. American engineer and railroad journal . yielding a betterutibzition of the steam. The principal defect in the Vauclain construction lies in theaction of the heavy reciprocating parts moving in a horizontalline, which at the least calculation must be about twice as heavyas they would be upon two-cylinder locomotives. If, then, one-half of this weight is counterbalanced, the excess of weight dmto the vertical component of the centrifugal force, when thewheels are making from 240 to 300 revolutions per minute, wouldrange from 9,900 to 15,500 pounds. As the wheel weights mustbe increased and di
. American engineer and railroad journal . yielding a betterutibzition of the steam. The principal defect in the Vauclain construction lies in theaction of the heavy reciprocating parts moving in a horizontalline, which at the least calculation must be about twice as heavyas they would be upon two-cylinder locomotives. If, then, one-half of this weight is counterbalanced, the excess of weight dmto the vertical component of the centrifugal force, when thewheels are making from 240 to 300 revolutions per minute, wouldrange from 9,900 to 15,500 pounds. As the wheel weights mustbe increased and diminished by these forces at each revolution, it pipes, which is stated to effectually overcome the back pressureand create a current of sieani in the tallow pipe- toward the cyl-inders. Thus, as soon as the drop of oil vises through the sight-feed glass it is carried at once to the wearing p irts. as intended .When the throttle is closed this extra current of steam is shutoff, which would prevent the accumulation of steam in the Fio-, 4. is evident that a very considerable stress must be put upon thetrack. In the design that has been described these forces are re-duced to an insignificant quantity as the result of the equaliza-tion that is obtained. The arguments against the use of crank axles should not enterinto the consideration at all, since by the use of nickel steel theycan be made perfectly safe and of ample strength. The disadvantages of this engineas compared with the Vauclaintype lie in the increase in the number of parts, involving twovalve seats, two stuffing boxes. to valve stems and two valves,while as an offset to tnis there is less strain upon the axle bear-ings and frames, as shown in comparison No. 2, and there is anentire avoidance of the tendency of the piston reds to bend andthus increase their own frictional resistance. Four-Cylinder Compound—London and North WesternRailway. The latest locomotive designed by Mr. F. U. Webb is a four-cylinder co
Size: 2712px × 922px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
