Fig. 29.—Sketch of the arrangement of a triple-expansion marine engine. No valve gear or supports, etc., shown.
In Fig. 29 we have a triple-expansion marine engine. Steam enters the high-pressure cylinder[4] at, say, 200 lbs. per square inch. It exhausts at 75 lbs. into the large pipe 2, and passes to the intermediate cylinder, whence it is exhausted at 25 lbs. or so through pipe 3 to the low-pressure cylinder. Finally, it is ejected at about 8 lbs. per square inch to the condenser, and is suddenly converted into water; an act which produces a vacuum, and diminishes the back-pressure of the exhaust from cylinder C. In fact, the condenser exerts a sucking power on the exhaust side of C's piston.
ARRANGEMENT OF EXPANSION ENGINES.
In the illustration the cranks are set at angles of 120°, or a third of a circle, so that one or other is always at or near the position of maximum turning power. Where only two stages are used the cylinders are often arranged tandem, both pistons having a common piston rod and crank. In order to get a constant turning movement they must be mounted separately, and work cranks set at right angles to one another.
COMPOUND LOCOMOTIVES.
In 1876 Mr. A. Mallet introduced compounding in locomotives; and the practice has been largely adopted. The various types of "compounds" may be classified as follows:—(1) One low-pressure and one high-pressure cylinder; (2) one high-pressure and two low-pressure; (3) one low-pressure and two high-pressure; (4) two high-pressure and two low-pressure. The last class is very widely used in France, America, and Russia, and seems to give the best results. Where only two cylinders are used (and sometimes in the case of three and four), a valve arrangement permits the admission of high-pressure steam to both high and low-pressure cylinders for starting a train, or moving it up heavy grades.
REVERSING GEARS.
