１、米国初期３気筒機関車
２、固定気筒と首振り台車(Mallete)
３、ボールドウィンラック機関車
４、ジョンストン機関車
５、ステバルト機関車
６、蒸気機関車弁名称
１、米国初期３気筒機関車
初期の３気筒機です。1892年なので、米国でも非常に古い例です。
機関車の写真は私のネットのUPの方法が下手なため、我慢してください。
雑誌に掲載された記事をそのまんまパクリました。
青い文字は私が付け加えた文章です。
Erie & Wyoming Valley機関車
A Three-Cylinder'Locomotive
【The Railroad Gazette 1892年、12月30日。P980より】
An interesting departure has been made recently in a
locomotive just,'constructed at the Dunmore Iron &
Steel Co's works for the Erie & Wyoming Valley Rail-
road. This engine is constructed from the designs of
Mr. John- P. Smith, the. General Superintendent of the
Pennsylvania Coal Co', in Pennsylvania, and embodies a
feature which Mr. Smith had found particularly valua-
ble in the gravity road by which the products of his com-
pany's mines were formerly brought to market.
In a long experience as Superintendent of that road
he found that the winding engines used at the inclined
planes would haul a greater load if built with three cyl-
inders(注1) than with two in the ordinary manner. The ex-
planation evidently was that the three cranks, equally
divided, gave a more even turning motion on the shaft,
and consequently a steadier pull upon theload. These
winding engines as usual hauled the load by means of
endless wire ropes wound round drums, the power being
conveyed from the drum to the rope by the friction or -
adhesion between them. An uneven turning motion
would consequently tend to make the rope slip, and Mr.
Smith argues that in a similar manner the use of three
cylinders of the same total power as the two now used,
will reduce the tendency of the locomotive to slip. Some
years ago the gravity road was changed into a steam
railroad worked by ordinary locomotives, and after
some consideration it was resolved to apply the principle
of using the three cylinders working cranks equally di-
vided on a locomotive, the idea being that in starting
heavy trains the turningforce would be more equally
divided and thus slipping would be avoided.
Theillustrations show the manner in which the idea
has been carried out. It was originally considered neces-
sary to use three coupling rods, the coupling rod crank
pins being also equally divided, but as built the engine
has but two coupling rods and the crank pins are 120 deg.
apart instead of 90deg. as usual. While the turning mo-
tion on the main driving axle is undoubtedly more even
than with the ordinary arrangement it will be seen that
the strain on the coupling rods and pins varies between
the wider limits. When one coupling rod is on the dead
centre, the other has not yet attained the most favor-
able position, and therefore has to transmit 15 per
cent, greater strain then if arranged in the ordinary
manner, with cranks at right angles(注2). This is un-
doubtedly a disadvantage, but it does not destroy the
smoother turning motion given to the main driving axle
by the threecranks. Itis,however, an open question
whether this greater variation of strain on the coupling
rod will not offset the gain obtained in the more
even turning motion. In the marine engine where
the use of three cranks has become almost universal
because of tbe diminished vibration and smaller number
of breakdowns owing to the more even motion through-
out the revolution, there are no coupling rods to be con-
sidered, and therefore it would appear that the use of
three equal cyiinders with crank pins placed 120deg.
apart would be best suited to a locomotive where coup-
ling rods are abolished. Should any of the much talked
of high speed express locomotive be built with a single
pair of driving wheels, it would be interesting to try
three cylinders. Anything that would tend to give a
more even turning motion would be valuable in a high
speed engine, as it would tend to reduce the longitudi-
nal or fore and aft vibration now often felt in fast
trains, and any device that would tend to reduce the
tendency to slip would be valuable in an engine with a
single pair of driving wheels, where the amount of ad-
heation weight is necessarily limited.
The illustrations show the principle as as applied to an
ordinary passenger engine of American type. The three
cylinders are all alike in size. Two of the cylinders occu-
py the ordinary positions, and the only departure in con-
nection with them is that the pstons work crank pins
120 deg. instead of 90 deg. apart as usual. The third cyl-
inder is placed just inside the frame, and aorks a crank
in the main driving axle. The valves are all placed above
the cylinders as usual and are worked by rock shafts,
links and eccentrics in the usual manner. One rocker
which works the valves of the middle or rather inter-
mediate cylinder is, however, loose on the shaft which
runs througe it, and merely supports and maintains it
in position. The arms working the outer cylinder are
keyed to this shaft, and are driven by the middle set of
eccentrics. The whole arrangement is very simple and
appears to involve the minimum of extra parts. It
will be seen that the construction introduces no new
form of detail except the crank in the main driving
axle.
注1、機関車用３気筒が、定置式巻上げエンジンをヒントにした、と述べてます
注2、定置エンジンや船舶エンジンと違って機関車ではサイドロッド(coupling rod)があり、
機関車のクランク位相が３分割なのに、サイドロッドが２分割になっているのは不利だ、
と述べてます。
Smith's Three-Cylinder Locomotive.
【The Railroad Gazette 1895年、3月15日、P165より】
In the Railroad Gazette of Dec. 30, 1892, were published
drawings and description of a 3-cylinder locomotive built
for the Erie & Wyoming Valley Railroad by the Dunmore
Iron & Steel Company from designs of the late John B.
Smith, President of that road, and the reasons for the
departure from the usual manner of building were also
given. Since that time the Baldwin Locomotive Works
have built three similar locomotives of the mogul type
for the same road, also from designs of Mr. John B.
Smith.
Fig. 1 is a photograph of one of these engines and tend-
er, and Fig. 2, a photograph of the front end of the en-
gine showing the position of the cylinders. All three
cylinders are high pressure, the extra one being in-
trouduced ti secure a more uniform turning moment at
starting, the cranks being set 120 degree apart. The axes
of the cylinders are inclined from the horizontal, the
amount of the inclination, being 4 in. in.35. Another
noticeable peculiarity is the absence of counterbalance in
the main driving wheels, the excess weight carried by the
crank axle being said to be sufficient to balance the
weights on the crank pins of the wheels. The front and
rear wheels are balanced for revolving parts only, no
balance being put in for the reciprocating parts. An in-
novation also is seen in the design of the tender, a gen-
eral drawing of which is given in Fig. 3.
Fig. 4 gives a detail of the crank axle,the bearing
of the main rod being 9.25 x 3.75 in. Three-quarter-inch
fillets are used where the crank plate joins the axle, and
0.25 in. fillets between the crank-pin and plate.
A comparative test was made in October, 1894, between
engine No. 35, the 3-cylinder mogul made by the Bald-
win Locomotive Works; No. S, a 2-cylinder consolidation,
and No. 4, a 3-cylinder consolidation. The run was be-
tween Avoca and West Junotion, a distance of 10.2 miles
with an average grade of 52.8 ft. per mile. Twenty-
loaded cars were hauled each trip and the records of coal
Fig. 4
and water were obtained by means of fuel in bags, and
water meters. The conditions of rail and weather were
practically the same throughout the tests.
In making up the report on the test, no account seems
to have been taken of the water used by the air pump,
wasted by the injector or in blowing off of the safety
valve, but all the water not accounted for by the indicator
seems to have been charged up to loss by condensation,
etc., in the cylinders.
No calorimeter was apparently used. The steam at
times in engine No. 35 was so wet as to interfere with the
taking of indicator cards, while the other two engines
gave comparatively dry steam. This difference of the
quality of the steam would account for the difference of
percentages ofwater shown by the indications.
The following table gives the principal dimentions of
the locomotives.
この後試運転の性能表が続きますが、以下省略します。
↑Fig. 1 Smith Tree Cylinder Locomotive
↑Fig. 2 Smith Tree Cylinder Locomotive
↑Fig. 3 Tender for Smith Tree Cylinder Locomotive
Three-Cylinder Engine, Wyoming Valley Railroad
【The Engineer 1896年、9月18日、P280より】
この図面はThe Engineer誌に掲載のものです。
同誌の解説文は短いので省略します。
寸法数値が読みづらいので、一部をここに書きます。
1、The Engineer誌に出た側面図
先輪←39"→煙突←52"→第1動輪←90"→第2動輪←78"→第3動輪
動輪直径＝42"＝1067mm
2、同じく正面図
車体幅＝110.5"＝2807mm
左気筒←30.33"→中央気筒←12.9"→車体中心←43"→右気筒
上から見た平面図でわかるように、３つの気筒それぞれに独立したリンクモーション式弁駆動装置があります。
多分スチブンソン式です。
本機の製造はDunmore Iron and Steel Company です。
これを見習ってBaldwin社も数両の３気筒機関車を作りました。
以上の同系３気筒機には、2-6-0、4-4-0、0-8-0 があったらしいのですが、
今確認できるのは2-6-0だけです。
"The Engineer"1932年6月によれば、米国で、これより古い３気筒機関車は1847年又は1848年製、4-4-0、
Philadelphia, Wilmington, and Baltimore Railroadの機関車があるそうです。
が、この機関車の詳細は知りません。
２、固定気筒と首振り台車(Mallete) 線路を探して目次