Go to the Smithsonian museum of Art and Industry, they have some amazing
machinery in there from the Age of Steam
--FT
On 7/12/19 4:31 PM, G Mann via Mercedes wrote:
15 7/8" bore X 20" stroke.... X 8 ... I'm betting it could "roll coal" in
your converted 240D on Facebook group, ;)) With a hood stack, of course...
[sarcasm folks... ;)) ]
On a more serious note, the mechanical development during that era was
truly amazing. There were some giants of mechanical intellect and finance
who came together to "make things happen" that set the course for the
future.
It was an amazing time.
On Fri, Jul 12, 2019 at 1:13 PM Craig via Mercedes <mercedes@okiebenz.com>
wrote:
On Fri, 12 Jul 2019 08:31:51 -0500 Curley McLain via Mercedes
<mercedes@okiebenz.com> wrote:
Easy answer: Tell them to buy a Page oil engine. That'll keep em busy
for a while. And when they figgerout it weighs a ton, they can start
trying how to fit it in and how to beef up the suspension...
https://www.paxmanhistory.org.uk/pax-hfoe.htm
Engineers continue to debate, with strongly held views on each side,
who should be credited with inventing the oil engine. Dr Rudolph
Diesel (1858-1913) is generally considered to be the inventor.
However, it was an Englishman, Herbert Akroyd-Stuart (1864-1927), who
first described two fundamental features of the modern diesel engine.
It is true that Akroyd-Stuart's patents arose out of his work on
overcoming t8 cyl VPE at Lismore Power StationNo 23912. An eight
cylinder Type VPE, it is the only VP/VPE ever built and the largest
Paxman Heavy-Fuel-Oil engine ever made. The cylinder bore is 15.7/8"
and the stroke is thought to be 20". In the Paxman copy order book the
order for engine No 23912 comes under contract number 17882 and is
dated 7th December 1931. The customer is recorded as Noyes Bros Ltd
(Paxman's local agent) and the engine's destination as 'Lismore
Extension'. Components for the engine were despatched from Colchester
in at least three batches during April 1932.he problem of pre-ignition
and that his engine was a low compression semi-diesel or hot bulb
type, requiring the application of heat to its vaporising chamber
until the engine reached normal operating temperature. Nevertheless it
was his patent (No 7164) of 1890 which described the principles of
compressing the charge air in the cylinder before the introduction of
fuel, and timed injection of a liquid fuel by means of a pump (i.e.
solid injection). Diesel's patent (No 7241) was registered two years
later and the engine it described relied on the heat generated during
compression to ignite a fuel of coal dust introduced into the
combustion chamber using compressed air (air-blast injection).
Furthermore, Akroyd's patent was based on practical development work
he had done. The year after the patent was registered, working
examples of his engine were on public display and Akroyd-Stuart had
made such progress that he was ready to enter into an agreement with
Hornsby, granting them sole manufacturing rights. Commercial
production commenced the year after that, the first engine being sold
on 8th July 1892. The Hornsby-Akroyd became so successful that 32,417
were built. By contrast, the principles set out in Diesel's patent
were based solely on theoretical work. After the patent was registered
it took another five years or so to overcome substantial practical
problems and develop an engine operating on Diesel's principles which
could be put into production. Akroyd-Stuart, despite his pioneering
work, remains virtually unknown to the general public whereas Diesel's
name is universally recognised and has become synonymous with the oil
engine.
Interesting!
And they will be able to use it to burn their used oil, too!
Craig
P.S. The Paxman Silent Valve, used for exhaust valves on the Company's
heavy-fuel-oil engines, was based on the valve gear employed on
Paxman-Lentz steam engines. That valve gear had proved very
successful in practice and is described in the Paxman-Lentz section
of the Steam Engineering page. Adapted for use on the new oil engine,
the design was covered by Paxman and McIlraith patents (4). In place
of the usual rotating cam and rocker arm, the valve gear used a
rocking cam operated by an eccentric on the half time shaft. This cam
operated on the Paxman-Lentz principle whereby the valve was freed
gently from its seat, rapidly opened, held open for a short while,
rapidly lowered again and then eased gently onto its seating in a
smooth controlled manner. The arrangement avoided the noise and
constant shocks associated with conventional exhaust valves and the
accompanying wear, resulting in minimum wear to the valve and its
seating and exceptionally long life. The absence of a powerful valve
spring also made the task of removing and replacing valves much
easier when any maintenance was required.
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--
--FT
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