Kudos to the museum staff and Dan for producing this highly educational video. I learned an enormous amount of knowledge about how a late steam era locomotive operates. The design ingenuity represented by the creation of these machines is truly awe inspiring. When one considers how profoundly steam locomotion changed man's existence on the planet in such a short period of time, it is no wonder that the engineering geniuses who invented and continuously improved these incredible machines were held in the highest regard. They literally changed the world for the better.
Superb video! The modeling in combination with Dan's thorough explanations greatly helped me understand the function & differences between inside & outside emission valving. I look forward to seeing each future video presentation. Thank you!
Excellent presentation! What program was this rendered in? I feel like just the modeling alone must have been a monumental task, let alone the excellent description of the valve events, thank you!
11/14/2022 There are several software's available that would give this result, like Autodesk Inventor (the one I know slightly). If the modeler has actual drawings etc. of the locomotive, he/she can reproduce ALL parts of the locomotive quite readily. the problem lies in the massive amount of memory required store all the parts and the additional memory to animate the assembly. It would require several terabytes of available memory. What is cool is that an full size virtual model can be made, and have a real locomotive. I'm very impressed.
The graphics of this presentation are of superlative quality....so is the narrative, giving this tutorial the quality of a professional training video...
Outstanding in every way! Question: Because of the area of the connecting rod, the main piston must have more pushing power in one direction. Does this matter at all?
In the late 18 and early 1900's the C&O went through my grandfather's property to service local towns hauling coal, timber, freight and passengers. I am a helpless railfan and am just mesmerized by how this mechanism operates and developed to such a fine degree. Now aided by your amazing graphic presentation and narrative, I now understand it. Very, very, very well done! Thank you so much. I hope to one day ride the "Gap Trail". Dave
Some 2 stroke diesel engines can reverse by switching the cams to a reverse set of cams which works opposite to the forward cams. Which is a tad bit similar to reversing a steam engine. Cams and poppet valves are after all just a fancier version of the valve gear and spool valves.
First - amazing video. Even as a railfan, I learned so much from the engineering details of this video. But second - it's been a year - where is part 2! Don't leave me hanging! :-)
I just watched this video again and gained a better understanding of steam locomotive valve operation. The animation is truly amazing! I can hardly wait to see the next part.
Excellent video, when will Walschaerts and baker videos be released? Been waiting with great anticipation for a year since this video came out, hope it’s soon!
U.S. METHODS ARE NOT EXCLUSIVE ! While this programme is excellent in describing the typical methods & usage of the Belgian designed Walschearts valve gear. As adopted for use in the Classic AMERICAN 2 cylinder Simples, of the Post First World War era until the end of steam. It needs to be pointed out that around the World many types of valve gear were in use. And by World War two certain more advanced & more efficient types of valve gear were starting to come to the fore, such as "British Caprotti". Further certain countries such as France had "love affairs" with "Compound" type locomotives, which required different methods and visually different equipment at the front end. In Germany the typical valve gear used was "Heusinger" itself a slightly "improved" version of Walschearts. Further Europe also had problems with limitations on the Physical size of steam locomotives. Which unlike in the USA were constrained by the size of tunnels & other structures built in the early days of railways. This resulted in some locomotives having to have not just two outside cylinders but also one or two more cylinders hidden between the frames. Which of course resulted in different methods of valve gear construction and cylinder design !!! INSIDE & OUTSIDE MULTI CYLINDER TYPE !!! Probably the best visual example of the different approach to locomotive construction each side of the Atlantic as far back as 1927. Was the invitation to the Baltimore & Ohio Railroads Centenary celebrations called "The Fair of the Iron Horse". Where the then brand new British FOUR CYLINDER 4-6-0 of the then Great Western Railways new "King" class locomotive (No 6000 "King George VI") headed the daily "cavalcade" of steam locomotives. The ORIGINAL FILM can be found here on RU-vid under the title "1927 Baltimore & Ohio Railroad Centennial Celebration". The King class locomotive is seen passing the grandstand of onlookers at 20:07 in this old film. The GWR 6000 seen in the film, clearly reveals its typically British very clean uncluttered lines, the LACK of external valve gear (all hidden between its frames), and the fact it is a FOUR CYLINDER Express passenger type. The outside cylinders are clearly visible in the usual place ahead of the large (6ft 7in) Driving wheels. The inside cylinders, between the main frames, are revealed by the two polished brass round Piston covers, side by side on the front of the locomotive, just below the boiler smokebox door. Other ALIEN features to US eyes fitted to 6000, are the fact that this loco was vacuum braked. (As were most British Railways at that time) It has standard European sprung buffers, and the European "Screw Link" type coupling. It has NO boiler dome only a polished brass safety valve cover, as steam collection was done at the apex of the taper boiler where it joined the Belpaire shaped firebox obviating the need for a dome. Further, despite being the smallest loco in the parade of then modern locos that followed it around the circular track every day. 6000 developed more Horsepower per ton of locomotive than any other locomotive present at the B&O centenary fair. Thirty of this class were built, and they operated between London & Plymouth (237 miles), hauling the Worlds then longest NON STOP passenger express service named the "Cornish Riviera". NOTE: Number 6000 as seen in the 1927 film, is fully PRESERVED in full working order, and still makes mainline steam tours across various parts of Britain throughout the year for tourists to ride on these trains. As do two of her identical sisters. Indeed Britain has at over 800 steam locos in operational preservation as "Steam Heritage trains" are now a major 12 Billion US Dollars per year business. Thousands of pieces of film are posted on RU-vid virtually daily, showing many of these locos including 6000, hauling train fans around Britain every year !!!
Interesting. Is that hollow spool shown at 6:00 something unique? Because I've never seen this in any explanation. And I found pictures showing Trofimov valves with pistons being able to slide freely on piston rod when pressure is not applied to push them appart against end stops. This opened both ends of cylinder to exhaust when train was idle (e.g. going downhill), it's nicely visible in this video: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-06lDFM3gFgo.html
Absolutely Superb production!! Been looking for something like this for a long time. It's terrific! . . and thanks for the 'shout out' for slide valves. Haha
A fascinating animation that reveals design principles that are quite incredible and yet clearly explained - this is by far the most comprehensive video I have seen detailing the mechanism and its engineering. I very much appreciate the time it must have taken, it is truly remarkable!
Dave: Can you tell me if the piston operation on the right side of the locomotive is synchronized with the piston operation on the left side of the operation?
@@bigrobbie1843 think they are offset somewhere so the loco will always start to move from a dead stop . both pistons can never be at top or bottom dead center at the same time.??
On a two cylinder steam loco the cylinder events are 90 degrees from each other. If the piston in the right cylinder is at the front of the cylinder then the piston of the left cylinder is at mid stroke to avoid starting at "dead centre". And because steam cylinders are double acting there are two exhaust beats per cylinder x two cylinders which gives four exhaust beats per revolution of the drive wheels.
SO WOW THERE'S STILL A LOT OF WASTED STEAM PRESSURE STEAM ENERGY BEING JUST BLOWING RIGHT UP THE STACK DAVID ADAM GRENIS MAPLETON AVENUE BOULDER COLORADO USA
This is why compounding was tried in multiple designs. It's always been known that the exhaust steam was an untapped possible energy source, it was just finding a way to tap the steam without making it SO complicated that maintenance costs exceeded the efficiency gains.
@@jdgindustries2734 .. it worked well on stationary and marine steam engines (triple expansion engines). Especially marine engines evolved into triple expansion engines due to fuel efficiency, allowing greater range with less coal aboard. Compound locomotives were less of a success, because fuel could be made readily available alongside railways (coaling stations), while mechanical complications made the maintenance costs not worthy the economy of fuel.
Poderia explicar, como um pistão tão pequeno, consegue empurrar uma máquina tão pesadam? Poderia explicar a relação de pressão da caldeira, diâmetro do pistão e força na biela? Obrigado from Brazil...
Very nicely done. The only sad thing is, that it only covers the american development on the steam locomotive, which was by far not the end or even the peak of steam loco evolution. Pressure equalizing piston valves, such as Müller, Karl-Schulz/Nicolai or Trofimow are not even mentioned. As well as Stephenson, Allan-Trick, Helmholtz or Gooch valve gear.
It had seemed to me that a rather high point of understanding was reached in France (in terms of efficiency as well as performance, resulting from careful research and scrupulouts attention to design detail) with the steam locomotives rebuilt under the design direction of André Chapelon, but I'm not intimately familiar with German developments. I do know that some of his insights into the behaviour of steel wheels on steel rails at speed even informed the very much later development of the TGV running gear, and it seems to me a shame that politics and bureaucratic intrigues meant that he never was given the opportunities his brilliant results merited.
just like you, I have always been (and remain so) puzzled by all those rods, big and small the old truth is that sometimes solutions are much easier electrically then mechanically
I have a question regarding lubricant. How much is needed for the whole assembly to run without any issue? And how is it injected into the openings in between the piston rod and the piston casing along with the other openings that need it?
Oil is delivered to the steam, and it is deposited into both the valve chamber and the main cylinders from the steam flow. That is what made condensing and reusing the steam so difficult: removing the oils before delivering the condensed water back to the boiler.
The piston drives the wheel due to a rod. On the wheel a second rod is attached, which in turn drives the valve. That is the simplified description. Wait until he explains the Walschart mechanism to figure out how this "backwards" is cleverly built up in order to enable the different lengths of valve movement. If you can't wait, here is a model which shows all the individual components in action (but doesn't talk in detail why you want to do this) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-b7NABUkyGok.html
The mechanics of the valve motion is a case study in itself. You can have a look at these: Walscherts Stephenson Baker Capriotti Southern Hackworth/Klug Baghal
Look at the whole engine from the side (maybe 1:40). Do you see how the piston rod comes straight out of the cylinder, and then a flat, vertical bar crosses over it? That vertical bar connects the piston and the valve. They are not _directly_ connected to each other, but you can see that the vertical bar connects on the lower end to another bar, which connects to the point where the piston rod ends. When steam pushes and pulls on the piston, the piston pushes and pulls on the bars, causing that vertical bar to push and pull the valve in the same direction as the piston, with a slight delay. The driver can also use a lever or wheel in the cabin to sort of "nudge" the valve forward or backward to change how long the valve opens, as he did when starting the locomotive (15:03), but this is done to make adjustments, e.g., when changing direction; it isn't something you'd need to be doing all the time. The piston does the real work.
in the beginning of the video, you talked about the engine, and I have always wondered how people are able to classify steam engines, not just wheel arrangement, but also by type or other means of classification
