A fly-wheel acts as a reservoir of energy, to carry the crank of a single-cylinder engine past the "dead points." It is useful in all reciprocating engines to produce steady running, as a heavy wheel acts as a drag on the effects of a sudden increase or decrease of steam pressure. In a pump, mangold-slicer, cake-crusher, or chaff-cutter, the fly-wheel helps the operator to pass his dead points—that is, those parts of the circle described by the handle in which he can do little work.
THE CYLINDER.
Fig. 21.—Diagrammatic section of a cylinder and its slide-valve.
The cylinders of an engine take the place of the muscular system of the human body. In Fig. 21 we have a cylinder and its slide-valve shown in section. First of all, look at P, the piston. Round it are white grooves, R R, in which rings are fitted to prevent the passage of steam past the piston. The rings are cut through at one point in their circumference, and slightly opened, so that when in position they press all round against the walls of the cylinder. After a little use they "settle down to their work"—that is, wear to a true fit in the cylinder. Each end of the cylinder is closed by a cover, one of which has a boss cast on it, pierced by a hole for the piston rod to work through. To prevent the escape of steam the boss is hollowed out true to accommodate a gland, G1, which is threaded on the rod and screwed up against the boss; the internal space between them being filled with packing. Steam from the boiler enters the steam-chest, and would have access to both sides of the piston simultaneously through the steam-ways, W W, were it not for the
SLIDE-VALVE,
a hollow box open at the bottom, and long enough for its edges to cover both steam-ways at once. Between W W is E, the passage for the exhaust steam to escape by. The edges of the slide-valve are perfectly flat, as is the face over which the valve moves, so that no steam may pass under the edges. In our illustration the piston has just begun to move towards the right. Steam enters by the left steam-way, which the valve is just commencing to uncover. As the piston moves, the valve moves in the same direction until the port is fully uncovered, when it begins to move back again; and just before the piston has finished its stroke the steam-way on the right begins to open. The steam-way on the left is now in communication with the exhaust port E, so that the steam that has done its duty is released and pressed from the cylinder by the piston. Reciprocation is this backward and forward motion of the piston: hence the term "reciprocating" engines. The linear motion of the piston rod is converted into rotatory motion by the connecting rod and crank.
Fig. 22.—Perspective section of cylinder.
The use of a crank appears to be so obvious a method of producing this conversion that it is interesting to learn that, when James Watt produced his "rotative engine" in 1780 he was unable to use the crank because it had already been patented by one Matthew Wasborough. Watt was not easily daunted, however, and within a twelvemonth had himself patented five other devices for obtaining rotatory motion from a piston rod. Before passing on, it may be mentioned that Watt was the father of the modern—that is, the high-pressure—steam-engine; and that, owing to the imperfection of the existing machinery, the difficulties he had to overcome were enormous. On one occasion he congratulated himself because one of his steam-cylinders was only three-eighths of an inch out of truth in the bore. Nowadays a good firm would reject a cylinder 1⁄500 of an inch out of truth; and in small petrol-engines 1⁄5000 of an inch is sometimes the greatest "limit of error" allowed.