This is an explanation of the operation of an important component of the steam locomotive, written by Albany area railroad historian and steam enthusiast Don Barbeau.
This is an explanation of the operation of an important component of the steam locomotive, written by Albany area railroad historian and steam enthusiast Don Barbeau.
This is an explanation of the operation of an important component of the steam locomotive, written by Albany area railroad historian and steam enthusiast Don Barbeau.
This is an explanation of the operation of an important component of the steam locomotive, written by Albany area railroad historian and steam enthusiast Don Barbeau.
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10
THE CALL BOARD
NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.
The W alschaerts Valve Gear
By Don Barbeau In the early 1970's, the Mohawk & Hudson Chapter sponsored outings on the Cooperstown and Charlotte Valley Railroad. The featured attraction was CACV 0-6-0 No. 2 (Aleo 1942), and because of the causal environment at Cooperstown, we were able to observe her close up as she assembled her train. We saw the little engine proceed toward us and stop. We then heard a whirring sound (the power reverse) and saw a valve gear component (one on each side) lift radially. Once the throttle valve was again opened, the little 0-6-0 backed away from us, all because one valve gear component was realigned. The particular valve gear on CACV No. 2 is known as Walschaerts Valve Gear. Our diagram shows the gear in forward position, Typical of most later design steam locomotives, the valve gear is set "directly", which means that, in forward, the radius rod and the eccentric rod travel in the same direction. This is accomplished by utilizing the bottom half of the link for forward motion (the link being center pivoted). Please note the components as shown in the diagram. There is an eccentric crank set fast to the crank pin of the main driving wheel. As the driving wheel rotates, the eccentric rotation of the crank imparts travel to the link via the eccentric rod. The link rocks back and forth once with each driving wheel rortation. The action of the link imparts travel via the radius rod to the steam distribution valve in the steam chest. Let us presume that the little 0-6-0, after moving forward, stopped with her near side cylinder in mid-stroke, with the crank pin at its lowest position. The first cut-away diagram (above) shows the position of the piston in the cylinder and the position of the spool valve in the chest. Note that while the piston is in the center, the spool valve is toward the front of the steam chest. This is due to the angle of the link. If steam is admitted into the steam chest from the throttle (not shown), it will flow through the front passage into the cylinder, where it will act upon the front face of the piston. This will push the piston toward the rear of the cylinder and rotate the driving wheels so as to cause the locomotive to move forward. Now let us presume that, instead of forward position, the radius rod was raised (by the lifting lever) to the top of the link, while all other components remained in the same position, as in the second cut-away. Now the angle of the link causes the spool valve to be at the rear of the steam chest. If steam is admitted, it will be channeled by the spool valve through the rear passage into the cylinder, where it will act against the rear face of the piston and propel the engine backwards. If the crank pin were at its top position, with the radius rod in the down (forward)
In a previous time, CACV No.2 was Virginia Blue Ridge Railway No.8. Here she is at Piney River (Va.) in March 1960. But is she going backward or forward? Read our valve gear article and you'll know immediately. (Photo by Don Barbeau)
NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.
THE CALL BOARD
11
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position, as in the third cut-away, the angle steam that is retained in the cylinder for comof the link would be reversed and the spool pression in order to cushion the piston as it valve would be at the rear of the steam chest. nears the end of its stroke. (The more the The piston would then be pushed forward, . gear is hooked up, the faster the locomotive driving the locomotive forward also, as it can run.) should. Thus far we have neglected the function The other function of the of the combination lever. This device, somecontrol the speed of the locom times known as the "lap and lead" lever, is trolling the four cylinder "ev activated by the crosshead through the union link. The combination lever imparts addiradius rod is raised part way ional travel to the spool valve, but unlike ("hooked up"), the amourr 0 raidus rod and spool valve is ret::ncee.. zravel imparted by the link, this lever's directly affects (1) the amount ofseeara th,,e.; constant It is primarily responsible for supplying the necessary valve "lead" that is admitted to the cylinder; (_) which the steam flow is cut off: ellh"~ nf1~ the steam to the cylinder an instant at which the expanded steam is Irl!~~ as ore the piston completes its previous exhaust; and (4) the amount 0 e" This supplies an additional "kick" at
the outset of the return stroke. Since the right side driving wheels are a quarter turn ahead of the left side wheels (relative to crank pin position), the valve gear on each side functions independently. Yet the lifting levers are fastened to a common shaft to ensure identical settings on both sides so as to avoid unequal power thrusts. Regarding CACV No.2, whose valve gear we used for our explanation, she is on static display in Cooperstown at the railroad station. If you're ever in that area, stop by and take a look at her and her valve gear. P.S. Check the photo again. The radius rod is up. The little locomotive was backing over the crossing.
