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than would be possible by hand and at the same time enables one
man to operate both the engine and the plows.
Clutch.
The clutch affords a means of connecting and disconnecting the
driving wheels and engine shaft. It is usually of the friction type
described under “Gas Tractors.” By releasing the clutch the engine is
disconnected from the driving gear so that the tractor remains
stationary while the engine is driving a load through the belt.
The exhaust from the cylinders is used in two ways, first to create a
draft for the fire, and second to heat the feed water pumped into the
boiler. The draft is increased by exhausting a portion of the steam
into a nozzle placed directly under the stack. The friction of the
steam on the surrounding air, draws the air with it, forming a partial
vacuum over the grate at each puff, and in this way it causes
additional air to rush through the fuel and increases the temperature
of the combustion. As the load increases the “puffs” increase in
intensity due to the greater terminal pressure and the fire is
accelerated in proportion. This is a simple but rather expensive way
of increasing the draft.
A considerable proportion of the heat in the exhaust steam is saved
by using it to heat the feed water supplied to the boiler. Besides the
saving in fuel, affected by heating the water from steam that would
otherwise be thrown away, the strains on the boiler due to the
injection of cold water are greatly decreased as the difference
between the temperatures of the boiling water in the boiler and the
hot feed water are much less than in the former case.
The feed water heater consists essentially of a series of tubes in a
cylindrical shell. The tubes are surrounded on the outside by the
feed water, and are filled with the exhaust steam which passes from
end to end through the tubes. The hot water is pumped from the
heater into the boiler. An efficient feed water heater adds greatly to
the steaming capacity of the boiler.
(152) Feed Pump.
A small steam pump is furnished for pumping the water into the
boiler. This device consists of a small steam cylinder connected
directly with the pump plunger and is absolutely independent of the
main engine so that it can be used whether the engine is running or
not. The exhaust of the pump should be turned into the feed water
heater when the engine is not running so as to heat the water, but
should be directed to atmosphere when the main exhaust is passing
through the heater. An injector is usually supplied with the engine
for feeding the boiler in emergencies.
The injector forces water into the boiler by means of a steam jet
which is arranged so that a high velocity is imparted to the water in
the injector nozzle by the condensation of the steam furnished by
the jet. In this way water is pumped into the boiler against a
pressure that is equal to the pressure of the steam acting on the
water. Except for a check valve there are no moving parts. No feed
water heater connection is made with the injector for this device
raises the temperature of the feed to a considerable temperature.
The temperature is not as high, however, as the temperature of the
water from the feed water heater and pump, and because of the
comparatively low temperature coupled with the fact that live steam
is used in heating the injector water, it is not an economical method
of pumping.
(153) The Boiler.
As the boilers of traction engines sustain the pull and vibration of the
engine as well as the stresses due to traveling over rough roads in
addition to the steam pressure strains, they must be made very
substantially and of the best materials. The service of the boiler on a
traction engine is very different from that met with in stationary or
locomotive practice for the tractor seldom receives the attention that
is given to the other types and as it goes bumping over the fields
with the water whacking at every joint and the engine rushing and
surging at every little grade, it receives an “endurance” test every
moment of its existence.
A boiler should show an inspection pressure considerably in excess
of that which it is intended to carry. It should be well stayed and
braced, and should be suspended from the road wheels in such a
way as to be relieved from as much strain as possible. No transverse
seams should be permitted, and the barrel should be well reinforced
at the point where the front bolster is attached as well as at points
where pipe connections are tapped into the shell. No large bolts
should be tapped into the steam or water space. The tubes should
be placed so that they may be easily withdrawn or cleaned. The
location of the hand holes and washout holes is also an important
item, for inaccessible hand-holes are an abomination.
Boiler lagging or covering is intended to reduce the heat loss by
radiation, and for this reason it should be of a good insulating
material and should be thick enough to be effective. The cost of
jacketing is more than covered by the saving in coal, especially in
cold weather.
A straw-burning fire box differs from a coal burner in having a fire
brick arch and a shorter grate, and in having a special chute on the
fire door for feeding the straw into the furnace. After a short time,
the fire brick arch becomes incandescent, keeping the firebox
temperature constant and producing perfect combustion of the tarry
vapors distilled from the straw. A trap door is provided on the straw
chute which automatically keeps the outside air from chilling the fire.
(154) Oil-Burning Steam Tractors.
As with the straw-burning furnace, a brick arch is used in burning oil
for the purpose of preventing fractional distillation of the oil during
the combustion. In some forms of oil furnaces a brick checker-work
is used that provides a much greater surface to the gases than the
ordinary firebrick arch and therefore keeps a steadier temperature
and pressure. Broken firebrick in the furnace placed in heaps with a
rather porous formation is also an aid to combustion. With very
heavy oils a jet of steam in the firebox is of great assistance in
consuming the free carbon of the fuel (soot).
The oil in practically all cases is atomized or is broken up into a very
finely subdivided state by the action of a jet of steam. The finer this
subdivision the better will be the combustion for the oil particles will
be brought into more intimate contact with the air. Provision is also
made in the burner for either whirling or stirring the oil vapor with
the air so that a rapidly burning mixture is formed. In other respects
the oil burning engine is the same as the coal or wood burner.
(155) Care of the Steam Tractor.
During the idle season, the engine should be well housed, all bright
parts slushed with grease and the whole engine carefully covered
with tarpaulins. A tractor is an expensive machine and should be
given care, or it will rapidly depreciate and start giving trouble.
When one considers the abuse and neglect given farm machinery it
is remarkable that it will work at all, let alone give efficient service.
Small Fairbanks-Morse
Motor Driving Binder.
Before starting a new engine or one that has been idle for a
considerable time, all of the bearings and lubricating should be
thoroughly cleaned with kerosene oil, removing all grit or gum. After
cleaning, they should be thoroughly oiled with the proper grade of
lubricant and then adjusted for the correct running fit, taking care
that the bearings and wedges are not taken up too tight, nor too
many shims are taken out. Be sure that the openings in the
lubricating cups and oil pipes are not clogged and that oil holes in
the bearing bushings register with those in the bearing caps. At
points where there are sight feed gauge glasses, the glasses should
be cleaned with gasoline and all of the joints repacked with new
packing.
Careful attention should be paid to the piston rod and valve rod
packing taking care that it is only tight enough to prevent the
leakage of steam and no greater. Excessively tight packing burns out
rapidly, scores and shoulders the piston rod, making it impossible to
keep the joint tight. When rods are badly scored they should be
trued up in the lathe taking care not to take off too much metal on
the finishing cut. When renewing fibrous packing be sure that all of
the old packing is removed before placing the new packing in the
box. Keep the packing well lubricated at all times to prevent wear,
and in some cases it will be advisable to add an oil cup to the
stuffing box to insure sufficient lubrication.
Go over the valve gear and make sure that there is no looseness or
play in the eccentrics or pins, and that all of the bolts and keys are
tight and in place. Loose connections in the valve gear are not only
productive of knocks and wear but also tend to increase the fuel
consumption of the engine. When possible, indicator cards should be
taken at intervals to make sure that the valves are correctly set. In a
test recently made by the author, the indicator cards showed a
defective setting due to wear, that when corrected saved the owner
of the engine about 600 pounds of coal per day, and as the coal cost
$9.50 per ton delivered in the field, the saving soon paid for the
expense of the test. Points of adjustment are provided on all valve
gears, and as they differ in detail for each engine we cannot give
explicit directions for settling the valves, but will leave this point for
the direction book of the maker.
The governor and governor belt should now receive attention
making sure that there are no loose points or nuts in the mechanism
and that the governor belt is in good condition. Defective governor
belts are dangerous through the possibility of over speeding.
Slipping or oily belts not only increase the chances of fly-wheel
explosions, but also cause a fluctuation in the speed which is not
desirable especially in threshing, where good results are obtained
only by a constant speed. Make sure that the safety lever works
properly and shuts off the steam with a loose or broken belt. Test
the governor valve stem for sticking or for rough shots that are likely
to cause uneven running. Keep the governor well lubricated with
light oil, and keep the oil off the belt as much as possible. Governor
valve should be carefully tested for tightness and freedom.
The throttle valve must be absolutely steam tight for a leaking valve
is a dangerous proposition especially in stopping the engine. It is
generally arranged so that it can be reground with pumice stone or
crocus powder and oil. If the valve is of bronze or brass do not use
emery or carborundum for the particles will become imbedded in the
soft metal and put it in a worse condition than ever. Pack the valve
stem.
A leaking slide valve is the cause of much loss of power, and waste
of coal, and as the leakage mingles directly with the exhaust, it often
remains unknown until it has thrown away a considerable quantity of
fuel. It is best detected by blocking the engine with the piston at
mid-stroke and opening the throttle valve slightly. If the cylinder
drain cocks are now opened, the leaking steam that escapes into the
cylinder will be seen issuing from the drains. The leakage that
passes into the exhaust will be seen escaping from the stack while it
is practically impossible to have the valves absolutely tight at all
times, the steam should not escape so rapidly that it roars through
the openings. Leakage past the piston is another source of loss that
can be detected by blocking the engine so that the piston is very
near, one end of the stroke, with the valve opening one of the
cylinder ports. Any steam that passes the piston will pass out of the
exhaust. With an old engine it is likely that the cylinder is worn oval,
or that the valve seat is grooved or uneven, in which case it will be
necessary to rebore the cylinder and fit new piston rings or reface
the valve seat. Broken piston rings are often the source of leakage,
and if not replaced with new at an early date, are likely to destroy
the cylinder bore as well. Broken rings generally make themselves
known by a wheezing click when the engine is running.
The steam feed pump should be well lubricated with a good grade of
cylinder oil and should be well packed around the piston rod
especially at the water end. To guard against pump troubles a good
strainer should be provided on the water suction line to prevent the
entrance of sticks and dirt into the cylinder. Great care should be
exercised in keeping the suction line air tight, for if any air escapes
into this line no water will be lifted. Dirt under the valves is the
cause of much pump trouble, as a very small particle of dirt will
allow the water to pass in both directions through the valves.
Leaking packing will also destroy the vacuum in one end of the
cylinder. For the best results the pump should be run slowly but
continuously, feeding a small amount of water at one time. This
method of feeding allows the feed water heater to bring the water
up to the highest possible temperature which reduces the fuel
consumption and reduces the strains on the boiler. It is a bad policy
to let the water get low in the boiler and then “ram” full of cold
water in a couple of minutes. Attention should be paid to the check
valve that is located between the pump and boiler. It should be kept
clean and the valve kept tight and in good condition.
When the feed water is hard a boiler compound should be used to
reduce the amount of scale in the boiler or soften it and make its
1
removal easier. Scale of 16 inch thickness will decrease the efficiency
of the boiler by 12%, and this loss increases rapidly with a further
increase in the thickness of the scale because of its insulating effect
on the tubes. Soft sludges such as mud and clay may be removed
by-blowing off or by the filtration of the water before it is pumped
into the boiled. Lime and magnesia which form flint-hard deposits,
require chemical treatment such as the addition of sodium
phosphate, etc. In any case, the deposits waste heat and increase
the liability of burning out tubes or bagging the sheets.
Buffalo Marine Motor.
A solution that has given good results with waters containing lime,
consists of 50 pounds of Sal Soda and 35 pounds of japonica,
1
dissolved in 50 gallons of boiling water. About 40 quart is fed into the
boiler for every horse-power in 10 hours, the solution being mixed
with the feed water. Kerosene has been used a great deal to soften
scale, and gives good results if not fed in quantities to exceed 0.01
quart per horse-power day of 10 hours. An excess of kerosene is to
be guarded against for it is likely to accumulate in spots and cause
bagged sheets or burn outs.
CHAPTER XV.
OIL BURNERS.
(156) Combustion.
To obtain the full heat value of a liquid fuel it must be provided with
sufficient air to complete the combustion, it must be in a very finely
subdivided state, or in the form of a vapor at the time of ignition,
and it must be thoroughly mixed with the air so that every part of
the oil is in contact which its chemical equivalent of oxygen. Failure
to comply with any of these conditions will not only result in a waste
of fuel but will also be the cause of troublesome carbon deposits and
soot, which eventually will interfere with the operation of the burner.
Complete combustion is much more easily attained with the lighter
hydrocarbons such as gasoline or naptha than with crude oil or the
heavier distillates, for they are more readily vaporized and mix more
thoroughly with the oxygen. Only a slight degree of heat and
pressure is required with gasoline while with crude oil a high
atomizing pressure and high temperature are required to obtain a
satisfactory flame. In the majority of cases where heavy oils are
used the fuel is not even completely vaporized but enters the
combustion chamber in the form of a more or less finely atomized
spray. The methods by which the liquid fuel is broken up divides the
burners into three primary classes.
(1) LOW PRESSURE BURNERS in which the fuel is atomized by a
blast of low pressure air which also supplies a considerable
percentage of the air required for combustion.
(2) HIGH PRESSURE BURNER in which a small jet of high pressure
air or steam is used to atomize the oil, the air for combustion being
supplied from a source external to the burner.
(3) COMBINED HIGH AND LOW PRESSURE BURNER in which the
fuel is atomized by high pressure air or steam, and the greater part
of the air for combustion is furnished by a blower at a comparatively
low pressure.
In class (1) the oil is supplied to the burner under pressure and by
means of a specially designed jet is thrown against hot baffle plates
or gauze screens where the partially broken up liquid is caught by
the high velocity air and reduced to a still finer spray by its impact
against other screens or baffles further on in the burner. This system
is applicable only to the light and intermediate grades of oils, such
as gasoline, naptha or kerosene, unless heat is applied to the
external casing to aid in the vaporization. In some cases the
projection of the burner into the furnace gives satisfactory results,
but with such an arrangement there is a tendency to deposit carbon
in the burner and for the flame to “strike back” should the velocity of
the air fall below a certain critical point. Better results were had with
this type of burner, by the author when the air blast was preheated
by passing several long lengths of the intake air pipe over a hot part
of the furnace, instead of entering the burner nozzle into the
combustion chamber proper.
A well known modification of this type is the gasoline torch used by
electricians and plumbers in which the gasoline is sprayed into a
perforated hot tube by air pressure in the tank. When the spray
formed at the needle valve strikes the surrounding hot tube it is
instantly vaporized and is mixed with the air passing through the
perforations in the tube. While the air entering the tube is not forced
through the openings by external pressure it attains sufficient
velocity to aid in the vaporization because of the vacuum established
by the jet. This however is only enough for the more volatile fuels—
such as gasoline or benzine.
The high pressure which is by far the most commonly used with low
grade fuels may be divided into five principal types (a) ATOMIZER
burner, (b) The INJECTOR burner, (c) DRIP feed burner, (d)
CHAMBER OR INTERNAL burner, (e) EXTERNAL BLAST burner.
All of these burners break up the fuel by high pressure air or steam,
the types given being different only in the way that the pressure is
applied to the fuel.
The atomizer acts on the same principle as the medical or perfumery
atomizer, the high pressure jet playing directly across the open end
of the oil passage as shown by Fig. A. As the vacuum created by the
blast is very low, and has little effect in lifting the fuel to the burner,
the oil either is made to flow by gravity or by a pump. In the figure
the oil in the upper passage is shown pouring down in front of the
air or steam jet issuing from the lower port. Both ports are supplied
by the pipes shown by the circular openings at the right. The steam
and oil are controlled by independent valves placed in the two
passages.
In practice the oil and steam openings at the end of the burner may
be either single or multiple round openings or long thin slots, the
former style being the most common. Since only a small amount of
air is admitted through the blast nozzle, far too little to completely
consume the oil, the air for the combustion is admitted through
openings in the combustion chamber proper, this air being supplied
by natural draft or by blower. In some cases the burner is entered
into the furnace through an opening that is much larger than the
burner itself. The atmospheric air enters through baffle plates in this
opening which impart a whirling motion to the air that passes over
the burner. This is of considerable aid in maintaining complete
combustion in the furnace, and also tends to prevent deposits in the
burner.
Fig. 135. Showing the
Different Classes of Oil
Burners.
Fig. C shows a drip feed or “dribbling” burner in which the oil pours
out of the upper port and over the lower port through which the
steam or air issues. As would be expected, the atomization is not as
perfect with this burner as with the atomizer or injector type.
A burner in which the oil and steam mix before passing out into the
furnace through the final opening is known as a “Chamber burner,”
and is shown by Fig. D. In some respects, at least in construction, it
is similar to the injector burner, but it does not possess the lifting
abilities of the latter because of the open space in front of the steam
nozzle. The atomization takes place largely within the burner
because of the eddy currents of air and oil vapor created both by the
vapor striking the walls of the outer tube and by the large space in
which it has to circulate before passing out of the orifice.
An external blast burner as shown by Fig. E, in which the oil is
forced out of the openings (3–3) at the extreme end of the burner
atomizes by blowing the oil off of the tube by jets of steam directed
by a series of annular openings in a disc. This is really a type of
atomizer burner as will be seen by close inspection. This type must
be very carefully constructed and the steam jets must be kept very
clean in order to have good results for a little variation in the
pressure or a small particle of dirt in the openings will deflect the
steam and prevent a perfect oil spray. It’s one advantage lies in the
fact that the oil and air are always separate and therefore minimize
the danger of carbonization.
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