STEPHENSON VALVE GEAR
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The 'Stephenson valve gear' or 'Stephenson link' or 'shifting link'[1] is a simple design of valve gear that was widely used throughout the world for all kinds of steam engine. Its invention is sometimes erroneously attributed to George Stephenson.
During the 1830s the most popular valve drive for locomotives was known as ''gab motion'' in the U.K. and'' V-hook motion'' in the U.S.A[2]. The gab motion incorporated two sets of eccentrics and rods for each cylinder; one eccentric was set to give forward and the other backwards motion to the engine and one or the other could accordingly engage with a pin driving the distribution valve by means of the gabs: - vee-shaped ends to the eccentric rods supposed to catch the rocker driving the valve rod whatever its position. It was a clumsy mechanism difficult to operate that moreover only gave fixed valve events that did not permit expansive working.
In 1841 two employees in Stephenson’s locomotive works, draughtsman William Howe and pattern-maker William Williams, suggested the simple expedient of replacing the gabs with a vertical slotted link, pivoted at both ends to the tips of the eccentric rods. To change direction, the link and rod ends were bodily raised or lowered by means of a counterbalanced bell crank worked by a ''reach rod'' that connected it the reversing lever. This not only simplified reversing but it was realised that the gear could be raised or lowered in small increments, and thus the combined motion from the “forward†and “back†eccentrics in differing proportions would impart shorter travel travel to the valve, cutting off admission steam earlier in the stroke and using a smaller amount steam expansively in the cylinder, using its own energy rather than continuing to draw from the boiler. It became the practice to start the engine or climb gradients at long cutoff, usually about 70-80% maximum of the power stroke and to shorten the cutoff when load conditions became less stringent as momentum was gained. This process was popularly known as ''"linking up"'' or ''“notching upâ€'', the latter due to the fact that the reversing lever could be held in a precise positions by means of a catch on the lever engaging notches in a quadrant; the term stuck even after the introduction of the screw reverser.
American locomotives universally employed inside Stephenson valve gear placed between the frames until around 1900 when it quickly gave way to outside Walschaerts motion. In Europe Stephenson gear could be placed either outside the driving wheels and driven by either eccentrics or return cranks, or else between the frames driven from the axle through eccentrics, as was mostly the case in Britain.
Abner Doble[3] considered Stephenson valve gear: ''"(...) the most universally suitable valve gear of all, for it can be worked out for a long engine structure or a short one. It can be a very simple valve gear and still be very accurate, but its great advantage is that its accuracy is self-contained, for the exact relationship between its points of support (eccentrics on shaft, valve crosshead, and link hanger arm) have but little effect on the motion of the valve. Its use on engines in which all the cylinders lie in one plane, represents, in the belief of the writer, the best choice."'' Another benefit of the Stephenson gear, intrinsic to the system, is variable lead: usually zero in full gear and increasing as cutoff is shortened. Stephenson valve gear was a convenient arrangement for any engine that needed to reverse and was widely applied to stationary engines, railway locomotives, traction engines, steam car engines and marine engines... The latter employed what became known as the ‘’launch link’’, also used for railway engines; the launch link was longer than the traditional ‘’locomotive link’’, the latter being used where space was at a premium especially in the small clearance space underneath early low-pitched boilers in Britain. With the locomotive link the eccentric rod ends are pivoted to the end of the link, whereas with the launch type, the pivots are set behind the link; this allows more direct linear drive in full gear to the piston rod and if wished, longer valve travel. Launch-type links were pretty well universal for American locomotives right from the 1850s, but in Europe, although occurring as early as 1846, they did not become current until around 1900 as boiler centre lines became pitched higher giving greater clearances underneath.
Other variants of Stephenson valve gear principle using two fixed eccentric rods joined by an expansion link include:
In the Gooch valve gear the reversing and cut-off functions were achieved by raising or lowering a radius rod which connected the valve-rod to a "stationary" link rotating around a fixed point. The advantages sought were reduced height for the gear and lighter action as the reversing lever was only required to lift the weight of the radius rod. This meant that the link was convex (in relation to the eccentrics) instead of concave. Gooch valve gear had the disadvantage of angularity between the eccentric and radius rods in full gear, whereas the best forms of the Stephenson gear, the valve rod always worked in a straight line. It gave fixed lead which was observed to be a disadvantage when similar locomotive fitted with either Gooch or Stephenson gear were compared in service[4] Gooch gear was never popular in Britain except with one or two engineers down to the 1860s, but was quite common in France.
The Allan valve gear combined the features of the Stephenson and Gooch gears. The reversing and cut-off functions were achieved by (at the same time) raising the radius rod and lowering the link, or vice-versa. this saved space in the same way as the Gooch gear, but gave performance comparable with that of the Stephenson. Moreover the expansion link was straight, which simplified manufacture. Once again the Allan gear was rare in Britain but often encountered on the Continent.
1. Snell, J B (1971). Mechanical Engineering: Railways, Longman & Co, London
2. White, John H, Jnr (1968): A History of the American locomotive, its development: 1830-1880; Dover republication of 1979, ISBN 0-486-23818-0, original published by the John Hopkins Press.
3. Walton J.N. (1965-74) Doble Steam Cars, Buses, Lorries, and Railcars . "Light Steam Power" Isle of Man, UK; p. 196.
4. Holcroft, Harold (1957). An outline of Great Western locomotive practice, 1837-1947; Locomotive Publishing Co Ltd, London, U.K. p.20.
★ Diagram of standard Stephenson valve gear.
★ Trouble shooting Stephenson valve gear, with diagrams.
| Contents |
| Historical background |
| Applications |
| Derivatives |
| Gooch valve gear |
| Allan valve gear |
| References |
| External links |
Historical background
During the 1830s the most popular valve drive for locomotives was known as ''gab motion'' in the U.K. and'' V-hook motion'' in the U.S.A[2]. The gab motion incorporated two sets of eccentrics and rods for each cylinder; one eccentric was set to give forward and the other backwards motion to the engine and one or the other could accordingly engage with a pin driving the distribution valve by means of the gabs: - vee-shaped ends to the eccentric rods supposed to catch the rocker driving the valve rod whatever its position. It was a clumsy mechanism difficult to operate that moreover only gave fixed valve events that did not permit expansive working.
Inside Stephenson valve gear as applied to a French 0-6-0 outside cylinder mixed traffic locomotive (Midi 801) in 1867
American locomotives universally employed inside Stephenson valve gear placed between the frames until around 1900 when it quickly gave way to outside Walschaerts motion. In Europe Stephenson gear could be placed either outside the driving wheels and driven by either eccentrics or return cranks, or else between the frames driven from the axle through eccentrics, as was mostly the case in Britain.
Applications
Abner Doble[3] considered Stephenson valve gear: ''"(...) the most universally suitable valve gear of all, for it can be worked out for a long engine structure or a short one. It can be a very simple valve gear and still be very accurate, but its great advantage is that its accuracy is self-contained, for the exact relationship between its points of support (eccentrics on shaft, valve crosshead, and link hanger arm) have but little effect on the motion of the valve. Its use on engines in which all the cylinders lie in one plane, represents, in the belief of the writer, the best choice."'' Another benefit of the Stephenson gear, intrinsic to the system, is variable lead: usually zero in full gear and increasing as cutoff is shortened. Stephenson valve gear was a convenient arrangement for any engine that needed to reverse and was widely applied to stationary engines, railway locomotives, traction engines, steam car engines and marine engines... The latter employed what became known as the ‘’launch link’’, also used for railway engines; the launch link was longer than the traditional ‘’locomotive link’’, the latter being used where space was at a premium especially in the small clearance space underneath early low-pitched boilers in Britain. With the locomotive link the eccentric rod ends are pivoted to the end of the link, whereas with the launch type, the pivots are set behind the link; this allows more direct linear drive in full gear to the piston rod and if wished, longer valve travel. Launch-type links were pretty well universal for American locomotives right from the 1850s, but in Europe, although occurring as early as 1846, they did not become current until around 1900 as boiler centre lines became pitched higher giving greater clearances underneath.
Derivatives
Other variants of Stephenson valve gear principle using two fixed eccentric rods joined by an expansion link include:
Gooch valve gear
Gooch outside valve gear as applied to a French 2-4-0 outside cylinder express locomotive (Midi no. 51) in 1878
Allan valve gear
Allan valve gear, a derivative of the Stephenson, on an old Austrian locomotive
References
1. Snell, J B (1971). Mechanical Engineering: Railways, Longman & Co, London
2. White, John H, Jnr (1968): A History of the American locomotive, its development: 1830-1880; Dover republication of 1979, ISBN 0-486-23818-0, original published by the John Hopkins Press.
3. Walton J.N. (1965-74) Doble Steam Cars, Buses, Lorries, and Railcars . "Light Steam Power" Isle of Man, UK; p. 196.
4. Holcroft, Harold (1957). An outline of Great Western locomotive practice, 1837-1947; Locomotive Publishing Co Ltd, London, U.K. p.20.
External links
★ Diagram of standard Stephenson valve gear.
★ Trouble shooting Stephenson valve gear, with diagrams.
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