Modern Machine-Shop Practice Part 231

The high pressure steam engine, in whatever form it exists, consists of a frame or bed plate carrying two distinct mechanisms, first, the driving or power-transmitting mechanism, and second, the valve gear or valve motion, and to these are added such other mechanisms as the nature of the duty the engine is to perform may require.

The most prominent of these additional mechanisms is a governor for regulating the speed at which the engine is to run; nearly all steam engines require a governor in some form or other, while for electric lighting and some other purposes it const.i.tutes the main feature in the design of the engine.

In a locomotive the air brake and the sand box are elements not found in other engines.

In a jet condensing engine, the condenser and injection water, or condensing water mechanism, is a part of the engine.

In a surface condensing engine, the air pumps and circulating pumps are a part of the engine.

In marine engines there are mechanisms for turning the engine around when no steam is up; for moving the reversing gear quickly, and for varying the point of cut off, and therefore the amount of expansion, and various other and minor mechanisms.

[Ill.u.s.tration: Fig. 3293.]

Referring now to the simplest form of high pressure stationary steam engine, such as represented in Figs. 3293, 3294, and 3295, its valve gear or valve motion consists of the eccentric and its strap, the eccentric rod, the valve rod guide A, the valve rod or valve spindle, and the valve _v_, these parts controlling the admission of steam to one side of the piston, and the exhaust from the other.

The piston, piston rod, cross head, connecting rod, crank, crank shaft, main shaft or driving shaft, and the fly wheel const.i.tute the driving or power-transmitting mechanism.

The steam side of the piston is that against which the steam is pressing, as side S in Fig. 3295. The exhaust side, E, of the piston is that on which the steam is pa.s.sing out or exhausting.

The governor for a common D valve engine regulates the engine speed by varying the opening in the bore of the pipe through which the steam pa.s.ses from the boiler to the steam chest, leaving a wider opening in proportion as the engine runs slower, and reducing the opening when the engine runs faster. a.s.suming the engine to be running at its slowest, or its load to be so great that a full supply of steam is required in order to keep the engine up to its proper speed, and the governor will be open at its widest, so that all the further action the governor can have is to reduce the steam pipe opening, and thus cause the pressure in the steam chest to be less than that in the steam pipe.

This action is called wire-drawing the steam, and the governor is called a throttling governor.

An engine bed or bed plate is a frame that is seated or bedded to its foundation along its whole length.

An engine frame is seated to its foundations at two or more places, but not continuously throughout its length.

THE CYLINDER.

Cylinders are secured to the engine frames in three princ.i.p.al ways, as follows: by bolting them down to the bed plate; by bolting them to one end of the bed plate, so that they may expand and contract without springing the bed plate; and in vertical engines, by bolting them to the top of the frames.

The bores of cylinders require to be parallel, so that the piston rings may fit to the bore without requiring to expand and contract in diameter at different parts of the stroke.

Cylinders are designated for size by the diameter of the cylinder bore and the length of the stroke; thus, a 10 12 cylinder has a piston of ten inches diameter and 12 inches stroke.

The wear of a cylinder bore is (if the engine is kept in proper line and the piston rings, or packing rings as they are sometimes termed, fit to the bore with an equal pressure throughout the stroke) greatest near the middle of the length and least at the ends of the stroke. But when the piston rings are set out by the steam pressure, and the point of cut off occurs early in the stroke, the wear may be greatest at the ends of the cylinder bore, because of the pressure of the steam diminis.h.i.+ng during the expansion.

The counterbore of a cylinder is a short length at each end of the cylinder, that is made of larger diameter than the rest of the bore, so that the piston head may travel completely over the working bore, and thus prevent the formation of a shoulder at each end of the cylinder.

Such a shoulder forms when there is a part of the bore over which the piston does not pa.s.s. The length of the counterbore should exceed the amount of the taper on the connecting rod key, so that as the connecting rod length alters from the wear, the piston shall not strike the cylinder head.

The clearance of a cylinder is the amount of s.p.a.ce that exists between the face of the piston when it is at the end of its stroke and that of the valve when it covers the port, the piston being at the end of the stroke, and as this s.p.a.ce exists at each end of the cylinder, the total clearance for a revolution is twice the above amount.

The clearance at the crank end of the cylinder is reduced by the piston rod pa.s.sing through it.

The amount of clearance may be measured by the following method, which has been given by Professor John E. Sweet:

[Ill.u.s.tration: Fig. 3294.]

[Ill.u.s.tration: Fig. 3295.]

See that the piston and valves are made tight, and the valves disconnected; arrange to fill the clearance s.p.a.ces with water through the indicator holes, or holes drilled for the purpose. Turn the engine on the dead centre; make marks on the cross-head and guide that correspond; weigh a pail of water, and from it fill all the clearance s.p.a.ce. Weigh the remaining water, so as to determine how much is used.

Then weigh out exactly the same amount of water, turn the engine off the centre, pour in the second charge of water, and turn back until the water comes to the same point that it did in the first case. Make another mark on the cross-head, and the distance between these marks is exactly what you really wish to know; that is, it is just what piston travel equals the clearance. This gives the proportion that the clearance s.p.a.ce bears to the s.p.a.ce in the cylinder occupied by the steam at the end of the piston stroke. Thus, if it takes one pound of water to fill this s.p.a.ce, and to admit the one pound of water the piston must be moved one inch, then the clearance bears the same relation to the capacity of the engine as one inch bears to the stroke of the piston.

Thus, under these circ.u.mstances, in an engine of ten-inch stroke, it would be said the engine had ten per cent. clearance.

When a cylinder is to be rebored, the boring bar should be set true or central to the circ.u.mference of the counterbore, so that the bore of the cylinder may be brought to its original position with reference to the bore of the stuffing box.

Cylinders require lubricating, both to avoid friction and wear of the cylinder bore, as well as of the valve and valve seat. The amount of lubrication required depends upon the degree of tightness of the piston rings, upon the speed of the piston, upon the amount of pressure of the valve to its seat, and upon the method of operating the side valve.

Cylinders with releasing valve gears require freely lubricating, because the closure of the valve depends upon the dash pot, and undue friction r.e.t.a.r.ds the closing motion.

The less the movement of the valve at the moment of its release, the easier it is to move it, because the friction is less, and less lubrication is required.

Cylinders are lubricated by automatic oilers placed on the steam pipe of the engine, the oil being distributed over the surfaces by the steam.

Cylinder oilers sometimes have a pump to force the oil in, and in others the steam in the oiler condenses, and the water thus formed floats the oil over the top of a tube, or up to an orifice through which the oil gradually feeds as the condensation proceeds.

In other oil feeders, the feed is regulated by increasing or diminis.h.i.+ng the opening through which the steam pa.s.ses from the cup to the steam pipe.

Sight oil feeders are those in which there is a gla.s.s tube or body, in which the pa.s.sage of the oil can be seen as it drops.

Cylinder c.o.c.ks are employed at each end of the cylinder to let out the water that condenses from the steam when admitted to a cold or partly cooled cylinder. The two c.o.c.ks are usually connected together by a rod, so that both may operate together.

Cylinder relief valves are valves at each end of the cylinder to relieve the cylinder from the charges of water that sometimes enter from the boiler with the live steam.

Steam ports give a quicker admission in proportion as their length is increased, and this reduces the amount of valve travel, and are sometimes given a length equal to the diameter of the cylinder bore.

The bottoms of the steam ports are sometimes so placed as to be below the level of the cylinder bore, so as to drain off the water of condensation of the steam.

Rule to find the required area of steam port.

Multiply the area in square inches of the piston, by the number opposite to the given piston speed in the following table:

Speed of piston in Number by which to feet per minute. multiply the piston area.

100 0.02 200 0.04 300 0.06 400 0.07 500 0.09 600 0.1 700 0.12 800 0.14 900 0.15 1,000 0.17

The cylinder exhaust port must be open when the valve is at the end of its travel, to an amount equal to the width of the steam port, but what this width will be in any given case depends upon the width of the bridges, the amount of the steam lap and the travel of the valve, as will be explained with reference to the slide valve.

Jacketed cylinders are those in which there is a s.p.a.ce around the cylinder that is filled with live steam.

The object of jacketing is to prevent the loss of heat from the steam within the cylinder by radiation. The steam in the jacket should be received direct from the boiler, and should not be drawn from the jacket into the steam chest because the jacket reduces its temperature and condenses it.

The water of condensation of a steam jacket should not be allowed to acc.u.mulate in any part of the jacket, but should drain off and pa.s.s back to the boiler. To render the jacket as effective as possible, it should extend from end to end of the cylinder, the exhaust steam pipe leading directly away, so as to have as little communication with both the cylinder and the jacket as possible.

The jacket should have open communication with the boiler at all times, so as to have the pressure in the jacket at the same pressure as that in the steam chest, while the cylinder being kept hot, it will be unnecessary to blow steam through in order to warm the cylinder when starting the engine. The steam should enter the jacket at the highest point, so as to prevent the acc.u.mulation of air in the jacket. Or, if the steam is admitted at some other point, it should be so arranged as to permit its thorough circulation in the jacket. When a jacket is used, the metal of the cylinder body should be as thin as possible, because the transmission of heat through the metal is, both in time and quant.i.ty, inversely as the distance or thickness pa.s.sed through.

The steam in the jacket should be as dry as possible, so that all wet steam admitted during the live steam period may be evaporated by the heat received from the steam in the jacket. The outside of the jacket should be thoroughly protected from cooling by being lagged or clothed with felt or some other material that is a non-conductor of heat.

From experiments made by Mr. Charles A. Smith, of St. Louis, it was found that the amount of variation of temperature that occurred during the stroke in a locomotive cylinder was inversely proportional to the speed of engine revolution, which shows the advantages of jacketing cylinders and of lagging them, as well as the advantage of a high rotative speed.