by m ea n s o f a

perforated d e fle c t i n g pl ate T he refrigerating water e n t e rs at
- .

the bottom traverses three lengths of t ubing and is dis c h a rged

, ,

at the top T h e tubes are preve n ted from crawling o u t by

.

me ans of the contracted mouth to the s tuffi ng b o x gl an d -

.

C ondensers are n o w generally m ade w ith the tubes h o ri z on

t al an d circul ating water p assing through them
,
T h e t u b e s a re .

arr an ged i n nests as sho wn in F i g 172 T his repre s e n ts a . .

m arine engine co ndenser designed by T h e P usey 81 J one s C o m

-
.

p any of W ilmington D e l T here are three nests av e ra ging

, , .
,

37 0 tubes e ach T h e water circul ates through e ach nest i n s uc

.

cession I is a side elevation j is a pl an B is a transve rs e sec

.

tion through the tube nests ; R is a p art side elevation a n d p art

longitudin al section ; A sho ws the method of m aki n g t h e t u be
joints ; B B B are nests of tube ; an d Q is the ch annel w ay
, ,
s .

T h e conde n ser is c ast with the engine frames on its sid e a n d ,

supports one h alf of the weight of the cylinders .

A perspective vie w of a condenser simil ar to this design is

sho wn in F ig 9 2 . .

F i g 1 7 3 is W heeler s condenser run by independent p um ps

'

. .

T he courses of the ste am an d water are indic ated by the a rro ws .

T his is one of the best forms of condensers used as it is st ro n g , ,

comp act an d has good circul ation for its refrigerat ing water
,
.

T here is a water tube sho wn at P in F ig 1 74 inside a l a rger

, .
,

tube against which the ste am impinges T he inner t ube is open

, .

at both ends while the outer tube is closed at one end

, T he .

refrigerating water p asses along the condensing surface— n ot as

a solid stre am where the centre will be wasted but as an annul ar
, ,

ring T hus the circul ation is thought to be improved ove r th at

.

with ordin ary forms of condensers .

T he condenser should be designed to withst and a coll apsi ng

pressure when in operation of 1 5 lbs to the squ are inch of i h
, , .

side surface o i shell or a bursting pressure equ al to th at of the

,

initi al ste am in the cylinder provided there is any likelihoo d of ,

live ste am ever le aking p ast the valves an d into the conden s er
while the engine is at rest A lso the ch ambers through whi ch .
,

water p asses under pressure must be designed for th at pressure .

2 90 S TE A M E N - GI N E DE S I GN .

I n either c ase the formul a given in 36 are to be u s e d pro ,

v i d e d the shell is rect angul ar I f the condenser is cylin drical .

,

use formul a given in either 14 or 1 1 8 .

T h e di fferent methods used for m aking the joint at the tu b e

e n ds so as to permit free e x p ansion of m et al as the tempera
,

ture is incre ased are sho wn in F ig 1 74 H owd e n s hemp or

,
. .
'

wick p acking is sho wn at A O n e end of the tube is e x p ande d

.
,

while the other end is m ade tight by lam pwi c k i n g or hemp b e

ing continuously wound around the tube and presse d into the
s t u ffi n g b o x -
T he circul ating water should p ass through the
.

tube flo wing in at the s tuffi n g b ox end

,
-
.

T he old an d n e w forms of L i gh th all s p acking are sho wn i n

’

B an d C respectively I n e ach one end of the tube is e x p ande d

, .
,

while the free e n d is p acked with pap i er mache which is moul d e d

’

in the b ox to comp actly fi ll it and which c annot be withdrawn ,

e x cept by picking it out in sm all pieces T his is a very good .

form an d ine x pensive W inton s rubber p acking is sho wn at

, .
'

D . O n e end of the tube is e x p anded w hile the other e x p and s ,

freely through a h ard ring of rubber T he rubber rests p artly .

in a recess c ast in the tub e sheet -

.

S pencer s rubber p acking is sho wn at E I t consists of rub

’
.

ber washers T he circul ating water shoul d p ass through the

.

tube entering it at the p acking end M arsh all s moulded rub

, .
’

ber p acking is shown at F I t di ffers from S pencer s i n sh ape .

'

only S ti me r s tube is sho wn at G H all s form of p acking is

.
’

.
’

sho wn in H O n e end of the tube is e x p anded while the other

.
,

end p asses through a screw gl and s t ufii ng -

'

form of packing i s sho wn in I T he p acking bo x es are fi ll ed .

-

with B abbitt met al an d after wards c aulked

, To prevent the .

tube crawling out e ach end is slightly e x p an d ed

, .

T he tube p ackings j ust e x pl ained do not permit the wit h

d rawal of the tube without perm anent injury T h e p acki ng .

shown at f consists of a sm al l rubber ring which is press ed

against the joint by me ans of a nut an d washer E n i n eeri ng
( g .

x x x ii S e well s p acking is sho wn at K R ubbe r is us ed

’
. .

as the p acking m ateri al an d is pressed ag ainst th e tube by the

,

sm all tubul ar gl and T he co v er pl ate presses against the gl and

.
- .
 CON D E N S E R T UB E S .
29 3

S as before the number of s q ft of con d ensin g

,
. .

surface ;
it number of tubes used
l e fi e c t i v e length of a tube in inch e s ;

d intern al di ameter of tube in inches

v le ast allo wable velocity of flow of water through
the tubes in feet per minute .

number of cu ft of condensing water per mi n ut e

. .
,
“

Av
’

Q
144 60 x
l

Q
°

2 6v

Thevelocity of flow throu gh the tubes v sho ul d never b e

less th an 40 0 nor more th an 70 0 feet per m i n ute The coe ffi cien t .

of contraction is generally t aken as ( R ankine ) .

H ence from the previous article the a rea of cros s s ecti on of

, ,
-

the tubes i n s q in is . .

Q Q WH ’ ’

A
2 6v 16 12 v
'

0 . 62 x . 16 1 2 vR
.

T o fi nd the number of tubes , we h ave

n ln d
'

I 44

H ence the n umber o

f tubes is
n :

F o r ac c urac y s h uld
o be re pl a d byce w h e n s e a- wate r d f
i s us e or

co n d en s i ng . A l s o, fo r gre ate r ac c u a y
r cwh ,
en l
th e c i rc u at i n g wat eri f h s re s

h uld b pl
s o e re ac e d
by H owe ve r, is the va ue l mos t f r qu etly en

us e d i hyd rauli
n cs .
 S TE A t l E N
l -
GI N E DE S I GN .

T he tu bes should be solid drawn brass and subj e ct e d t o both -

,

a ste am an d hydr aulic test T hey are usu ally from i t o 1 i nch
» .

in di ameter an d 1 8 to 16 B W G thick T h e co m p o s ition

, . . . .

used v aries T he follo wing proportion is frequently u s e d v i z

.
,

68 copper , 3 2 S ilesi an spelter .

( S e aton .
)
T he tubes are usu ally tinned if of brass unsu p p o rted
, . The
le n gth of the tu b e should not e x ceed 10 0 to 1 2 0 di am e t e rs .

1 0 6 D e s i g n o f a J e t C on d e n s e r
.
— T he jet con d e n s e r is .

i n ge n er al use for condensing engines used on l and a n d for

river an d b a ste amers I t is usu ally cylindric al an d l a ce d
y .
p ,

directly under the ste am cylinder ; but wherever it is p l a ced

-
,

the inlet for ste am must be hi gh enough to prevent th e w ater

flo wing into the ste am cylinder an d its bottom mu s t b e so
-
,

formed th at the water c an re adily p ass to the ai r pu m p I ts -

.

di ameter is generally m ade the same as the ste am c y li n der - .

Th e qua n ti ty of water n eces s a ry f or cond ens ati on has bee n s h o wn

'

in 10 4 to be / i f ’
J er « e v
"

WH
pounds per hour .

T he con d enser must be l arge e nough to hold the wat e r and

ste am flo wi n g into it at e ach stroke of the piston T h e c ap ac .

ity of a j et condenser is
V olume of the cylin d ers e x h austing i n to it
4 to 2

The walls of the condenser m ay be proportioned by th e for .

mul as given in 36 1 4 , .

A lthough there is more diversity in det ails sho wn in t h e d e

sign o f a j et condenser a n d its accomp an yi ng pumps t h an per
h aps i n an y other p art of a ste am engine s mech a n ism yet t he
’
-
,
i

condenser b o is inv ari ably m ade t o c o n s i s t of some device for

-
x

i n s uring a good mi x ture of the ste am and water T h e i njec .

tion water i formed into a spray either by use of a spray pl ate

-
s -

o r a rose sprinkler while the ste am enters the ch amber p ass i ng

-
,
 j E T CON D E N S E R S . 297

e s the con d en s e r at A T here is a rapi d an d thorough inter

t r .

mi x ture of the s t e am an d water Th e spray cone is adjuste d .

-

by me ans of the wheel E I n c as e it is obstructed from an y

.

c ause ( a strainer is al ways used for the refrigerating water) the ,

o bst acle c an be washed away by t u rn in E so a to lo w er D

g s .

The qu antity of water supplied is al ways regul at e d by an i n

j e c t i o n v alve
-
pl a ced in t h e injection pipe H a nd I a re- the .

inlet an d outlet v alves of the ai r pump G T he d isch arge is -

.

through j T he pump is actu ated by the engine K h avin g a

.
,

W o rthington v alve The whole mech anism may be c alled a

.

duple x ai r pump att ached to a j et condenser

-
.

T he oper atio n of the condensing app aratus is as fol lo ws

S te am being admitted to the cylinders K so as to set the pump ,

i n motion a p arti al v acuum is formed in the condenser t he

, ,

engine cylinder the connecting e x h aust pipe an d the in j e c ti o n

,
-
,

p ipe. T his c auses the injection w a ter to enter through the i h

j e c t i o n pipe- a tt ached a t B a n d spray pipe C i n to the condenser

-
,

cone F T he m ain engine being then st arted the e x h au s t ste am

.
,

enters through the e x h aust pipe at A an d coming in cont act

-
, ,

w ith the cold wate rf i s r apidly co n densed T he velocity of th e .

ste am is commu n ic ated to the water an d the whole p asses ,

t h rough the cone F into the pump G at a high velocity c arry ,

ing with it in a thoroughly commingled condition all the ai r

, ,

or uncondensable vapor which enters the con d enser with the

ste am T he mingled ai r an d water is disch arged by the pump
.

through the val ves an d pipe at f before su ffi cient time or sp ace

,

h as been allo wed for sep aration to occu r .

S ince the z one in which the condens ation t akes pl ace is

sm all the rapid condens ation is due o n ly to the gre at surface
,

e x posed by the spraying water I n c ase the water ac c um u .

l ates in the condenser cone F either by re ason of an incre ased

-
,

supply or by a sluggishness or eve n stopp age of the pump as

, ,

soon as the level of the water re aches the spray pipe an d the -

spray beco m es submerged the condensing surface is reduced

to a minim um only a sm all annul ar ring being e po ed to the
,
x s

overpo wering ste am from the m ain engine The v acu um is i m .

medi ately broken an d the e x h aust ste am escapes by blo wing

,
2 98 S TE A M -E N GI N E DE SI GN .

through the injection pipe an d through the valves of the p ump -

,

an d out the disch a rge pipe at f forcing the wat e r ahe ad of it

-
,

consequently flooding the ste am cylinder d oe not occ u r

,
s .

Th e W orthington independent j e t condenser att ach ed to a

surface condenser is il lustrated i n F ig 1 77 T he circ u la ti ng . ,

water p ass es successively through the s ea cock pipe E regu -

, ,

l ating valve D spray ch amber N circul ating p ump F p i p e G

-
,
-
,
-
, ,

valve S tubes of the surface condenser disch arge pipe I v al e

, ,
-
,
v

V an d overbo ard
,
T h e e x h a ust ste am from the engin e enters
.

the surface condenser at the v alve A is condensed an d fal ls to , ,

the hot well K F rom thence it is pum ped to the boiler by the
- .

feed pump L T he ai r an d v apor arising from the su rface of

-
.

the water in the hot well is remo ved th rough the pipe llI by the
-
f

circul ating water p assing through the spray ch amber N actin g -

,

as an injector I n c ase the water in this spray c h ambe r accu

.
-

m ulat e s so as to run over to war d s the h ot wel l it is sto p ped by -

,

the check valve R T he check v alve could be dispens e d wit h

-
.
-

w ere the pipe I ll to rise about thirty feet as is sho wn by the ,

dotted lines T he independent jet conde n ser thus ac ts as an

.

ai r p ump which i t repl aces

-
, S hould the s urface condenser b e
.

come d i s abled by closing the valves A C an d O an d o p e n ing

, , , ,

B an d P the app aratus is converted into a jet condens e r with

,

a salt wat e r feed

-
By closing S an d V an d opening T th e s ur
.
, ,

face condenser m ay be rendere d accessible for e x amin ati o n .

A nother form of jet condenser is sho wn in F i g 1 8 2 i n c on .

n e c t i o n with a \Vo rth i n gt o n compound pumpi n g engin e T he -

.

refrigerating water an d ste am to be condensed are thoroughly

intermi x ed by several perforated pl ates T he ste am traver es . s

a p ath sho wn by the a rro ws A ch annel way le ads the water .

-

from the cond nser to the ai r pump through F an d D to the

e -

foot valves V and V F rom thence it is t aken by the ai r pu mps

-
’
.
-

an d delivered into the hot well H ( F o r a further descripti on

-
.

of this engine see

i
1 0 7 D e s i g n of t h e I nj e c t on O rifi c e
.
— T h e si z e of th e .

ori fi c e required will depend upo n th e qu antity of injecti on

water ( Q pounds per hour) the si z e length ben d s an d surface
’

, , , ,

of the injection pipe s an d the d i fference in pre s s ure bet ween

-
,
30 0 S TE A I ] , -E A G I I VE DE S I G I V
'

the so urce of supply an d the interior of the condenser by

the equi valent hy d ros tati c head .

L et h he ad of water above the foot v alves of the c o n -

denser i n fe e t ;
v the correspond ing v elocity in feet per second d ue
7 71:
,
to the he ad V227” € . o x i
v
/

p absolute pressure in condenser lbs per s q i h , . . .

,

being the norm al pressure of the atmosphe re ;

2 f
‘
fr action al coe ffi cie n t dependent upon the si z e of

the pipe condition of su rfac e bends etc ;

, , , .

IV weight of a cubic foot of condensing water

’
62 5 .

for fresh water an d for s e a water ; -

a di ffe rence of level i n feet bet ween the sou rc e o f

"

supply an d the water in the condenser b e i ng ,

plus or m in us accord ing as the source is ab o v e

or belo w the condenser ;
d di ameter of injection ori fi ce in feet .

T hen
( 14 7 —
R) x 1 44

W !

an d the theoretic al velocity in feet per second is

S ince Q
’
the numb e r of pound s of condensing water re

qui red p er hour,

Q
!

60 x 6o l

is the number of c ubi c feet requi red per s econd , an d

”
en d v

4
 DE S I GN OF A I R P UM P
-
.

.
e ,

R ankine gives the Q

'
v alue X : an d by § 10 4 ,

H ence

D i ameter of I njection O ri fi ce in feet d

where

W :
p ounds of ste am condensed per hour

H number of he at unit s given up by one pound of ste am to

the ste am conden e r ; s

R rise in temper ature of the condensing water .

T h e injection ori fi ce is usu ally covere d w ith a strai n er the ,

are a of whose ori fi ce should be about the are a of a cross

section of the inj e ction pipe -
.

108 D e s i g n of th e A i r p ump
.
— I n F i g 1 7 5 was given -
. .

B us b rid ge s design for an ai r pump while F i g 1 7 8 sho ws the

’
-
.
,

det ails of the v alves an d pump bucket I t is a lifting bucket .

pump the rubber v alve being m ade in the piston as sho wn at

, ,

B B
,
.T he piston i s met allic p acked as is a ste am pisto n T his , .

for m is frequently u s e d but sometimes the met allic p acking is

,

r pl aced by hemp or other fi brous p acki n g rubber wood or a

e , , ,

c o mbin ation of them .

T he single rubber v alve B B is ofte n repl aced by several ,

sm all r one s of simil ar design as sho wn in F i g 1 8 2 I n the fi gure

e , . .
,

A represents an elev ation an d section of the lifti n g or delive ry

”

v al v e ; C is its se at E is a pl an of its gu ard pl ate ; D is a pl an -

of the bucket valve s gu ard pl ate ; an d F is a pl an of the bucket

-
’
-

with v alve an d gu ard removed thus sho wi n g the v alve se at ,

-
.

F i g 1 79 is a double acting ai r o r circul ating p um p s pisto n

’
- -
. .

I t is p acked with hemp an d lign um vit a T h e piston for an ai r -

.

pump should be m ade of c ast iron or brass an d the wro ught -

,

i ron rod should be protected with a bushing of bras s as sho wn ,

i n t h fi guree T h e pi s ton an d rod hould be designed by the

. s

formul a gi v en for ste am pistons an d piston rods - -

.

F i g 1 80 sho ws the arr an geme n t of ai r pump used at the

.
-

K imberley “later Works ( illustr ated in E ngi neeri ng x x iii ,

x .

I t is double acting wit h a met allic p acking for its pi s ton

-
,
.
 30 2 S TE A M-E N GI N E DE S I GN .

F ig .
illustrates an indepen d ent h ori z ont al d o u b l e
18 1
, ,

acting ai r pump att ache d to a jet condenser as m an u f c

-
r
a tu ed ,

by the D avi d son S te am P ump Co of . N ew Y o rk . T his f o rm

will commend it s elf for general uses .
 ane w
/ 111 10 11 v f w P ART s norton or 4 111 9 1111?

T RA N S VE RS E S E CTI ON T HRO UG H A18 P UM P AN D CON DE N S E R

Fi g,
 S TE A rlI E N -
GI N E DE S I GA ’
.

F ro m this we see th at the si z e of the pump is to be i n c re ased

as p an d T are d e cre ased an d t incre ased H ence w e wi ll
’
.
I

gi v e the follo wing practic al v alues in order to m ake t h e pu mp ,

l arge enough for every req uirement v i z ,

p 2 1b s .
, T, an d t
'

7 ,
0

when ( )1becomes (q Q) w hich is the volu m e of ai r ,

an d wat e r to be e x tr acted by the ai r pump per min fo r a jet -

.

con d enser .

L et S :number of delivering strokes m ad e by t h e ai r

pump in one min ; .

L length of stroke of ai r pump in inches ; -

d di ameter of ai r pump in inches -

.

T hen
LS
X
1 72 8
“
1 28 .
(q Q) .

D i ameter of ai r pump for-

a jet condenser
d inch e s ,

Q is about 2 7 times q hence

D i ameter of ai r pump for-

a jet condenser

E X AM P L E — G iven I . :
4 2 ih .
, 9 cu . ft .
,

condenser .

d 9 —
: l 6 1z i n
4 2 x 65

By substituting Q 0 in the above formul a we h av e the ,

volume of ai r an d water to be e x tracted per min by th e ai r .

p ump f or a s urf ace cond ens er and its di ame ter H ence fr o m
, .
,

D i ameter of ai r pump for ( ‘

a su rface condenser
j
C omp ari ng ( 4) see th at the l atter d i ameter is
an d we
only about i of the form er while the c ap acities of the pumps
,
 A I R P U AI P S
- .

would be about as 2 5 1 S ince ho wever th e tubes freque ntly

.
, ,

le ak an d n e w water m ust be adm itted to m ake up for waste

, ,

the usu al p i ac ti c eis to make the ai r pu m p for a surface con -

denser one h alf the c ap acity of one required for a jet condenser .

T his will en able the surf ace condenser to be used as a jet con
denser i h c ase of emerge n cy .

TW us t al ways
b p
e l ace d b t31
9 m t h e o
-

way le adm m
fl

Th e cle ar ance in the pump

i "

Shb uld be the le as t al lo wable so as to le ave no s p ace for con ,

fi ned ai r while the d e li v e gy v alve should be at the top of

,
-

the pump b arrel T h e piston pump rod an d pum p b arrel

.
, , ,

should be designed by the methods alre ady give n for the ste am
cylinder .

T he cha n nel way i n let a nd d eli v ery valve s eat open i ng s must
-
, ,
-

e ach be l arge enough to permit the qu antity

Q)
cu ft of ai r an d water to freely p ass e ach minute The v e
. . .

lo c i ty of water an d ai r entering the pump b arrel should never

be less th an 4 0 0 ft per min nor more th an 70 0 I t shoul d be
. .
, .

gre at enou gh to permit water an d ai r to closely follo w in the

wake of the pump piston T he si z e of the ch annel way is best
.

d etermined by the equ ation of continuity as follo ws ,

L et V velocity of water flo wing through the ch an nel way -

or valve se ats in feet per min

-
, .

SL
v velocity of pump piston in feet per min
72
.

A a re a of cross section of ch annel way or v alve se at -

,
-

openings in squ are inches ;

,

a are a of pump piston in squ are inches

c Coe ffi cie nt of contraction .

T hen

1 28°
( q l Q) “ ;
:
 S TE A M E N -
GI N E DE S I G I V .

SL nd
’
4 0 0 cA
1 28.
(q Q) .

1 44 12 4 x 144

H ence

A re a of opening of
SM 9 Q
ch annel way inlet or
-
, s q i n
. . 6
( )
6 1 1 1c 4 s e
delivery valve se ats
-
.

T he v alue of c is for a circul ar an d fo r a s q uare

ori fi ce . F ormula ( )
6 i s f or a
j et cond ens er . Wh en a s ur ace f
cond ens er is us ed , Q is z ero .

109 . De s ig n ofl V i e w s of a cir

t h e C i rc u ati n g P ump —

c ulat i n g pump are given in F igs 1 7 3 1 7 7 1 79 an d 1 8 0 The

’

.
, , , .

pump should be designed by the follo wing formul a :

F rom 10 4 we see th at the qu antity of c ircul at i n g water in

pounds per hour is

while fro m 1 0 8 the number of cubic fe e t p e r mi n ute i s

H encethe e ffective volume of the pump barrel is , wh e re S the

number of d elivering strokes per minute ,

Q WH
S 37 5OR S

And if L lengt h of s tr oke in in c h es as be fore , and d

di ameter i n inches ,

m
7
"
L Q WH
X
S R S
'

4 x 1 44 12 37 50
 CI R C UL A TI N G P UM P S .
0
3 9

T h e refor e
D i a meter of circul ating
p ump i n i nches
T he slip or loss of action of a pump varies from three to
s e ven per centum an d should be allo wed for in using formul a
, ,

by incre asi n g Q .

I t must be noted th at Q is the n umber of cu ft of water . .

us ed p er m i n ute .

F rom eq . 6
( ) i n the preceding article
A re a of opening of inlet SM
or
l_ A 2
delivery valve se at -
5 3 79 0

T he piston piston rod an d pump barrel should be m ade of

,
-
,

br ass or enc ased in brass .

F igs 1 8 3 an d 1 84 illustrate three forms of wate r cylin d ers

.

as a ppli e d to water pumping engines by the G e o F B l ake

-
. .

M fg C o of N e w York
. . T he pl ungers are m ade of h ard iron .

or gu n met al as the service may d em and an d work through

-
, ,

composition be arings provided with s t ufli ng bo x es p acked with ‘ -

suit able fi brous m ate ri al as sho wn at the top of F i g 1 8 3 or , .

,

are fi tted with composition groo v ed be arings as at the bottom

”
.
,

T h e l atter form is recommen d ed for use where th e water i s

cle ar an d free from grit .

F o r e x tremely he avy service the form of water cylinder ,

sho wn in F i g 1 84 is in general use I t is kno wn as the

. .

outside plunger p attern "

.

By reference to the pl ate it will be seen th at th e plungers

do n o t touch the interior of the cylinder their only be aring b e ,

ing in the s tufli n g bo x es which are p acked from the outsi d e

‘ -
, .

T h e pl ungers m ay be either iron or composition an d are fi tted ,

w ith h e avy iron cross he ads to which are att ached the steel -
,

rods th at connect e ach p air together T hese rods work in out .

side be arings thus supporting the plungers centr ally withi n the
,

cylinder T he s t ufli n g box es an d gl ands are l ined with gun

.
‘ -

met al the v alve se ats an d v alve bolts b p i ng m ad e of the s ame

,
- -
.

T his form of c y linders m ay be applied to either the duple x o r

3 10 S TE A M -E N G I N E D E S I GN .

single engines , an d in positions where gritty wat e r i s

‘

to be
h an dle d
.

F i g l83
. .
 CE N TI F U G A L P UM P S .
3 3
1

t hrough and into the sleeve R which is secu rely bolted by wide ,

fl anges to the c as e D thu s forming a perfectly central rigid ’

, , ,

an d long be aring for th e spin

dle T he driving pulley P b as

.
-

its be aring b abbitte d an d runs

on the outer di ameter of the
sleeve R S is the d riving
'

c lutch secure d to spindle by

the fe ather key an d set scre w -

D K
-
,“ .

S an d eng ages by the lugs to

’
Fi g 188 . .
,

the d ri v ing pulley A mple me ans of lubric ation is afford e d by

.

t h e oil holes r -
.

T h e wings on disk K e x tend above the d isk to e x clude dirt

from the bea rings an d parti ally relieve the d own ward pressu re
,

upon the disk T he sp aces above an d below the disk are con
.

n e c te d by holes hh through the disk equ ali z ing the v acuum ,

therein relieving it from do wn ward pressu re an d b al ancing it

, , ,

s o th at no lo wer be ari n g or step is required

”
.

C entrifugal pump s are to be preferre d above the ordin ary

reciproc ating type whenever the lift is n o t gre at .

F ormul a ( 1 ) applies to a reciproc ating pump I n c ase a .

c entrifugal pump is used for circul ation the inlet an d outlet ,

o ri fi ces should be proportioned by the formul a

D i ameter

where c of contraction for circul ar an d

c o e fli c i e n t
‘

for squ are ori fi ces ( R ankine) Q number of cubic feet of ,

water used per minute an d I V H an d R h ave the v alues given , , ,

in 10 4 .

T h e fan wh eel di ameter F i g 1 8 5 should be such th at the

-
,
.
,

line ar velocity of its lips w ill never be less th an 4 0 0 an d ,

p refer a bly about 50 0 feet per minute I f r number of

, revo .

lutions of fan wheel per m inute D its di ameter in inches

-
, ,

th e n
5 ,
0 0
3 14 S TE A M E N .
GI N E DE SI GN .

D i ameter of fan w- heel in inches D

T he bre adth of the bl ade at its tip

Q Q
inches .

4 0 6
7 4 0

T he water ,
fter enterin g the
a ch amber with as li t t l e i m
fan -

pulse as possible should be gradu ally set i h motion an d g e n t ly

,

d elivered T h e fan s h ould be m ade of brass or of wrough t i ron

.
,
-

c ased in brass .

1 10 De s i g n o f th e F ee d pum p
.
— F eed pumps l i k e ai r
-
.
-
,

an d circul ati n g pumps m ay be worked by the m ain en g i n e or

, ,

Fi g I ”
. .

an independent ste am cylinder S uch a pump h aving a 3 inch

-
.
,
-

pl un g r is sho wn in F i g 1 8 9 ( from B us b ri d ge) Th e p u m p is

e ,
. .

desi gned by the follo wing formul a .

3 1 6 S TE A M -E N GI N E DE SI GN .

its b arrel s o long as the valve is lifted . This rel i e f v a lv e i s

-

s om e times called a regu rgit ating v alve . As the fe e d p um p

-

R E L I E F VA LV E
 F L O W OF WA TE R TI I R o U G I I PI PE S .
3 7
1

is n ow d oing
no work the condensed ste am is accumul ating in
,

the hot well u ntil fi n ally it will be able to e x ert a force s ufli
-
,

cien t to lift a hot well relief valve an d d isch arge

'
- -
.

T h e hot well relief v alve is usu ally of rubber held do wn by

- -
,

a spri ng T h e form of relief v al v e sho wn in F i g 1 90 will apply

.
-
.

Fi g I 9 I
. .

equ ally well to a ste am cylinder A valve simil ar to th at used

-
.
,

on the Westinghouse engine F i g 1 9 1 is ho wever usu ally pre ,

.
, , ,

ferred for a ste am cylinder -

.

S tra i n ers put over the end of inlet pipes of pumps are i n
, ,

tended to prevent foreign m atter entering the p ump an d c aus ,

ing derangement in the operation of the v alves T h e M T . . .

D avidson di aphragm b asket strainer is sho wn in F ig 19 2 . .

T h e strainer c an be removed freed from obstruction an d re , ,

pl aced by simply sl acking one bolt and without stopping the ,

pump
O ther forms of str ainers are sho wn as applied to the ,

K no wles pump F i g 19 3 ,
. .

F low o f W ate r th roug h P i pe s " r

111 . .
g

L et Q the number of cu ft of water to b e pumped per sec

,
. . .

h t he gre atest loss of he ad of water in feet which ,

corre sponds to the gre at e st veloc ity an d gre at

est flo w of water through the delivery pipe -

v velocity of flo w in t h e pipe in feet per second ;

1 le n gth of s tra i ght pipe in fe et
d di ameter of the pip in fe et
: e .

n k
F ro m Ra n i n e
'
s . S fm
’

n - l
-
‘

n j zn 99 , 10 8 .
 S TE A I ll E A G I I VE
-
'

DE S I GN .

ou
S I DE s s c ru ”i t" 7

nu t

Galv an i z ed
t-1ron S traw er
.

.
b
Co m i n ed S trai ner
an d F oo t v alve
-
.

F i g 19 3
. .
3 2 0 S TE A M E N -
GI N E DE S I GN .

T rautwi ne gives the follo wi n g t able , which a ppli es to the

form ul a viz . :

H E A DS RE Q U I R E D T O O V E R C O M E H
°
T E RE S I S T A N C E O F 90
C I RC UL A R B E N DS .

Ra n ws or 8 1111 0 in D rau a rnns or P 111 2 .

i l
He ad , i n fe et .

. 00 ! . OO I . OO I . 00 [

T he velocity of the water in th e pipes is

an d the he ad d ue to th i s velocity is
’ ”
v Q .

39 7 36!

which , being int ro d u ced into eq . gives

Q
’
4fl .
’
39 73
- a

d d i ameter of pipe in fee t

 E X AMP LE S ON P UM P S .
3 2 1

B ut f depen d s upon d for its v alue an d d is unkno wn , .

R ankine suggests th at d be obt ained by a tent ative process ,

and uses the fol lo wing form ul a in which ,

”
a appro x im ate v alue of d
f
’
one appro x im atio n o f f :

then the fi rs t app rox i mati on gives for di ameter of the pipe

’
d

Th i s v alue of the d i ameter is to be substitute d in equ ation

( )
2 to fi n d a corrected v al ue of f whic h w hen employed in , ,

equ ation gives a s econd appro i mati on to the di ameter x ,

w hich should be accu rate enough for pump fi tti n gs -

.

1 12 . D e s i gn of a P ump t o d eli v e r ag ai n s t a H e ad of
W at e r .

h, difference of level in feet bet ween the s urf ace of

water in the receiving an d d e liveri ng b a in s s

h 10 5 5 o f he ad in feet due to friction of s t rai g ht pipe ;

'

h
”
loss of he ad in feet due to friction of one b e nd °

m number of bends of radius r feet angle a ; ,

v velocity of flow in feet per sec ; .

Q ,
q u antity of flo w in cu ft per sec . .

6 weight of a cubic foot of the fluid pumped ,

lbs for fresh water

. .

T hen the tot al he ad of water to be overcome by the engi n e is

h. m1:

an d the pre s s ure per squ are inch equ ivalent to this head is
"
d ( h, h
’
mh )
I 44
 S TE A hi E A G I A E DE S I G I V
' '
-
.

T he formul a shoul d be used in d esign ing the pist o n p i s t o n ,

rod an d thickne s s of b arrel for a pump We will illust rat e b v

,
.

the follo wing

E X AM P L E — G iven a single acting plunger feed pu m p o f 4 5 - -

in di ameter stroke 4 2 i h m aking 6 5 delivering strok e s p e r

.
,
.
,

min and doing full duty delivering by the ai d of an ai r c h a m

.
, ,
-

ber a ne arly uniform flo w of water of 4 0 0 cu ft pe r m i n

,
. . .

through a three inch pipe 80 ft long h aving 10 right an g l e d

-
.
,
-

bends of ii ft radius into a boiler against a ste am pres s u re of

- .
,
-

95 lbs absolute. D i f
f erence.of level bet ween surf ace o f w a te r

in receiving b asin and water line of boiler is 6 ft F i n d t h e -

.

tot al he ad of water equivalent to the resist ance overco m e b y

t h e pump .

By equ ation ( 1 ) of the prece d ing article the loss of h ead i n

the 80 feet of straight pipe i s

It
, 4f X 80 ( 1 00
66
,
0 feet
3 7 2 ,

1: 64 4 -

f = 0 00 5 1
.

(
the secon d t able of the preceding art i cle s i n c e the
By ,

velocity per sec 6§ ft an d the radius of ben d i s three

. .
,

times the d i ameter of the pipe the loss of he ad due to 1 0 right ,

angled bends is

10 X feet .

The he ad d ue to the resist ance of fee d pipe - is

ft of
. water .

B ut the di fference of level bet ween the centre of the pl unger

an d the water line of the boiler is 6 feet ; therefore the tot a l
-

he ad to b e overcome e x clusive of the pressure of ste am is

, ,

ft of water
. .
 C H A PT E R X I V .

E N G I N E F RA M E P I
-
, OW B
LL -
L O C KS , R E V E RS I N G EN G IN E ,

P I P E S S TOP V A V E S
,
-
L , c oc k s . E X P AN S I O N
J O I N T , S C RE W T -
H RE A D S .

1 13 . F oun d at i on s should be so designed th at ri g i d i t y ,

s tre n gth , an d st ability are s e cured F o r s t ation ary e ng i n e s t h e

.

Fi g I “ .
.
 E N GI N E F 0 UN D A TI ON S .

found ation s are m ade of ashl ar rubble concrete brick etc

, , , , .

I t is al ways well to h ave a he avy c apstone T he hol d ing .

do wn bolts pass through the found ation an d the nut m ay eit her
,

be under it or recessed in a pocket on the side The fo un d a .

0 1 A“! 81 t PU “ ?
'

Fi s 19 5
. .

tion sh o ul d al ways be deep an d l arge enough to give a goo d

,

supporting surface .

F o r this purpose it will be necess ary to kno w the wei g ht o f

the e n gine an d th e safe lo ad on a squ are foot of the p articul ar
m ateri als us e d
.
3 2 6 S TE A M E N -
GI N E DE S I GN .

B ricks ,
ho wever are che aper th an d ressed sto n e a n d will
, ,

m ake an e x cellent found ation provided they are h a r d w ith ,

pl ane p arallel faces and sh arp angles an d regul ar in s i z e an d

, ,

properly l aid T hey should be we t with abou t 6 pe r c e n t of

.

their wei ght of water and then l aid in cem e n t c are bei n g t ake n
, ,

to flo at them in the mort ar so th at all sp aces will be fi ll e d T he .

engine should n o t be erected until the cement h as set I t is a .

b ad practice to grout the found ation for if good work h a s bee n ,

done there is no need of it an d it is economy to h ave o n ly fi rs t ,

cl ass work in a found ation .

Th e s afe resist ance to crushi n g of found ation m at e ri a ls is ,

on the authority of G illmore

B rick work m ason ry , 70 lbs per sq
. . ln .
,
or 5 tons per s q . ft
C o n c re te CC 6‘ ( C u ( 6
55 4
S andsto n e 10 4

G ranite 14 0 I O

T he foun d ation should al ways be c arried do wn to get a

good be ari n g su rface C l ay rock an d comp acted lo am free
-
.
, , ,

from moistu re will give no trouble ; but when the m ate ri al is

,

pervious or where quicksand is found it will be neces s a ry to

, ,

e x c av ate an d fi ll in with either p uddle or concrete B e a rin g .

piles m ay be used concrete being fi lled in bet ween th e tops

, ,

or a grill age built on them or both , .

T he found ation for a m arine engi ne is c alled a keelson and , ,

if of wood the framing is usu ally secured by holdin g do wn

,
-

bolts h aving nuts recessed in the sides The keelson us ed .

must be strong enough to sust ain the compressive lo ad of the

engine an d deep enough to prevent the holding do wn bolts
,
-

from being t o rn out as the ship pitches an d rolls .

F i g 19 6 sho ws the holding do wn bolts of the e n gine of the

.
-

tugbo at S a mara T h e eye bolts A A after p assing through the

.
-
, ,

engine fr ame s footing are secu red to hori z ont al through bolt s
-
’

,
-
,

p assing through the wrought iron b o x keelson as sho wn I t is -

.

custo m ary in v e ry l arge engines to cushio n the engine frami ng

by putting strips of wood bet wee n the engine frame and its
fo un d afi o n .
3 2 8 S TE A J I -E N G I A E
'

DE SI GN .

w e will not attempt to an aly z e the stresse s e x e rted an d d e d uce

fo rm ulze for the propo rtion of p arts B ut the co lum n s fo r a
.

v e rtic al engine an d the fr am e work be twee n the c y li n d e rs

,
an d

the c rank sh aft for a ho ri z ontal e ngine must be s o prop o rt i o n e d

-
,

th at the tensile an d compressive strains e x ert ed at a lt e rn ate

strokes of the piston may be pro vided for .

F o r this purpose the columns of a ve rt i c al e n gi n e a re s ub

j e c t e d o n t h e do wn stroke to a thrust equ a l t o t h e w e i g h t
supported minus the load on the piston while the lo ad o n t h e ,

u p stroke is their sum I n the fo rmer c ase t he st res s m a y b e

.

tension or compression according as t he load o n t he p i s t o n is

greater or less t h an the de ad weight of p art s C olumns w h i c h a re .

stron g enough wi ll not always be found rigid enou gh \V ro u g h t .

iro n is sometimes us e d on account of the low tensile st re n g t h of

c ast iron S ome prefer a hollo w cast iron column cont a i n i n g a
- .
-

w rought iron support ; but it is almost impossible to s e c u re t h e

-

wrought iron column to the found ation an d cylinder : b e s i d es

-
,

th e met als e x p and unevenly .

T h e follo w ing form ul a for a long colu m n fi x e d at i t s e n d s

an d subject d to crushing is to b e used
e

P ultim ate crushing load in pounds ;

5 section al are a of the column in s q u are inch es ;
f coe ffi cient of strength 360 0 0 for w rought ir o n a n d -

80 0 0 0 for c ast iron -

a a const ant “ n
I for solid circul a r or rect a n g u l ar
section o f wrought iron fi lm for a hollo w cy li n d er
-
,

of c ast iron 1 31 7 for a solid cylinder of cast i ro n

-
,
-

1 length of column in inches ;

a
'
di ameter of column in inches .

T hen the G ord on -

H odgkinson form ul a is

A w rought i ron c olumn is s tron ger th an one m ad e

- of cas t
 P I L L O W B L OCK S
-
.
3 9
2

i ro n when the ratio of 1 to a e x ceeds t we nty s eve n Th e f actor

'
- .

of s afety should vary from s i x to t en .

T h e column if it gives a surf ace for the gu id e s is subjected

, ,

to a transverse lo ad whose intensity is repre s ent ed by N in

F i g 1 30
. I ts amount is
.

N = P t an ¢ .

Th e engine frame for a hori z ont al engine b e t ween the, ,

cylinder an d crank sh aft be arings is subjected to the _ -

lo ad N ,

which is supported by the found ation an d a tensile an d com ,

pressive stress P at altern ate s tro k es o f the piston H ence

, , .

the cross section of the frame must be l arge enough to give a

-

s afe resist ance to these stresses .

F orms of engine frames are gi ven in F igs 1 9 5 19 4 1 8 2 1 7 2 .

, , , ,

1 62 1 2 6 9 2 9 1 86 8 5 and 7 8
, , ,
T h e tendency in designi n g
, , , .

engine frames is to war d the introduction of wrought iron whe n -

ever practic able P hce n i x columns and other forms are some
.

times used .

1 1 5 P i llow b loc k s are m ad e of c ast iron an d long enough

.
- -
,

t o support t h e journ al F orms are sho wn i n F igs 16 2 164 . .

, ,

1 6 5 an d 1 7 2
, F o r hori z ont al engines they m ust be so m ade
.

th at they can be moved along the sh aft or transversely to it , ,

if necessary as the journ als or bo x es become worn T he we ar

, .

being in the top an d bottom for vertic al engines a vertical ,

mo v ement only is neede d for this type of engines .

T he crank sh aft be aring must be m ade as rigid as possible

-
,

for otherwise the sh aft though strong eno ugh to withst and the ,

to rsion al an d b e nd ing stre s s es upon it will S p ring at a be ari n g ,

an d bre ak .

Tlze B ras s “ are m ade in v arious forms an d of v arious m a

te ri als as sho wn in the t able in § 8 4~
,

I t is well to h ave the under br ass cylin d ric al so th at it c an be

re adily removed without lifting the sh aft from all its be arings .

S e aton gives the follo wing proportions for br asses

T hickness in the cro wn i f of bron z e x di am of j ou rn al ; .

I f of c ast iron X di am o f j o urn al -

. .
3 30 S 7 KC A .
"
l E AGI AE
l
’ ’
D E 5 1C 1V .

W hen fi tte d with strips of white met al

T hickne s s of strip s x di ameter of journ al
3 i n c h
B re adth of s t r i ps x in c h ;
S p ace be tween stri ps thickne s s of strips .

T hickness of met al beyond strips di ameter of j o u rn al ,

if of br ass
T hickness of met al beyond strips di ameter of j o u r n al ,

if of c ast iro n -
.

T/ e Caps f o Cran k s 1 m] ? B ea ri ngs m ay be m ade of w ro u ght

z r -

o r c ast iron -
T hey are in the co n dition of a be am lo a d e d i n
.

t h centre with a pressure equ al to the m ax imum cran k e ff ort

e , ,

an d supported at t h e ends Th e length alo n g the s h a ft i s

.

equ al to the le n gth of the journ al while transverse ly the , , ,

width is about t wice the di ameter of the sh aft O n a cc o u n t of .

the weight of the sh aft fly whee l etc bet ween be ari n g s we

,
-
,
.
, ,

will suppose for s afety the m ax imum lo ad on the pi s t o n

equ al to the lo ad on the cap L e t this lo ad P an d .
,

2d width of the c ap in inches ;

d : di ame t e r of the sh aft in inches ;
1 len gth of c ap along the sh aft in inches ;
f
’
factor of safety ;
“

1 r g re at e st deflection allo wable in inches ;

E modul us of el asticity
It
1 moment of i nert i a of sect i on ;
T2
1 t hickness of c ap at its cro wn in inches .

T hen , for rig i d i ty ( by R ankine s App/i ea M echan i cs ) ,

’ ’
3 ,
0 0

Pd
’ ’

f 2P
’ ’
1 df
6B ] E lt
'
10 0

T hickness of c ap in inches ’
8
5 5a .

in which E for
2 80 0 0 0 0 0 wrought -
iron , 4 2 0 0 00 0 0 fo r s t eel ,

an d 1 80 0 0 0 0 0 for c ast iron

-
.
33 2 S TE A M E N -
GI N E DE S I GN .

L et D gre atest allo wable defl e ction in i nch es ;

d di ameter of the sh aft in inches ;
w weight of one cubic inch of the sh aft ,

lbs fo r ordin ary wrought iron

.
-

E
w a
” ”
weight of sh aft inch of le n g t h
0 2 2 1 1a
.
p er
4
W weight of fly wheel pulley etc keyed to the s h a f t
-
, , .
,

m id way bet ween the be arings in pou n d s ,

E mod ulus of el asticity 2 80 0 0 0 0 0 for wro ught i ro n -

g
E
I moment of ine rtia of section of sh aft g ;

dist ance bet wee n centres of be arin gs in feet

1 .

T hen for a be am uniformly lo aded with ou nds "

, 3 2 a p p e r

foot of length an d W pounds at the middle and s upp o rt e d a t

, ,

the ends the deflection is by mech an ics

, , ,

60 d 1 36 W 1
’ ‘ ’

E ]
T he limiting deflection for wrought iro n being T h in p e r -
.

1
foot of length D 1n ; whence by substituting v al ues o f
, .
,

E an d 1 we h ave ,

a W ”

1: 2 36
7
,

When there is no e x tern al lo ad W 0 , and

zz a H '

T he follo wing t able is deduced from equ ation

1 I d 1
(

b b
. . . .

D i ame te r o f s haft D i s tanc e e t wee n D i ame te r o f s haft. D i s tan c e wee n

i n i n c hes . be a ri ng s i n fe e t
. .
i
i n i nc hes . bea ri ng s ,
et
i n fee t .
 S TE R AI R E VE R S I /VG GE A R S .
333

T h e d ist ances
found by the t able are to be multipli ed by
for steel an d for c ast iron sh afts * -
.

When there is an e x tern al lo ad equ ation ( 1) is to b e used , , .

I f the lo ads are not m id way bet ween the be arings the proble m ,

m ay be solved sep ar ately or the weights m ay be reduced to ,

their equ iv alent weights concentr ated at the ce n tre of len gth .

"
a
I n e i ther c ase It IS necessary to kno w the v alue of the rat i o
7 ,

T his m ay , for a fi rst appro x im ation be t aken from the t able , ,

an d l computed T his n e w v alue of I may then be substituted

.

d
,

for l in an d a s econd appro x im ate value of l computed I n

7
.
,

general , a second appro x im ation is s ufli c i e n tly

‘
e x act .

117 . P ower re q ui re d for R ev ers i n g an d P ump i n g

e ng i n e s .

CAS E S I . ste am reversing cyl

tea m rev ers i ng
-
( J ean — T he -

inde r i f one is used should be po werful enough to ch ange the

, ,

position of the link an d valve of the m ain engine in 30 seconds .

gauge pre s sure of ste am direct from the boiler

L e t pg -

A are a of reversing cylinder i n squ are inches ; -

5 stroke of reversing cylinder in inches ;

L length of valve in inches
B bre adth of v alve in inches ;
travel of valve in inches ;
A m a x imum pressure of ste am in v alve chest -

p 1 5 for conde n sing engines

g h avi n g a perfect
,

v acuum ;
c o e fli c i e n t of friction of v alve S
1 (
‘
; ee

W inch pou n ds of work done in moving the v alve

: -

7: number of simil ar v alves mov e d .

T hen for non compound engines

,
-
,

s B AS

“
S i n ce d i
ed uc ng the f i l
o re go n g t ab e , t he a uth o r has f o un d that Mr D K
. . .

C la kr . in hi s R i d e: and Tables : g i v es s i mil ar re ul t s s , d i fl e ri n g

'

so me wh at on

ac c o un t of h i s us i ng a s mall e r fac to r o f s af tye .

334 S TE A M E N -
GI N E DE S I GN .

since thi s d oes not provide for the friction of t h e v al v e

B ut, .

ge ar it will be necess ary to incre ase W about 3 tim e s w h e n ce

, ,

0 .
3 I z
p, B L t

P3 5

F o r a two - cylinder compound engine ,

[ I /
p, B L t B L t
p i g/ 15 :
,
5

o r, a llo wing for friction of v alve ge ar -

,

A 03 4 0
1 1 3 1 :

where p refer to the

pressure valve
” "
lo w
’
, L , an d L -
.

C A S E I I S team cy li n d er of P uI IpS
.
- — S t am usu all y f o l l o ws I . e

full stroke i n sm all p um p T h e boiler gauge pressu r e i s the

s .
-

u nb al anced intensity of e ffort on the ste am piston -

.

L et p unb al anced pressure on a sq in of ste am p i s ton ;

H . .
-

p me an unb al anced pressure on a sq in o f w ater . .

piston
D di ameter of ste am piston in inches ; -

(1 d i ameter of water piston in inches ; -

S length of stroke in feet ;

a number of strokes per min ute to d eliver Q p o un ds
of water per minute .

T hen the d i ameter of the ste am cyli n der is -

an d the horse po wer of the pump is

-
 S TE AAI E I VG I A E
-
'

DE S I GN .

p p re s s u re e xby
'

e rthe
te d flu id in lbs on a sq in . .

f s afe te n sile strength o f the met al used

50 0 0 for w ro u g ht
iron an d 2 50 0 for c ast iron or brass ( which al lo w s a
,
-

factor of s afety of
T hen
pd
z f

Copp er P ip es
to be braz ed or solid drawn an d m a y b
are , e

proportioned by this form ul a if fi inch is added to th e v a l u e

obt ained by giving f a v alue of from 4 0 0 0 to 50 0 0 when c e t he ,

formul a becomes
pd
T hickness of a copper pipe in
to
.

80 0 0 10 0 0 0

T hickness of a wrought iron pipe -

Thi ckness of a brass or c ast iro n pipe -

F l anges m ade of tough brass for copper pipes an d of

are ,

wrought iron or brass for wrought iron pipes

- -
.

thickness of the pipe

T h i ckness O f flange
i am e t e r of bolts used
W idth of fl ange 9 X thickness of the pipe .

P i tch of bolts for ste am or water 1

= 5 x thickness of pipe
pressure l
.

P itch of bolts for e x h aust ste am 6 X thickness of pipe .

T h e follo wing formul ae an d t able from a p aper by J E , . .

C odm an C E ( P ro of E ng i n eer s Club of

’
. . . vi
,
.
,

N o. will apply to cas t i ron pip es a nd fla ng es subj e cted t o a

-

water pressure
- .

When D inside di ameter of the pipe we h ave ,

D i ameter of fl ange 50 ( t a ke ne a rest 1 inch );

D i ameter of bolt circle 2 .
566 ( t ake n e arest } inch )7

D i ameter of bolts O O 1 1D
.
—
l ( t a ke n e are s t 3 i n ch
) 8
 D I 5 TA I VCE BE TH E E A P I P E 11A J VG E R S 337
' ’
’
-
.

N u mber of bolts 0 0 7 8D
.

( t ake ne a rest even number );

T hick n ess of fl ange 33 0 ( t a ke ne a rest 1 inch
1 5 );
T hickness of p i pe 3 D l ( t ake ne a rest 1 inch
3 , ) -

W eight of pipe in pounds per running foot O 2 4D 30 .

’

W eight of fl anges an d bolts at

+ 0 I D + D + 2
one joint
. .

C AS T I RO N -
PI PE S .

i zliéfi g f
’ ‘
D ia
fi
e te r
lg um
D i at
gf
e te r D ia
gf
t ete r

k
P i pe . F lauge .
;
was: R

T he te n s i le S t re n g th
o f c as t i ro n he re
km ts
-

ta e n as lb s ,
.

u lti a te , and the

p res s ure as 10 0 lb s .

pe r s q i nc h . .

I f the t re s s u re i s to
b e i so lb s , the res ults .

g i v e n s h o uld b e i n
c re as e d tn th e rat io
of t 5 I f t he .

t e n s i le s t re ng t h
k
ta e n as
s u lt s h o uld b e d e
s
1 80 0 , t he t e
is

c re a s e d i n t he rat i o
o f “338 o 833
T h e re s ults allo w
fo r a fac t or
of 5 .
o f s afe t y

P erh aps
the most accurate formul a for the thickness o f a c ast
iron water pipe is th at given by F anning
-

(2+ roo m I r

5
where t thickness in ins a di ameter i n i n s p press ure .
,
'
.
,

in lbs per sq i n an d S ultim ate tensile strength of cast

. . .
,

i ron or about
, lbs .

1 19 D i s tan c e b e tw e e n H an g e rs for a P i p e
. T he .

h angers for a pipe should be so constructed th at the pipe c an

free ly move through them as it e x p ands and contracts .

T he dist ance bet ween h angers m ay be found from the fol

F o rms of pip h a e- n ge rs are s h o wn in th e L ocomoti ve fo r 1 8 88 , a s o l The

A meri can E ng i n eer, 1 888.
338 S TE A M E N G I N E DE SI GN .

lo wing formul a for the deflection of a be am of unifo rm s e ction

an d un iform lo ad or ,

in which
I) deflection in inches ;
W weight of pipe per inch of length in poun d s ;
1 dist ance bet ween h angers in inches ;
E modulus of el asticity 2 80 00 0 0 0 for w ro ugh t i ro n -
,

1 80 0 0 0 0 0 for c ast iron and prob ably 160 0 0 0 0 0 for

-
, , ,

copper t ubes ;

)
11
1 moment of ine rti a of a section of tube 1 1
64 d
a
’

ll
e x tern al di ameter of pipe d 2 t ;
d intern al d i ameter of pipe ;
t thickness of pipe all in inches , .

T herefore

l inch es .

safe tensile strength of a section of the h ang e rs

The m us t
be su ffi cient to support the weight of a pipe Wl . , .

Des i g n — S
12 0 . of S top -
v alv e s .
( e e F i g . Tb e li ft o f
ti re va lv e must be to give a free p ass age to
s ufli c i e n t
‘
th e flu id .

L et A are a of the v alve ;

d d i ameter of v alve se at ; -

x necessary lift .

T hen

n dx A 7!

L ift x
"
(
- g
4
T he usu al form for the v alve c asing is spheric al .

TI ze thi ckn es s of ti re valve cas i ng may be foun d fro m th e

formul a
_ ’

4f
T hi n h ll o w ph
o s e re , 3
°

2 72 , Ran k i ne s '
Appli ed Al ec/I o n i cs .
340 S TE A M E N -
GI N E DE S I GN .

Tli e tlzi cknes s

f mus t boe d etermin ed
ti re bon n et
b y t h e for

m ul a given in g 14 for the cylin d er he ad - .

Tb e s urfi ng box is to be proport ioned by the met h o d s given

-

in § 3 8 .

l e -pitched at about fi ve di amete rs and the

bonn et bolts are ,

sa fe tensile stren gth of their tot al e ffective s ection is e qu al to

the load on the bonnet due to the pressure of the fl u id pl u s

the re action of the stress e x erte d by the h and i n j am m i ng the

valve in its se at .

l e valves tem is to h ave a safe crushing strength o f s e ctio n

equ al to the pressu re on the valve plus the po wer e x e rted by
th e h and in j amming the v alve in its se at and i t s h o u ld be ,

strong enough to res is t a po wer four times th at fo u n d by

using equ atio n
Tb e lengt li of tlze tlzread on the valve stem is e q u a l to the -

d epth of the nut lift of the v alve cle a r ance of i t o

1» inch .

l e d i a meter of ti re k a nd w/zeel is usu ally equ al to t h e inside

-

d i ameter of the v alve c asing or it may be determ ine d fro m ,

formul a ( 3) by solving for its circu mference an d the n i t s d i am ,

eter I n this c ase the result ant stress on the valve in ( 3)

.
“ "

becomes the pressure of the fluid on the v alve .

D imensions of fla ng es a nd tlzei r bolts used in conn e cti n g the ,

valve to pipes are to be t aken from the preceding art icle

, .

1 2 1 D e s i g n of C oc k s
.
— l e tlzi ckn es s of tlze p lug a n d cas
.

i ng m ay be foun d from the formul a for pipes 1 1 8 equ at i on , ,

T h e dimensions of the s tufi ng box are determine d fro m 38 -

.

Tbe d i a meter of s tem of tlze plug may be foun d as follo ws

W hen d d i ameter of plug stem in inches

f safe stren gth of the stem in pounds pe r s q uare ,

inch of section to resist torsion ; ,

P = po w er e x erted by the h an d at th e en d of a

lever l
th e n from 5 9 1
, , Case I ,
 PL U G CO CK S .
34 1

Tlze leng tlz of the [la nd lev er, 1, will d epend upon the pressu re
ex erte d in scre wing up the s tufli ng b ox gl and , an d the weigh t
‘
-

an d t aper of the plug I t is impossible to estim ate the pressu re

.
,

as it w ill v ary with the condition of the rubbing surf aces p ack ,

i n g used an d the ch aracter of the fl ui d p as sing through th e

,

pipes I f ho wever by any possible me ans the amount of the

.
, ,

lo ad W on the plug can be ascert aine d the moment of friction

, , ,

of the conve x surface ( where q) coeffi cient of friction a ,

rad ius of l arger b ase of the frustum b r adius of sm all base , ,

an d 0 : angle at verte x of co n e ) is

i nch poun d s
-
.

T his is to be equ ate d equ al to 2 n Pl from which 1 is d etermine d

, .

D on aldson gives the follo wing t abl e for the proportions of

c oc ks the letters referring to F i g 1 9 8
, . .

Fi g I ”.
.

In the illustration two forms of cocks are sho wn O n e is a .

straight way while the other forms a bend in the pipe

.
,
.
 S TE A I ll -E N GI N E DE S I GN .

1 23 . S tan d ard S follo wing p ro p o r

c rew -
th re ad s .
-
Th e
t ions for bolts n uts an d scre w thre ads h ave been ad op t e d b y
, ,
-

the U 5 N avy F ranklin I nstitute an d m anufacture rs ge n e ra l ly

. .
, ,

in this country I t is kno wn as the S ellers syste m Th e a n g le

. .

of the thre ad is O n e eighth the dept h of the t h r e a d i s

t aken o ff from the top and root so th at the actu al depth i s o n ly ,

2 of a complete V thre ad -
.

T h e t able of proportio n s has been deduced from the f o llo w

i ng formul a T h e only inst ance when the v alue s in th e t a b l e
.

d i ffer from t hose given i n the formul a is in the nu m b e r o f

thre ads per inch which is so far modi fi ed as to use the n e a r e s t
,

c onvenient aliquot p art of a u nit so as to avoid as far a s p ra e , ,

t i c ab le troublesome combin ations in the ge ar of scre w c ut t i n g

,
-

m achines .
”

L et D nomin al di ameter of the bolt ;

p pitch of thre ad ;
n number of thre ads per inch ;
H depth of n ut ;
short di ameter of he x agon al or s qu are nut ;
d e fle c t i v e di ameter of the bolt d i am e ter un d er
root of thre ad
S depth of thre ad ;
depth of he ad ;
short di ameter of he ad .

T hen

p VD l —

Fm m a Re p o rt o f a b d
oa r of U 5 N
. . av y E ng in e e rs S tan dard Ga ug e
f or

B olts , N uts , an d S crew tk rea ds -

, May 1 86 8 .
 S CR E W TH R E A D S F OR B OL T 5 .
34 5

T he Whit worth an d S ellers ( or F ranklin I nstitute ) forms

o f s c re w- thread are illustrat ed in 2 00 .

F i g 200
. .

Tb e W/zi twortlz is in general use in E ngland

Tlzread .

T he an gle f the thre ad is

o T h e depth of the thre ad is 9 6
per cent of the pitch of the scre w O ne si x th of the depth is
.

rounded o ff at both top an d bottom m aking the actu al depth .

of the thre ad about 64 per cent of the pitch T he n umber of .

thre ad s to the inch in squ are thre ads is one h alf the n umber
for V thre ad s
-
.
34 8 S TE A M E N -
GI N E DE S I GN .

WH I TWO RT H S ’
S TA N DA RD V S C RE W T H R E A DS
-
.

D i ame ter o f D i ame te r of

s c re w. s c re w .

F ormsof pipe coupli ng s are sho wn in F i g 2 0 1 A rep re s e n ts . .

an ordin ary union .

T h e n umber of thre ads to the inch for such u n ion s i s g iven

in the follo wing t able which represents B rigg s s system I t is
,
’
.

in general us e in the U n it ed S t ates T he t able given on p 335 . .

is here reproduced and e x tended .

S T A N D AR D D I M E N S I O N S OF WRO U G H T I RO N
-
WE L D E D T U BE S .

D i ame ter o f tu b
e . S c re wed e nd s .

Thi c k ne s s o f

Ac tual i ns i d e Ac tual outs ide

me tal .

N um e r o f b L e ng t h o f
th read s per i n pe fl e b t s c re w
. .

. .
 PI PE co UP L I N G S .
349

B, of F i g 2 0 1 represents the coupling bet ween a casting

.
,

an d pipe while C sho ws a form of coupling suite d to copper

,

or lead pipes .

12 4 W al k i ng b e am
.
-
W alking be ams are used for
s.
— -

p addle wheel engines an d occasion ally for st ation ary engines

-
, .

T wo form s are h e re gi ven .

3 50 S TE A M E N - GI N E DE SI GN .

F igure c ast iron the be am being a single

20 2 is -
, ca sti ng .

S ometimes ho wever the be am is m ade of two simil ar

, , c as tings

faste n ed together by the gudgeons .

Q t C TI ON 1 .

.I C T 'O N V.

Fl“; 2020

F ig. is a cast iro n be am boun d with wro ught i ron to

20 3 - -
,

wh ich it is keyed .

A walking be am is in the con d ition of a be am fi x ed a t one

-

end the pivot an d lo aded at the free end T he lo ad at t he

, , .

connecting rod end is equ al to the tot al m ax imum u nb alanced

-

load on the piston P pounds .

length of walking be am in inches fro m centre to

-

end ;
any p art of L me asured from e n d of be am

moment of ine rti a of cross section ; -

s af e tr ansverse resist ance of the m ateri al use d .

in pounds per sq in 30 0 0 for c ast iron

. and .
-

60 0 0 for wrought iron using a factor of s afety -

,

of 6 .
 S TE A I lI -E N GI N E DE S I GN .

a simple c ant i l ever I n eith e r c ase the stresse s in th e t o p an d

.

bottom chords an d we b members are to be found F o r t h e d e

-
.

sign o i t hi s p articul ar form of truss the re ader is referr e d t o a ny

.

one of the numerous te x t books on B ri d ge E ngineeri n g

-
.
 C H A PT E R X V .

P ROP E LL I N G I N S T R U M E N TS AN D TH E PO WE RI N G OF
VE S S E LS .

12 5 . ll
T h e ory of th e P rop e e r —fund ament al princi
T he .

ple of the action of every form of propeller is th at the vessel

is moved ahe ad by th e for ward reaction of a current of water
driven b ackward by the propelling instrument T he propeller .

imp arts a cert ai n velocity to a cert ain m ass of water an d the ,

re action is proportion al to these two elements T he re acti n g .

force being equ al to the acting force is transmitted to t he

, ,

frame work of the m achinery an d thence to the vess el Wh e n .

the ship is st arti n g from rest or incre asing her speed the d ri v
, ,

i n g force is gre ater th an the resist an ce of the vessel at the lo wer

velocity 5 0 lo n g as the velocity of the s h ip is const ant the
.

driving force an d re i s t ance are equ al

s .

T he o ar an d fe athering p addle wheel act d irectly b ack ward

-

on the water while the radi al p addle wheel an d scre w ac t 0 b

,
-

li q ue ly at v ariou s an gles .

T h e work done by the engine m ay be divided into t wo

p arts
.1 T he useful work or th at p art of the po wer wh ich is u til
,

i z ed in movi n g the ve s sel .

.2 T h e wasteful work which is done in overco m ing the

lo aded friction of the engine and imp arti n g m otion ,

to the water .

L et V speed of the propeller i n fee t per second or the ,

speed of the current of water with regard to the

ship
speed of the s h ip in feet per second ;
speed of the current of water moved b y the pro
peller with regard to still water in feet per
, ,

second .
3 54 S TE A I II E N- GI N E DE S I GN .

T hen
s slip of the stre am V v.

Th e perc e nt age of slip is evidently

state d the propelling e fle ct depend s upon the m as s of

As
'

water moved and its velocity i e upon the momen tum o f the , . .
,

stream sent backward by the propeller T he m ass of w a ter .

move d depends upon two factors : 1 the density of the w at e r ; ,

an d 2 the section al are a of the stre am

,
.

L et A section al are a of the stre am in squ are fee t ;

W weight of a cubic foot of the water moved
N number of cubic feet of water moved per s ec o n d
g accel e ration due to gravity .

Momentum of the stre am N ( V )

v .
( )
2

The ratio K 44
2 for s e a- wa ter ,
an d
5
g 2

for fresh water . N being eq ual to A V, equ ation ( 2) b e co m e s

M omentum of the stre am 2A V V v
) .
( 3)
T his m e asuresthe tot al resist ance of the ship in pou n ds ,

an d the propelling force when t h e ship s speed is const a n t

’

, .

I nspecting we see th at the propelling forc e de pends u p o n

A and V so th at if one is incre ase d the other m ay be decre ased
,

proportion ately s being const ant T he v alue of A is t aken

,
.

equ al to the disk of the scre w m inus the are a of the h ub for a ,

s c re w propeller ; the are a of two p addles for a f e athering pad

-
,

dle wheel ; and the bre adth multiplied by the d epth of immer
-

sion for a radi al p addle wheel

,
-
.
356 S TE A M -E N GI N E DE S I GN .

L ength bet ween perpendicul ars ,

L o ad e d me an draught ,

G re atest bre ad th at lo ad water line -

,

A re a of de ad flat or immerse d midship section ,

D ispl acement i n long tons ,

D ispl aceme n t i n c u ft of s e a n ater ( 1 90 0 x 3 5

. .
-

D e s igned speed in knots per hour ,

I n d i ca ted H ors e power by K i rk s A n aly s is , F ig

’
-
. 20 4 .

44 8
mean bre adth
(
—
T he 15 28 ft
16
.

66 50 0
T he length of entrance l m 1d d le b od y ts -
. ft .

44 8
T he len gth of e ach prism atic end is ( 2 16
T he lengt h of the middle body is -

Fi g 204 .
.

We may n ow lay d o wn the bre adth an d sheer pl an s as in

F ig . 204 .

A re a of bottom is x 28 s q f t
. .

A re a of sides is x 69 2 X x 16 7 4
0 0 2

A re a of wetted s urface by K irk s an alysis sq ft

'

. .
,

F rom e x perime n ts m ade by the l ate D r F rou d e an d ot h e rs .

it appe ars th at the i n d i ca ted I zors e po c r may be f o und by as -

t
r
'

s n m i ng t/I at tlze res i s ta nc e o f one s qua re f oot f

o wetted -
s ur ac ef
 F OR M UL z E F OR TH E P O WE R I N G OF SHI P S .
3 57

at a s p f eed p o 5 p
ten knots
oun d a nd tk a t t/ze re er [tour is ,

s i s ta n c e vari es d i rectl
y as tlze cube of th e sp ed e .

H ence the indic ated horse po wer of the G alena should be -

,

for a s pe ed of '

knots per hour ,

x x

The formul a for indic ate d horse power by K irk s an alysis -

,
’

, is

I . H P . . X 0 0 0 0 0 55 N
.
‘
,

where N ge test d esired speed of ship in knots per hou r ;

r a

S wetted surface in squ are feet .

R anki ne s F ormula necess ry nd i cated H ors e power

’

f a or tire I -

to propel a vessel at a ce rt ain velocity has long been used by

n av al arch itects an d m arine engineers in designing I t is pre .

sented in the P ro of I ns t of N a val A rck of E ngl an d an d in

. . .
,

pp 1 2 5 to 1 2 7 of W ilson s S k ip B ui ld i ng an d p 44 7 vol vii of

.
’
-
,
.
, . .
,

P ro U S N aval I ns t
. . T h e formul a for an iron ship is
. .

N ’
A ,
I . H P . .

20 0 00

speed of the vessel in knots per hour

augmented surf ac e of the ship the wetted sur
face multiplied by the c oe fli c i e nt of augment a ‘

tion .

L et a the gre atest angle m ade by a trochoid al ribb and

and its straight chord or ( since the lines of the ,

ship are appro x im ately t rochoid al cu rves) the

m ean angle m ade by all of the water lines an d -

the centre line of the ship at the b ow - .

T hen

1 4 sin ’
a sin ‘
a the coe ffi cient of augment ation -
.

*
Th e U S S . . .
'

Q u i n n eba ug , a s i s te r s hip d l p d 1 3 1
, e ve o e 10 . H . P an d a

sp dee of k n o ts . in s mo o t hw ate r, w i th a g n t l b z ab am
e e re e e e , o n th e C h es a

p ake e B ay , Dec 6, . 1 8 78 , f ro m 2 to 3 P M
. .
35 8 S TE A I ll E N -
GI N E DE SI GN .

Tb e met/tad f in using
o equ a tionproc
( )
2 is to co m
ed ure
p u t e

the v alue of 4 sin a an d sin a for e ach water line an d t a k i n g

’ ‘
-
, ,

their me an value fi n d the c oe fli c i e n t of augment ation T h e n

,
‘
.
,

in the body pl an me asure the i m mersed girth of a seri e s o f

,

cross sections an d t ake their me an val ue T his m e an im m e rs e d

-
.

girth multiplied by the len gth of the ship bet ween pe rpe n d i c u
l ars is the wetted surface M ultiply the wetted surf ace b y t h e .

coeffi cient of au gment ation an d the product is the augm e n t e d ,

surface A , ,
.

I n the deduction of equ ation ( 2 ) the friction of one s q u a r e

foot of wetted surface is t aken as lb for wrought i r o n .
-

( W eisb ach ) a n d the I H, P developed in the cyli n ders

. i s a s. .

sumed to be of the po wer actu ally used in propulsion .

E X AMP LE — A n iron ship 2 50 ft long h aving a me a n i m .

,

m e rs e d girt h of 50 ft is to be propelled at a speed of 1 5 k n o t s

.
,

per hou r T h e me asured angles for the sever al water li n e s are

.
-

as belo w F ind the I H P

. . . .

Wate r li nes
-
. A ng le a.

Loa d , 23
°
16
'

°
2d , 17 28

3d . 11 33
4 th . 5 45
K ee l , o o

C oe ffi cient of augment ation m ‘

s a

W etted surface 2 50 x 50 1 2 50 0 sq ft
. .

A ugmented surface 1 2 50 0 x
x 1 2 50 0 x
I H P
. .

200 0 0

12 7 . in 1 2 5 let
R ad i al P ad d l e wh ee l -
.
— As ,

V_ line ar velocity of the centre of pressure of th e p ad d le

flo at in feet per second ;
v speed of the ship in fe e t per second
360 S TE A ! I . DE SI GN .

of i m me rs ion the fo rm o f the float I t is us ually ta k e n at

an d .

the centre of the float T he ( leng tlz bread tlz) o f a flo a t 4 .

i n gene ral pr actic e T he n um ber of floats is ab o ut e q ual t o t h e

.

di ameter of the wheel in feet .

T/t floats are b e ams support ed at the end s an d lo ad e d w i t h

’
e

a un i for m lo ad whose amoun t is from 1 2 5 e q uat i o n , ,

A V V v
) pounds T h e t/zi ck n es s m ay b e co m pu t e d for .

strength but it is us ual to m ake it

,
of the bre adt h T h i s .

w ill give s ufli c i e n t rigidity an d strength for a flo at m ad e o f a n y

‘

to ugh strong wo od suc h as o ak or elm T he floats are s e c u re d

, , .

to radi al wrought iron arm s which are bol ted to the c as t i ron - -

or wrought iron h ub T here are t wo or more arms for e a ch

- .

float The arms are cross st ayed an d b o und by o n e c r t wo

.
-
,

wrought iron rims -

.

12 8 De s i g n of a F e at h e ri n g P ad d le w h ee l
.
-
.

CAS E I A i oc t n of t b c F ea t/ w
.ri ng P add le — T h e . foll o w i ng
description is t aken fro m § 2 4 7 of Rankine s J I ac/zi nery a nd ’

( C onsult F i g .

E ach of the p addle is suppo rted by a pair of jou rn als s o s ,

as to be c ap able of t u rning about a moving ax is p a r a llel t o t h e

ax is of the pad d le whe e l while the position rel atively to th at -

,

moving ax is is regul ated by me ans of a lever an d rod co n n ect ,

ing it with ano ther fi x ed ax is T h us in F i g 2 0 5 A is the ax is .

, .
.

of the paddle wheel ; K the other fi x ed ax is or eccentric a x is :

-
,

B E N C P J ] D the ax is of a p addle at v ariou s poi n ts of

, , , , , , ,

its re volutio n round the ax is A of the wheel ; B F E H , ,

CR P S lI L D G the s tem le ver of th e p addle i n v ario us p osi

, ,
- . ,
-

tion ; K F K H K Q K R K S K L K G v arious positio n s of

s , , , , . , ,

the g uide rod which co n nect s t he tem le ver w i th the ecce n tri c
-
s -

a x 1s .

hen the end of the p addle sh aft over/to ngs an d h as no

\V -
,

out ide be aring the eccentric ax i m ay be occupied by a pin

s . s

fi x e d to the p addle b o x framing ; but if the p addle sha ft h as an - -

outside as well as an in ide be arin g t h inner edges of the gu ide s . e

rods are att ached to an c ent i c colla l arge enough to cont ai n e c r r,

the p addle sh aft a nd its be aring withi n i t an d represent t he

-
,

sm all dotted circle th at is d e scrib e d about K O ne of the rod s .

,
 F E A TH E R I I VG P A D DL E WH E E L .
36 1

ca lle d the d ri vi ng rod is rigi dly fi x ed to the coll ar in ord er

-
, ,

t o m ake it rot ate about the ax is of K ; the rem ain d er of the

ro d s are jointe d to the coll ar with pins .

Th e object of the combin ation is to m ake the p ad d les so ,

long as they are immerse d move as ne arly as possible edge

,

w ise rel atively to the water in the p ad d le race T he p addle -

.

race is assume d to be a uniform curr e nt movin ho ri ont ally

g z ,

Fi g 205.
.

r el atively to the ax is A with a velocity equ al to th at wi th which

,

t h e ax es B etc of the p ad dle journ als revolve rou n d A

,
.
,
-
L et .

E be the position of a p addle journ al ax is at an y given inst ant ;

-

conceive the velocity of the point E in its revolution roun d A

—
t o be resolve d into t wo components a norm al component per
p e n d i c u
,lar an d a t angenti al component p ar allel to the f ace of ,

the pad dle Conceive the velocity of the p articles of water in

.

the p ad dle race to be resolved in the s ame way T hen in order

- .
,

th at the p addle may move as ne arly as possible edge wise rel a

t i ve ly to the water the norm al components of the velocities of
,

the j ourn al E an d the p articles of water should be identic al .

L e t B be the lo west point of the circle describe d by the

p a ddle
- journ a l ax es ; th at is let A B
, be vertic al D r a w the .

chord E B T hen it is evident th at the component velocities

.

of the points B and E along E B are identic al B ut the v e lo c .

ity of B is identic al in amount an d direction with th at of the

water in the p ad dle race -
T herefore the f ace of a p addle at E
.
36 2 S TE A J I - E N GI N E DE S I GN .

should be norm al to the chord E B or as ne arlv s o as po s s ible , .

A nother way of st ating the s am e principle is to s ay th at a t a n

g ent ,E C to the f ace,
of the p a ddle should p a ss throug h t h e

lug /zes t poi n t C of the circle descri b ed by the p add le j o u rn a l

, ,
-

ax es CA B bei n g the ve rt ic al di ameter of th at circle

,
.

I t is impo sible to fu l fi l t h is cond ition e x actly by m e an

s s

of the combin ation sho wn in the fi gu re ; but it is fu lfi lled w ith

an appro x im ation su ffi cient for prac t ic al pu rposes so lo n g a , s

the paddl e s are in the water by means of the follow ing con ,

struction L e t D an d E be the two p ints whe re th e c i rcle

: o

described by the paddle journ als cuts the su rface of the water -
.

F rom the uppermost point C of th at circle draw the stra i ght , ,

lines CE CD to represent t angent s to the face of a p ad d le at

, ,

the in s t ant when its journ als are entering an d le a ing t he water v .

D raw also the vert ic al di am ter CA B to r e present a t ange n t to e

the face of a p addle at the inst ant when it is most deepl y i m

m e rs ed T he n dr aw a stem lever projecting from the p a d dle
.
-

in its three positions D G B F E H I n the fi gu re th at le r

, , ,
.
,
ve

is drawn at right angl s to the face of the paddle ; but t h e e

angle at which it is pl aced is to a cert ain e x tent a rbit ra ry ,

though it s ldom devi ates much from a right angle T he

e .

len gth of the stem lever is a m atter of con enience ; i t is usua lly
-
v

about 3 of the depth of a face of a p ad dle T hen by p la ne .

,

geometry fi n d the centre K of the circle trave rsing the t h ree

, , ,

point s G F an d H : K will m ark the proper po ition for the

, , , s

ecc e ntric a i s ; and a ci rcle descri b ed about K w ith a rad iu s

x
'

K P will traverse all the position s of the joints of the s t e m

,

lever s .

F rom t h e time of entering t o the time of le aving the wa t e r

paddl e s fi tt e d with this featheri n g ge ar mo v e alm o t e x actly s

as required by the theo ry ; but th ir motion when a b o v e t h e e

su rface of the water is ve ry di fferent as the fi gure indicates , .

T o fi n d whether an d to wh at e tent it m ay b e nec e s s a ry

,
x ,

to n otch the edges of the p addles in ord er to preven t the m

from touching the gui de rods produce A K til l it cu ts the -
,

circle G P H in L ; from the point L lay o fl the lengt h L J I of , ,

the stem lever to the circle B D E an d draw a tran sve rse s ectio n
-
,
 P AR TS OF A P ADD L E WH E E L 6
3 5

the disturbing influence of eddies usu ally assumed ,

centre of the flo at H ence D is the dist ance B C

.

F rom 12 5 V s v so th at
, ,

v + s

n
'

x n umber of revolutions per secon d

As in g 1 2 6 let ,

N velocity of the ship in knots per hour ;

s percent age of slip
R number of revolutions of the p addle per minute .

T hen
I V( 10 0 X s)
D di ameter of wheel at centres of pressure ( )
I
3 . I R

F rom this it is seen th at D v aries inversely as R I n c ase the .

vessel requ ires a l arge or sm all value for D R must be ch anged ,

accordi n gly .

T h e depth of immers ion must not be gre at for if so the ,

e ffi ciency of the whe l is decre ased F o r a l aden c argo steamer

e .

it is well to h ave the gre atest immersion of a flo at about equ al

to its bre adth so th at when c arrying b all ast only the flo ats will
.

h ave two or three inches of immersion F o r river service the .

b re d t h
gre atest immersion of a flo at should be
; an d for s e a

b re ad tb
service ordin arily
, ,
z
( S e aton ) .

12 9 . Des ig n of l
P arts rom equ a
of a P a dd e w h ee l — F -
.

tion ( 3) of 1 2 5 it is seen th at the force e x erted by the engin e

in propelli ng the vessel at a const ant speed is
R : 2A V( V

\Vhen the ste amer is intended for river service th e stress ex

R
e rt e d through e ach wheel is —

2
but if she is used at s e a or on
the l akes the entire force m ay be transmitted through one wheel
as the vessel rolls .
366 S TE A AI E I VG I I VE
- DE S I GN .

Th e rad ius ro d s or arms of the wheel

, , are be ams lo ad e d at
R
the centre of pressure of the flo at w ith a force R or ac cord
3
i ng to the service of the ste amer We will suppose th e p o rtion .

o f the wheel out of the water to be rigid an d th at t h e l o ad ed ,

r adi al arms are att ached to it by either inner an d out e r o r by ,

i nn e r rims only T h e be ams are then lo aded by forc e s a cti ng

.

in the opposite direction to R whose v al ues are the t ra n s ve rs e ,

strength of the sections of the rims T he radi al arm s sho uld .

be as strong as the sh aft at the outer be aring I n C h a p t e r X I I .

the method of fi nding the torsion al moment equivale n t t o th e

combined t wisting an d bending moments on the sh aft was d i s

cussed L e t T be thi s moment for the p addle whee l s h a ft in

.
-

inch pounds ( this discussion will also apply to a radi al p a ddl e )

-
,

D
an d
—
be h alf of the e fle c t i v e di ameter of the paddle - w h e el i n

inches ; then t aking moments about the

, ax is of th e s h af t ,

F rom equ ation ( 1 ) of 9 1 we h ave

where f 9 0 0 0 for wrought iro n sh afts an d d d i am e ter o f

-
,

the sh aft in inches B y mech anics the strength of a be am of

.
,

rect angul ar cross section v ari e s a tb where t the thickn es s

- s
'
,

of the radius arm p arallel to the sh aft and b the bre a dth of ,

the arm both in inches H ence since there are n of these arms
,
.
,

to e ach wheel ,

'
n tb T oo d
’
R 00 oo .
 36 8 S TE A M E N -
GI N E DE SI GN .

Whe n two rims are used the section of the inner i s of

the arm ne ar it an d the section of the outer rim is e qu al to

,

th at of the arm n e ar it .

When an i n ner rim only is used its section is equ al to th at

of the arm ne ar the hub .

Tlee s tay rods are bolted to the inner rim bet wee n th e flo at s
-

an d to the sides of the hub opposite so th at t hey are d i a go n al s ,

bet ween the arms The di ameter of a st ay rod is equ al t o t wic e

.
-

the thickness of the rim .

A ll p i n s used in a fe athering wheel are m ad e of ir o n c as ed -

in brass an d they work in lignum vit a be ari ngs \t n the

,
-
.

wheel is used in s andy water white met al be arings an d i ro n pi ns -

are preferred .

1 30 T h e S c rew prope l l e r is m ad e in v arious form s

.
-
The .

be s t propeller for one ship is not necessarily the best o n e for a

simil ar ship h aving the s ame po wered en gines O rdi n a rily a -
.

four bl aded propeller is best for s e a service and a two bl ade d

-
,
-

one for s m ooth water F rom equ ation 1 2 5 we s e e that

.
,

the re active force on the propeller ( the thrust on the sh a f t) is

2A V( V v
) ,

in which A are a of the disk of the propeller minus t h e ar a e

of a transverse section of the hub in squ are feet ; V v e locity

of the scre w in feet per secon d pitch of the scre w i n fee t
multiplied by the n umber of tu rns per second v the speed
of the ship in feet pe r second ; an d s V v the s lip of
th e scre w .

T here is al ways real s lip wh e n a vessel is propelled by any

instrum e nt T he appa ren t s lip is the d i fle re n c e bet ween t he
.

speed of the propeller an d the speed of the ship T his is n ot .

al ways positive on account of the s h ape of the run of the “ "

vessel an d the disturbed condition of the wat e r around the pro

peller .

F ormul a ( 1) m ay be ch anged to
T hrust m pounds 5 66 A S ( S s ) .
,

S ee Ran ki ne s
'
R ules an d Ta bles , p . 2 75 .
 TH E S CR E W P R OP E
-
L LE R . 5
3 9

where A area of the stre am sent aft by the .

pr opeller in ,

squ are feet ;

S speed of the scre w in knots per hour ;
s speed of the ship in knots per hou r .

When the scre w is inten d ed for fresh water se rvice -

th e con
stan t becomes
T he follo wing l aws governing a scre w propeller without -
,

friction al or edge resist ances h ave been deduce d by A B lech , .

y n d e n from I s h e rwo o d s e x periments 1 v i z :

'

,
'
.

1 . I n any scre w the turning moment is indepe n d ent of

“

the e x tent of the surface or of the mode in which it is dis

tributed .

S cre ws of e q u al d i amete r tried un d er simil ar conditions

‘

2 .

h ave turning moments directly proportion al to their ( pitch

e x treme di ameter) or pitch ratio for equ al thrusts
, , .

3 . S cre w s w ith equ al pitch r atios h ave tur n ing m oments

proportion al to their d i ameters when indicating equ al thrusts .

4 . S cre w s trie d u nder simil a r conditions h ave turning

moments proportion al to their pitches when indic ating equ al
thrusts .

5 . T h e
“
e ffect of su rf ace is the s ame irrespective of the
number of bl ades into which it is divided so long as it is simi
larly distributed .

D r F ro n de s e x periments with scre w propellers le ad him to

’
-
.

c o n clud e t th at the equivalent of friction of engines due to

“

the mo ving lo ad i e the i n i ti al f ri cti on could be an aly z ed as

,
”
. .
, ,

follo ws : L et the
330 00 ( I H.P . .
)
R evol . per min x pitch of scre w in ft
. .

“
when d ecompose d into its co n stituent p arts in d icated ,

p
P a e r rea d b fore th A t/ E t C t I t f
e e
'
or t- as oas ns . o E ng rs . an d S k tpb ui ld ers ,

w p p ll r E gi li i i pp 4 5 8
”
on Th S e c re -
ro i g
e e , n n eer n , x . .
, 532 5 5 7 , .

f R p rt
e by Cohi f E ng i n r B
e F I h w d U 5 ee . . s er oo , . . y
N av , to the U S N . . av y
D p t 1 8 74 ;
e . . E gi s eei g x n i n eer n . x . . xx .

t T ti
ra n s ac f I t f N
on s oa l A ki
ns t t
. i i
o va rc ec s , x v .
370 S 7E l lI E D E S / 0 3V
'
- -
. - .

thrust is reso lve d into s e v e ral e le m e n t s

,
. T hes e elem e n t s

are

I . useful thr ust or ship s true resist ance

T he
’
.

2 . T he augment of resist ance which is d ue to the d i m i ,

n ut i o n which the action of the propell r cre ates in the pre su re e s

of the water agai n st the stern end of the ship .

3 . T h
“
e equiv alent of the fricti n of the scre w b lad es i n o -

th e ir ed ge way motion throug h the water .

4 . T h e equ i v a l e nt of friction due to the de ad w ei ht o f

g
the worki n g p arts pi ton p acking an d the like which co n s t i
, s s , ,

tute the initi al or slo w sp e ed friction of the e ngine

-
.

5 . Th e equiv a lent of friction due to t h e w orking lo a d .

6 T h e equiv alent of ai r pump an d f ed pump d uty -

e -
.

I t is prob able th at 2 3 an d 4 of the ab o v e li t are all ve ry

, , s

n e arly proport io n al to the u eful thru t ; 6 is prob ably n e arly s s

p roportion al to the squ are of the n umber of revolutions an d ,

thu s at le as t at t h e lo wer speeds appro x im ately to th e useful

, ,

thrust ; 5 prob ably rem ains const an t at all speeds an d for con ,

v e n i e n c e it m ay be reg arded as co n st ant tho ugh perh aps in ,

strict truth it should be termed initi al friction I f then we ‘

.
’

, ,

could sep arate the qu as i co n st ant friction from the indic ated
-

t hrust throughout the rem ainder w ould be appro x im ately pro

,

portion al to the s h ip s true resi s t ance

’
.

D rawing a cu rve of indic at e d t hrust in which the ordin ates ,

repr e sent t he thrust in tons c ompu t ed f rom equ atio n , a nd

the absciss a} the speed in knot pe r hour it becomes at once s ,

m anifest in ev ery c ase th at at i ts lo w peed n d the curve re -

s e

f us e s to descend to the thrust z e ro but tends to wards a point ,

r e pre s enti n g a consid rable amount of thrust and it is i m pos

e ,

s ible to doubt th at this app a re nt thrust at the z ero speed where ,

there c an be no re al thrust is th e eq u iv alent of wh at I [F roude]

,

h av e termed initi al friction ; so th at if we could determin e cor

re c t ly the point at which the cu rv e if prolonged to the speed ,

z ero would intersect the ax is 0 Y ( F i g

,
an d if we w ere to .

draw a line through the inter e ctio n p arallel to the b ase the s ,

h i ght which would b e thus cut o ff from the th rust ordin ates
e

would represent th e deduction to be m ade from them in t e

37 2 —
S TE A AI E A G I A E
’
'

DE S I GN .

be immersed D r F roude foun d th at when th e re is n o s u r

. .

f ace friction o r he ad resist ance the l arger the di ameter is m ad e

the better ; also th at the pitch should be fi n e rather th an c o a rs e
, ,

provi d ed the e ffi ciency of the mech anism rem ai ns con s t a n t .

B ut as a m atter of fact the e ffi ciency of the mech anism i s n o t:

, ,

const ant at all speeds an d it is greatest at moderate veloci t i e ;

, s

while the surf ace friction of a squ are foot of the bl ades incr e a s e s
directly as the squ are of the dist ance from the centre of t h e
scre w .

F rom equ ation ( 2 ) of 1 30 we h ave

T hru s t AS D X ( RP Y
'
cc ct ,

where D di ameter of the scre w in feet ;

R n umber of revolutions per min ute ;
P pitch of the scre w in feet .

A gain , from equ ation ( 3) of I 30 we h ave

1 H P
. . .

T h rus t oc
.

RP
therefore
I H P
. . . constant X
Whence ( S e aton)
'

L H P
D i ameter of the s cre w
' .

20 0 0 0

7 37 I H P
of the scre w
. . .

P l tCh
R D
’

ccount of the low spee d and sh ape of c argo ste am e rs

On a

the const ants 2 0 0 0 0 an d 7 37 in these equ ations should b e re

pl aced by I 70 0 0 and 660 respectively ( S e aton ) . .

132 . A re a ofS c rew b lad e s an d -

t h e i r D i m e n s i on s — . The
a re a should be su ffi cient to form a complete colum n of water .

I f the are a is too sm all the slip is gre at at high speeds an d th e ,

t A a r'a l A re/J ix
’
T ra n s . o
f I ns . x .
 D I M E N S I ON S OF S CR E PV B L A D E S
-
.
37 3

thrust is low ; while if it is too gre at there is an app arent nega,

tive slip an d the e ffi ciency of the scre w is d ecre ased S e at o n

, .

recommends the following formul a

I H P
T otal re a of sc rew bl ad es
. . .

a - K
R evolut i on s per mm .

where K 1 5 for a fou r bl ad ed propeller 1 3 for three an d 10

-
, ,

for two bl ades .

T he are a of the bl ad es may also be foun d as follo ws :

circumference of the scre w

L et 0 pitch angl e pitch
.

s slip in percent age of the spee d of the centre of

pressure of the bl ades ;
x fraction of pitch or circum ference re q uired for all
, ,

the bl ad es to m ake a complete column of water .

1 18.
( cot 0 +
’
1 s )
’
cot 0
cot o ( 1
’
s )
’
( 1 cot or ’ “

x fraction of pitch or circumference for

N u mber of bl ades eaclz bl ad e .

T his formul a gives x when

°
2 6 an d 6’
s

an d , when s we h av e the follo wing v alues :

I 4, 2 6s

The blad es be ams fi x ed at one end

are . Whence if t
thickness of a bl ade ne ar the hub an d , b its bre ad t h ,

strength of the bl ade is proportion al to

L et d d i ameter
of the sh aft near the s cre w in inches ; ,

n number of bl ad es use d .

T hen
” '
not 00 d .
374 S TE A M -E N GI N E DE S I GN .

Whence ( S eat on)

T hickness of bl ad e ne ar the hub

T hickness of bl ad e ne ar the hub

H ere C 4 for c ast iron bl ades ; -

*

I 5 to 2 for composition b lad es ; l

‘ '
.

10 0 for t wo cylinder compound engines

I
C -

9 0 for three cylinder compound engines ; -

1 2 0 for t andem a n d t wo cylinder e x p ansive e n -

gines
R number of revolutions of sh aft per minute .

T he thickness of the bl ade at its tip is ab o ut 1} of th e th ick

ness at the hub .

T h e gre atest bre adth of the bl ade is given appro x im ately by

the form ul a ( S e aton )

where K 14 for a four bl aded propeller ;

-

I 7 for a three bl aded propeller ;

-

2 2 for a two bl aded propeller

- .

T he bre adth of the bl ade at the tip is from 5 to g of t h e r

m ax imum as computed by equ ation

T he di ameter o f the propeller boss or hub is from f t o g , , :

the e x treme di ameter of the scre w I t s length is from 0 7 5 t o . .

multiplied by its di ameter .

S c o tci
pg
~h
i ro n ,
A m e r c a i
n pgi i a d ap i
-
i n qual p a t a
ro n , n u d s cr - ro n , e rs , re s e

ki i p p l
fo r ma n g c as t ro n ro e l e rs
-
.

1 E n g i s h l
c o m o s t op ii
n u s e d
fo r a al p p ll i mad f
n v p t b
ro e e rs s e o ar s v

i h
we g t o f c o pp e r, p t f tiar s d o p t f S il i a p l t
n . an It ar s o es n s e e r. s

li
u t m a te te n s il e st g th i f m
re n s ro t lb p q i o s . er s . n.

U S. . n av a l m p i ti f p p ll bl ad
co os on or ro i t f 88 part by w i g h t
e er es c o ns s s o s e

of co pp e r, 10 p t
ar s f z
o i d 2 p t
n c , an f t i ar s o n .
 A X I A L L y E X P A A D I rVG ’
s om eW .
377

m um minimum an d me an pitches T hen the projecte d length

, , .

o f a bl ad e on a pl ane p arallel to the ax is is the given fraction

.

o f the me an pitch .

L e t OA B represent the end elev ation of one bl ad e T he .

are A B is developed into the t angent A B T his is d one * ’ ’

.

by bisecting the arc A B in F an d the arc B F in G as sho wn ,

at the top of the fi gure then drawing from B a t angent to ,

cut the radius 0 6 produced in H ; then con necting G A the ,

le n gth of the arc A B is B H H A or A B

' ’
S uppo s e l , .
‘ ’

t he pitch to e x p and from 1 9 to 2 4 feet L ay O ff on an y .

line p arallel to the ax is of symm e try of the bl ade as ax , ,

t he dist ance ab equ al to the given fr action of the me an pitch

( me an pitch T hen from a lay o ff to

2

any sc ale am 24 mn 23 n o 2 2 etc x y 1

, 9 ft , , . .

E rect perpendicul ars to ax at a an d b With ax as a radius .

a n d a as a centre describe an are cutting o r at D raw ao

'

, .

D escribe ar c s through y 2 e tc cutting ab at y n t etc ’ ’ ’ ’

, , .
, , , , .

T hrough these points draw lines p arallel to or D ivide the .

recti fi ed are A B into the s ame number of p arts as ao P ro

’ ’
.
, ,

j c et A upo n ou at A B upon or at B an d do the same

’ ” ’
,
’ ”
,

with all inte rmedi ate poi n ts ; n ow it is evident th at as A C is

' ’

a fraction of the circumference an d ab the correspo n ding frac ,

tion of the m ax imum pitch A C m ust be the development of

”
,
"

an arc of a heli x h aving th at pitch an d C A C is the corre

” ” " ’
,

s po n d i n g pitch an gle T he same m ay be s aid of C D

” ” ” ”
D E .
, ,

e tc ; hence if through the points A C B we draw a cu rve

” ” "
.
,

i t wi ll be the necessa ry development of the heli x projected i n

AB B y l aying do wn duplic ates of the p arallel lines a a oo
' '
.
, ,

e tc
. an d projecting an y other developed arcs of the section
, of s
.

t h e bl ade we will obt ain the developments of the other heli x es

, ,

simil ar to those sho wn farther to the righ t .

N o w to fi n d the thickness of these sections we const ru ct

, ,

the sc ale of thicknesses along the centre line as at S T hen at ,

a poin t 1 at the middle of the fi rst section erect a perpendicul a r

Ra n ki ’
ne s M ad dn ery and M i llwor k . p . 28 .

f T hi s e x pl an ati o n was p p a d by
re re As a M Matt i c e .
, U S . . N av y .
37 8 S TE A M E N
-
GI N E DE S I GN .

an d lay the cu rv e of the b ack E rect pe rpe ndi c u lars at the

o ff .

points 2 3 4 etc an d t ake the len gths of these perpendicul ars

, , , .
, ,

inc luded bet ween the face and the b ack o f the section as b ase s ,

upon which to construct the sc ales of thicknes s es along the cor

respondi n g radi al sections as at S S etc F rom these we c an , , ,
.

co nstruct the thickness strips at an y desired po in ts .

T he sh ape of the guide bo ard i found by l aying o ff on OF -

s

produced the dist ance G I V from the centre of the scr w to the
, , e

desired position of the bo ard an d erecting the perpendicul ar ,

X WY P rolong OA an d 0 B to cut this line in X an d Y re

’ '
.

s pe c t i v e ly X Y will be the recti fi ed projected length of the

.

guide bo ard and its true sh ape is found as in the c ase of the
-
,

th i ckness strips .

S cre ws e x p anding ax i ally with straight sides are m ade with

a cu rved guide bo ard an d a str ai ght s weep I f the sides of t h e
-
.

bl ades are fl ared use a cu rved s weep and curved gu ide bo ard ,
-
.

A rad i a lly ex pand i ng pi tc/z is so m etimes used to o v erc o m e

the objectio n th at very little propelling e ffect is re ali z ed fro m
th at portion of the bl ad e ne ar the hub A fi n e pitch her e . .

obvi ates friction while to wards the circum ference the pitch i s ,

incre ased bec au s e the propelling fle c t is great r while t h e e e ,

friction rem ains about the s ame T his scre w if it has straigh t .
,

sides is formed with a straight s w ep guiding two strai ght guide

,
e

bo ards one pl ace d at the hub an d the other at the circumfe r

,

ence When the sides are fl are d a curved s weep is used

. , .

A com bi n ed ra d i al an d ax i al ex pand i ng p i tch is m ade if t h e ,

sides are straight by using two curved gu ide bo ard and a ,

-
s

s t raight s weep When the sides are fl are d the straight s wee p
.

is repl aced by one th at is curv ed .

A s re w wi t]: a compound p i tc/t ( two di fferent pitches) i

c s

m ade with three guide bo ards which are cu rved or straight -

, ,

according to whether the scre w e x p ands ax i ally or n o t ; a n d

two s weeps either cu rved or straight according to w hether th e

, ,

sid s of the bl ades are fl ared or st raight

e .

S c rews wi t]: a compound pi t t a nd [s a t i ng con torted s napes ,

such as the pe ar sh aped G ri ffi t h the cimeter sh ape d H i rs ch o r

-
, ,

N ystrom F i g 2 10 or the L oper m ay be prod uced as follo ws

, .
, ,
 '

3 80 S TE A M E A GI N E DE S I GN
‘

- -
.

the pitch is comple x use as m any guide bo ard s as are

If ,
-

n ecess ary to produce the sh ape an d curve them for ax i a lly e x

,

p anding pitch I f more th an two guide bo a rds are use d there

.
-
,

must be two or more j o m te d sweeps or they m ay be s e p a rate

, ,

as desire d . Th e s weep is perpendicul ar to the spindl e if the

bl ade is straight an d bent do wn at the re q uire d angl e i f the
,

s ides are fl ared .

 AP P E N D I X .

1 34 . S efollowing t able i s give n

tre ng th of M ate r als — Th i
on the authority of R ankine K i rk ald y F airb airn Wade Bar , , , ,

low T elford A n d erso n ( Co m B

,
S hock L loy d H odgkin
,
. .
, ,

son T rautwi n e an d others T h e v alues refer to the ultim ate

, ,
.

resist ance of the m ateri al in pounds per squ are inch of cross
section .

T rans
Co mpre s Mod u lus 0f
M37 “ s io n .
S hean n g .

b ki
ve rs e or
re a
ac ros s
ng e las t i c i t y .

I ron , eas t, averag e

i to
1 33 70 0 0 0
wi th s c rap

pig .

fi rs t m e lti ng
ad

3d
h ot bl as t

cold
I ro n w ro u h t, g b ars E ng li s h .
j to 22222 to 33223 to j 28

A me ri Can l
l to
larg e forg xngs .

h amme re d b ars

b eams

p
S tee l. late . A me ri c an .

B es s e me r .

rolled an d ham me re d i ng o ts
ba r
to
p
te m e re d

c h ro me

c as t

S tee l, h e mati te bar

A me ri can bl k d i
ac amon d

p
C o pe r, wroug h t .

s hee t
c as t

G un me tal , b ronze

B ro nze , 8 C u, t Sn
B ras s , c as t .

A lum i num b ronze , 90 C u, 1 Al 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

P hos ph or
3 8 2 S TE A I ll -E N GI N E DE S I GN .

F O RM U L I E ON B E AM S .

S tres s is
lo ad applied to a body an d ten d ing to pro d uc e
a

d istortion S tress m ay produce e x tension ( tensile) compre s

.
,

sion ( thrust ) wrenching ( torsion ) bre aking across ( transverse )

, , ,

or c utting o ff ( she aring) T hus a piston rod is subjected t o .

-

tension at one stroke an d to compression at the succeedi n g ,

stroke of the piston A gain the propeller sh aft of a ste am e r

.
,

is subjected to transverse stre s s by the load due t o the weig h t

of the scre w to thrust or compression due to the forward re
,

action o f the water upon the scre w an d to torsion by the po we r ,

transmitted through it in d riving the vessel .

T h e inte rn al distortion produced in a body through the ap

plic ation of an e x tern al force is c alled s trai n H ence stress i s .

the c ause an d strain is the e ffect I f within the proof limit o f

,
.
,

el as ticity a bo d y stretch a dist ance a through the applic a

,

t ion of a stress 6 it will elongate a dist ance 2 a when a lo ad z b

,

is applied T his is c alled H o o k e s law an d has been fou nd

.
’

,
”

to be correct within the proof limit of any m ateri al .

\Vh n a body is subjected to a sm all lo ad only a sm all str ain

e ,

is produced \Vhen the sm all lo ad is removed the body t e

.
,

sumes i ts ori gin al proportions an d sh ape As the load is i n .

cre ased this will not hold true inde fi nitely for it will be se e n ,

t h at when it e x ceeds wh at is kno wn as the proof stress a “ "

,

perm anent distort ion or set has t aken pl ace A s the lo ad s ”

.

are incre ased beyond the proof stress H oo k e s law is i n ap pli

’

c able T he ultim ate stress is th at load which prod uc e s

.
“

rupture .

T/ze i n tens i ty of s tres s is the lo ad u pon a unit are a of t h e

body T his unit stress produces a strain in a unit lengt h o f
.

the body H ence strain is the disto rtion in a unit length o f

.

the body T he strain in the entire le ngth of the body is c all e d

.

elongation H ence elo n gation is the pro d uct of the len gth an d
.

the strain E longation is positive for a tensile an d negative

.

for a compress ive lo ading of the body .

I f we im agine H o o k e s law to hold true inde fi nitely t h at

’

stre s s which prod uces unit strain is c alled the mod ulus of elas
t i ci ty T hus if the body h as a tensile lo ad s ufli c i e nt to pu ll
.
,
 8
3 4 S TE A M -E N GI N E DE S I GN .

F or a be am suppo rt e d at the ends an d loade d wit h W at a .

point a inches from one e n d ,

I Va ( l I
;
a ) J
an d D
1

I ll oment
’
f
o I n erti a , I .

R ect angle , b bre adth in

inches and ,
a
'
depth 1
in inches ,

bd a :
‘
n
H ollo w rect angle ,
12 ( bd 47
4 2 )
d
,

S qu are , b d,
I 2

d d,
’

H o llo w s q u are ,
12

C ircle a bout d i ameter ,

H ollo w circle ,

P h oen i x
column ,

a are a ,

least d i ameter
’

d ,

A n gle iron legs e ach 1 , ,

are a a ,

A ngle iron legs l and I

’ ’
al l, l l,
’ ’

, ,

are a l
‘
a ,
ls l
( G re atest width) x are a ’

22 .
5
( W idth of fl ange ) x are a
’

T -
iron equ al legs
, ,

( W i d th of fl ange ) X a re a
’

I -
section ,
21

E llipse d i ameters D and

,

d ( about D ) ,
 T UAA TE D S TE A M
’
-
TA B L E . 8
3 5

1 35 . S aturate d S team T ab l e.
— T he follo wi n g t able is
t ake n from N o rt h c o tt s
’
tre atise on T/ze S team E ng i n e:
-

T otal h eat uni ts

b
A s olute T em rature
of i li ng
req ui red t o ge ne rate
p ound of s team
pres s ure i n one

pound s pe r po i n t i n fro m wate r at

s quare i neh d eg rees F ahr 3 2 F und e r a c on
°
. . .

s ta nt pres s ure
.
3 86 M E AN E N
- GI N E DE S I GN .

T o tal he at un i t s
A b
s o lute Te m
b perature L aten t h eat of
p
va o ri zat i o n
req ui red to g e n e ra t e

pres s u re i n of o i li ng
d f m
pe r one p oun d o f s te a m
po u nd s pe r p o i nt in pou n o s te a
fro m w ate r a t
i nc h d e gre es F ah r g e ne rate d und er a
3 2 F un d e r a c o n
°
s q uare . .
c ons tan t pres s ure .
s tan t
.

pres s u re .
3 8 8
CA »
B 74
'
. 1
\3 \J v c

Con d e n s e rs , s ur ace , f .

tub e le ngth and i rod ( Val gears )

E c ce n tr c s s ee ve - .

hi k t c nes s , 2 94 . trap (s Val gears ) s ee ve - .

s u fa r ce , tu e b mat ial er s us ed , 29 4 . t hr w 3 2 3 5 o , , .

s urfa ce , tube pa king c s , 29 0 . E c o my f fu l 5

no o e , .

s urface , a i u
v ki d ro s n s, 2 85, 2 88, E ng i nt
ne , ce 33 res , .

29 1 , 2 9 8 . mp u d (
co C m po und E n gi n )
o n s ee o e .

s urfac e , wate r fo r c on d i
e ns n g , 2 8 5 . 3
/
1
. d ad p i ts 33
e o n , .

C o n ne c t i n g - ro d diam e te r, 2 1 7, 2 1 9 . f r r i g
or al e ve s
3 33 n v ves , .

en d s , 2 19 , 2 24 . f u dati o 32 4
n o ns , .

f rm f 2 5o s o , 2 . f ame 3 7 r s . 2 .

C upli g f
o pip n s or es , 34 8 . f i ti ( F i t i )
rc on s ee rc on .

f haft 26 6
or s s , . 2 70 . h ldi g d w b l t 326
o n -
o n o s , .

f s h af t
or b lt s ,
o s us e d , 2 70 . h p w r f ( H r po w )
o rs e - o e o s ee o s e- er .

C ra k a m d ig
n - r , es n , 2 39 . m i ng part ov f 5 1 09 99 s o , , , 1 .

y e 39 es , 2 . t i pl rpa i ( e -e x C m pound ns on s ee o
k y 1 2 5 244
e s , , . E gi ) n ne .

h ps 4
s a e , 2 1 . t yp f 128 es o60 , 1, , 1 .

C rank -e ffort , affecte d by f i tion rc , 191, w kd by 4

or 9 1 3 53 o ne . . 1 . .

1 94 . E pa i
x j i t 2 8 34 3 p t i o “ I
ns o n o n s . . a
affe c te d by we ig h t f parts o , 1 73 f m tal
o 34 3 e s , .

E y ba e- p p ti rs , f 1 18 t ro
q or o ns o , e se .

d iag am 1 69 t q r s, e se .

m a i g f 1 68
e n n o , . F L AT P L AT E S , t c nes s o f, 9 5 hi k .

t fly wh l l
F o w of wate r t roug h h pip S
+ t
C ra k pi
lat
re
i on 1 99 o - ee , . es , 3 1 7 .
s

h l d i
'

n 2 8
-
n, 2 . F ly-w ee e s gn o f 1 99 , , .

b 2 28
o x es . . ki d f 20 3 n s o .

diam t 2 3 3 2 34 2 3 7 e e r. , , . F u d ti
o n f a gi 2
3 4
on s o en ne s , .

d ad p i t 33
e -
o n , . F amr of gi
es s 32 7 en ne , .

f i ti 2 2 8
r c o n, . F ri t i o
c f b a ri gs 4 1 89 2 29
n o e n , , , .

l gt h 2 3
en , 1 . f brak
o 2 68 2 7 1 2 7 2 es , , , .

l m ti 2 3 2
oc o o ve , . f o h ad 1 8 7
c ro s s - e , .

pres s u 2 32 re s , . f a k pi
o 1 89 2 2 8
cr n - n, , .

p p rti ro 2 32o o ns , . f fl ts
o rturn i g powe r
e ec on n , 19 1 ,

C ra k n aft d -
i g 244 248 2 52 2 53
sn es n, , , , . 1 94 .

f m f 24or s o , 1 . of e ng ne ,
4 , 19 1 i .

l ad o ta bl 2 46
s on , e, . o f g u d e , 4 , 5, 1 8 7 i .

Cr os s - h ad d i g 2 3
e , es n, 1 . j l
of ourna s , 4 1 89 , 2 29 . .

f i ti rc f 4 87
on o . , 1 . of pis to n , 1 86 .

f m f 2 3 t q
or s o , 1 e se . of pip es 3 19 . .

C yli d n b er 11 o re , . of p p
um s 3 2 1 , .

l aa
c e 1 2 8
r nce , 1 3 1 67 , , , 1 , , . of p p ll
ro e e rs , 3 7 1 .

( C mp u d i
g nes ) ip s we tted s urfac e , 3 5 5 , 3 5 7
'

s ee o o n en . of s h .

d ign 2 5
es , . o f s tuffi ng b o x , 1 8 6 -
.

di am t 6 7 0 e e r, , , 1 . l
of va ve , 1 1 1 .

h ad 2 5 2 9
e , , . i
o f wr s t p i n , 1 8 8 -
.

ja k t a d j i t 2 8
c e n o n s , . l y
F ue , e c o n o m of, 5 .

l g th 6
en , , 11 .

mat ial f er25 s o r, . G um s d ign f 20 9 , es o , .

f p ump (
o P um ps ) s s ee . d i ta b tw two 2 1 1
s nc e e ee n , .

rad iat i g urfa 6 n s ce , . f i tirc f 4 5 187 on o , , . .

li f al 3 7
re e v ve , 1 . m t ial u d f r 2 1 3
a er s se o , .

i g 333
re ve rs n , . a i ou f
v r ms f 2 1 3 s or o , .

thi k cf 6 nes s o , 2 .

t ipl r pa i e -e x gi e ( Co m ns on en n s ee H E AT pe i m nt n ond ucti vi ty

,
ex r e s o c .

p u d gi ) o n en ne . 6 , 2 78 , 2 79 .

m u
u . . in s aturate d s team, 3 84 .

E C C E N R C a gulT Iad an , f n ar v ce o , du t
n on - c o n f 6 c o rs o . .

( Val
s ee g ) ve - e ars . radi at i f m yli ders on ro c n ,
6 .
ID
'
a.
W
ldi d
H o ng own o ts 4 26 - b l .
lJ /
.
r c.

p
Pi e s , wro ug ht ro n t c ne s s of, 33 5 -
i , hi k .

p f
H ors e o we r o rmu a 2
-
l , , l
P is to n c eara nce 1 , 2 , .

f hafti g 2 7 5
o s n , . i
d es gn of parts o f , 1 1 , 2 2 et s eq .

t d ri a hip K i k 3 5 5 3 5 7
o ve s ,
r , , . f i
ri ct o n of, 1 86 .

t d i a hip Ra ki
o 3 57
r ve s , n ne , . i l
m ate r a s us ed for 2 3 , .

H t w ll 29 5 3 1 7
o -
e , , . parts of, 1 3 et s eq .

H yd auli f rmula 3 7 t q
r c o e, 1 e se . rod di
am e te r 20 4 , 2 0 5 , 20 7 , .

H yp b li l ga i th m 8
er o c o r s , . d
rod e n s 2 0 7 , .

s lid e valve 99
i fi a d al
, .

I N J E CT O N I 29 8 or ce n v v es p d
s ee , 2 , 3 , 1 60
ri fi
, . .

o t ai 3 ce s r n e r. 01 . al v 99 ve , .

wate r, 285 . ari u ki d

v 12 t
o
q s n s , e se .

P l at flat thi k
es , f 95 . c ne s s o , .

( C on d P l ug k d ig f 340
{
E T c os os x s s x s s ee e ns e rs ) .
-
coc , es n o , .

i o n ts pa i f , ex 28 ns o n . or c yli d n e rs , . P p ll
ro e th y f 3 5 3 36 5
e r, eor o , , .

pa i f r pip 34 3
ex ns o n o es , . f ath i g pad dl th y f 360
e er n e, eo r o , .

al ra k haft 2 3 1 2 3 3 t f ath i g pad dl a m

J uo rn , c 2 37 n -
s , , o . e er n 36 36 7 e, r s , 1, .

di ta c b tw t w 33 1
s n e e ee n o. . f ath i g paddl diam t 363
e er n e, e e r, .

fri t i f 4 8 8 1 89 2 2 8
c on o , , 1 , , . f ath i g pad d l fl t 363
e er n e , oa s , .

( B ari g)
s ee e n . f ath i g p d d l i m 369
e er n a e, r s , .

( P ill w bl k)
s ee o - oc . radial pad dl 3 59 3 6 8 e, . .

w a a f bl d
s c re 3 7 2 re o a es
KE Y f
, , .

S haft i g 1 24 t q
or s n , e se . re w dia m t r 3 7 1
sc , e e . .

K i rk analy i o f p w i g h ips 3 5 5 w f i ti
’

s s s o er n s , . s c re 3 7 1 , rc on , .

w mat ial u e d f
s c re , 3 74 er s s o r, .

L AG G I N G ki d f 6 , n s o , . s c r w pi t h 3 7 e , c , 1 .

L ap f a al o 33 v ve , . s rew clip f 368 , s o . .

L ad f a al
e o 34 v ve . . sc w th rey f 369 , eor o .

L i k m ti
n -
( Val og rs )
a o ns s ee ve - e . w thi k
s c re f blad, 3 74 c nes s o es ,

L i k bl k (
n -
Val g a )
oc s ee ve - e rs . w th u t
s c re 3 68 ,6
3 9 3 7 1 r s on , . . .

L ga i th m hyp b li
o r 8 s . er o c. . w a i u ki d
s c re f 3 75
. v ro s n s o , .

P um p ai ( s Ai p um p)
, r s ee r- .

MAT E RI AL S u d i t u ti n 2 3 se n c o ns r c o , , t i f ugal d
ce n r ig 3 1 3 , es n, .

2 5. 9 7 . 2 0 9. 2 28 . 3 74 . 3 8 x . t ifug l ki d
c en r 3 a , n s , 11 .

i ulat i g d ig 30 8
c rc n , es n, .

N os -
c o s o uc ro ns o f
'
h eat , 6 . i ulat i g pa t 30 9
c rc n , rs , .

t d li o agai t a h ad 3 2 1
e ve r ns e , .

OI L -
C U P , c e n tr uga if l , 24 1 f d 34 ee 1
ifi
. . .

Or ce fo r i jn e ct o n i wate r . 29 8 . f d li f al 3 5
ee . re e v ve . 1 .

s tra ne r i fo r, 30 1 . hyd auli f mula f 3 1 7 r c or o r, .

p w f 3 33 o er o .

DD L E W H E E L ( P p ll rs )
.

PA -
s ee ro e e . t am yli d r f 334
s e c
-
n e o , .

ill w bl k b l t 33 Mt
.

P o -
oc s o s 1
la n a e 3 0 4
'
,
1 6
RAm AL PA DD I E WH E E L 3 59
, . f

ba 2
r s s es
3 9 , . .
-
, .

ap c33 s , 0 Rad i t i a fh t 5 on o ea , .

di ta b tw s33 nce e ee n , 1 . R e vers ni g g a t am 33 3 e rs , s e , .

d ign of 3 29
es , . R v lut i
e o f haf t i g 3ons o s n , .

a i u f
v ro m f 2 59 329 s or s o fi [3
a
b e

f(
r . r

Wp
.
, ,

P ip b a thi k
es . f 3 36
r s s , c ne s s o . . S C RE ro pe lle s s ee P ro pe llers ) .

a t ic s th i k f 3 36 33 7
-
ro n , c n es s o , , . h d f b l t 34 4
t rea s or o s , .

pp thi k
co f 336 e r, c ne s s o , . th ad f pip 34 8 re s or es . .

upli g S h aft B ard f T ad ul

'
co 34 8 n s . . s , o o r e s r es , 2 72 .

di ta b tw ha g 33 7s nc e e ee n n e rs , . bea i g f ( B a i g ) rn s o r s ee e r n s .

d p fp u i 7 ro o re s s re n, . upli g 66
co 69 n s , 2 . 2 .

pa i j i t f 2 8 34 3
ex ns o n o n s o , , . ran k ( C a k h af t)
c s ee r n -
s .

fla g a d bo l tn3 36 es n s , . di ta b tw b a i gs nc e e ee n e rn s , 33 1 .

h a g rs f 3 3 7 n e o , . ky f 4 e s o r. 1 2 .

t h ad f B i gg y t m 34 8 li 2 54
’
re s o ,
r s s s s e , . ne , .
39 0 I N DE X .

s t ro K 0 3 I f 2e u m J f
S h aft p p ll 2 54 2 57 2 58
s ,
ro e e r, . , . Tr iple x pan i n
-e
gi ( s o Co m en ne s ee
p p ll f m f 2 55
ro e e r, or o , . p und ) o
luti
re v o f 3 o ns o , . T ype f ng i s 1 1 2 8 1 60
s o e ne , , , .

ulr f 2 73
es o r, .

th u t 2 54 r s , . VA L V E adj u t m n ts 65
. s e , .

S hip i ta
re s s 35 5 nces . . All 46 en , .

S lid d ig f 2 8
es ,
es n o , 0 . b l d 4 7 10 3
a a nc e , , .

S t am
e mp , i
co f 9 67 re s s o n o , , . h t b lt 2 9 9 7
c es o s , , .

h t ( Val h t)
c es s ee v e -c es . h t
c es 97 c o v er. .

pa i
ex f 8 1 46 1 55 1 60
ns on o , , , , . h t iz 9 7
c es s e. .

h at i 3 84
e n, . h t m t ial 9 7
c es a er s , .

p u i re s s yli nd r 7 re n a c e , . h t f pi t al 99
c es o s o n-v ve , .

p t 33 or s , . h t w ll
c es 95 a s , .

tabl f aturat d 3 8 5
e o s e , .
ycli d f n i ng 333
er o r re ve rs , .

S t m b a i g 2 55 yli d li f 3 1 7
f 98 W
e - e rn , . c n e r re e , .

S t p val
o -
( Valve s ) s ee ves . di m i e ns o n s o , .

S t ai
r ne rs3 1 3 7 . 0 , 1 . f i ti f
rc on o ,

S t ngt h f mat ial 38 1 A ll

’
re o er s , .
g ea rs 79. en s , .

S tufi g b n d i gn 1 04 1 0 6
-
ox es , , .
g a re b l t s 1 5 , o s , 1 .

ki d 1 4 t
n sq , 0 e se .
g ea rs t i .3 72 1 2 2
e c ce n r c , 2, , .

S urf d r ( Cond ns e rs )
tee c o n e ns e s s ee e .
g ears t i a g u l i t y
ec c e n r c , 7 2 n ar , .

g a e rs t i d 6 18
e c c e n r c , ro s 11 1
, ,
,
.

TN m l y 2 29
o f al o s , .
g a e rs t i , t p
e cce n r c , s ra s ,

o f b am 38
e s , 2 .
g a e rs t i t
, h w 3 2
e cc e n r c ,35 24 ro , . . 1 .

o f b l t th ado 34 6 re s , .
g a e a m
rs pl f
, 1 1
ex8 e o , .

t i pip 33 7 F i k 79 '
o f cas -
ro n e, g a e rs , n s . .

a k ff t 4 6 h ’
o f cr n -
e or , 2 .
g a e G rs 7,
6 o oc s , .

o f k pi p u 2 30
c ran -
n res s re s , .
g a e J yrs 8 1 ,
o
’
s . .

o f a k pi n at i
cr n 2 32 -
r os , .
g a e li krs f 7 , 7 4 1 1 4 n 1 1 6 1 1 8 o , 1 . . . , .

f y li d at i M h l ’

o c 5
n 1 5 7 1 60 er r os , 1 1, , .
g a e a rs l . 8 7 rs a s . .

o f y li dc thi k n 27 er c n es s , .
g a e t rsm , i g 33 3
s ea re ve rs n , .

o f di ta sb tw b a i gs 332 nc e e ee n e rn , .
g a e S t ph
rs , 7 1 1 e1 7 e ns o n s
'

, , .

o f pa i j i t 1 2
ex n s on o n s , 2 . G o z e nb ac h s
’

54 . 6 5 .

o f e y e - ba rs , 1 19 . ki d 3n s , 2 .

hyp b li l ga i th m 8
of M y 8
'

er o c o r s , . e 5 0
ers0 1 14 , , 1 , .

fj u
o l 3 o rn a s , 2 0 . pi t 9 9
s on .

f l ad
o f u dati
o 32 6 s on o n o ns , . pl ug k 34 -
c oc s , 0 .

f l ad
o k haf ts 246
o s o n c ran -
s , .
P “
0 3 »3 5 9 9 , 1 .

f pi t
o la 2
s on c e ranc e , . pum p li f 3 5 re e . 1 .

f pi t
o fla g 1 s on n es , 1 . s lid d j u t m t 6 5
e, a s en , .

f pi t
o p d 3 1 60
s on s ee s , , . s lid All 46 e, e n, .

f pi t
o w igh t 2 4s on e s , . s lid diag am 3 5 t q
e , r s , e se .

f p i p th
o d 34 8 e- re a s , . S lid d ubl p rt d 4 5
e, o e- o e , .

f pl ug
o k 34 2 -
c oc s , . s lid a m pl
e, ex 39 t q es on , e se .

f o du t f h at 6
n o n- c o n c o rs o e , . s lid pa i 3 3 3 7
e , ex ns o n , , .

f atu at d t am 3 8 5
o s r e s e , . s lid f e, f 32 ace o , .

f o w th d ; 34 6 348
s c re -
re a s , . s lid f i t ie, 3 33 rc on, 1 11 , .

f t am u d p
o s e I H P 2 84 se er . . .
, . s lid g idi e, 49 r ro n , .

f to
gt h f mat i al s 3 8
s re n o er , 1 . s lid G e, b a h 49 o ze n c , .

of tuffi g b s 1 5 n -
ox es , 0 . slid ki d 3 e, n s , 2 .

f w ug ht i
o pip 3 3 5 34 8
ro -
ro n es , , . s lid lap 33 3 5
e. . . .

Th ru t bs i g 63 ear n , 2 . s lid l ad 3 3 3 5
e, e , , .

ll
co 64 a rs , 2 . s li d M y e, 5 8 1 00 1 c3 e e r, , , .

i d i t d 5 8 369
n ca e , 2 , . slid pi t n 99
e, s o , .

m ax i mum , 246 , 2 5 8 . s lid at of 3 2 9 8 99

e. s e , , ,

m ea n 2 4 6 , , 2 58 . s lid t m 98 1 0 1 4
e, s e , , 1 , 1 .

on p p ll ro e e rs , 3 68 . s lid q u 3 1 3 5
e, s are , . .

s haft 2 54 s , . s lid Z e, di ag ams 3 5 et e nne r s

’
r , se
q,
 TE AM NGI N E E SI GN .

F O R THE US E OF

M E CH AN I CAL E N G I N E E RS ,
S T U DE N TS ,
AN D

D RA U G H TS ME N .

J A Y M . WH I THAM ,

ME M B E R O F AM E R I C AN SOCI E TY OF M E C H A N I C AL E N G I N E E RS

P RO F E S S O R O F E N G I N E E RI N G ,
A R K A N S AS I N D US T RI A L U N I V E RS I TY

L AT E AS S I S T A N T- E N G I N E E R , U . 8 . N AV Y .

S TE A M -
E N G I N E DE S I G N treats of th e Mec h an i cs of the S team

en g n e i . I t i s the app li cati on of m echan i cs to the proporti on i n g

of th e par ts of an y form of an en gi n e for an v d uty Con s truc ti ve , .

d e tai ls are s h own b y o e two h un d red ha n d ome i llus trati m

v r s r s .

T h e t reati s e i s d i v i d ed i n to s ub j ec t s as s h own b y th e foll owi n g

,

Tab l e f Con ten ts

o Th e I n d e x i s e haus ti ve
. x .

Th e c h apters 0 11 Com poun d an d T ri ple e x pan s i on E n gi n es C ran k -

,

e ff rt F ri c t i on C on d e n e rs an d P um ps P ropell ers an d th e P owe r

’
o , ,
s , .

i n g of Ve s el s are s pec i allv val uab l e

s F orm ulaa an d ru l es are i n
.

m t c as es d ed uc ed yet th ev are s o arran ged th at th ey c an b e

os .

fou d an d appli ed at on c e
n All of th e m ore d i ffi cul t for m ul ae are
.

appli e d to ill us t rat i ve ex am pl e s .