Steam Locomotive Running up operation

Steam Locomotive Running up operation - l .new articulated locomotive composed of three driving units. The middle unit bears the evaporating boiler, whilst both end units each producer or main boiler.

carry an auxiliary boiler communicating with the main boiler, each 'auxiliary boiler supplying water to the main boiler at the temperature of evaporation.

Fig. 2 is a cross section and Fig. 3 an enlarged longitudinal'section of the auxiliary boiler. Figure 4 is a longitudinal view of the new articulated locomotive fitted with the pump and the required pipings for circulation of -water within the water pipings forming a part .of the auxiliary boiler.

- Fig. 5 is a longitudinal sectional view of the new articulated locomotive composed of two units, unit D carryin the boiler of evaporation which is fed wlth water at the heat of eva oration by the auxiliary boiler carried by tie unit E; Fig. 6 is a diagrammatic view of the new articulated llocomotlve composed of three units, each unit DfE carrying an evaporatin boiler whichis fed by the two auxiliary ilers which are carried by the central unit C.

Figures 7, 8, 9 show in elevation the auxlliary boilers communicating withl the cooperating boiler and acting always under complete wate` filling, their highest point being lower than the level of the I:furnace roof of the steam l In Figure 1 is shown at B the central driving unit embodying the evaporating boiler with metal furnace 3 the latter being in common with two opposed bodies 4, 5 containing each a number of fire tubes. At 12 are shown the communication channels for the combustion gases with; the auxiliary boilers 6, 8 serving for heating the feed water of the steam producing or main boiler.

The auxiliary boiler 6 is carried by the end unit A, whilst the auxiliary boiler 8 is carriedby the end unit C.

- Each auxiliary boiler 6, 8 contains (Figures 1, 2, 3) in its lower portion steamtubes 29 and in the middle and upper portions smoke tubes 24 and water tubes 36.

v The water tubes 36 through which the circulating waterilows supplied by a pump. 42 (Fig. 4) .serve to heat water adapted for instance for heating the railway cars. The'l caps 37, 38 (Fig, 3) serve to insulate the water tubes 36 from the combustion gases.

The boxes 33, 34 (Figs. 1, 3) serve to insulate the steam tubes 29 from the combustion4 gases coming from the main boiler.

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Massive Diesel cargo Locomotive Train driving along power

tMassive Diesel cargo Locomotive Train driving along power tle - In both FIG. 1 and FIG. 2, a diesel engine 1 in a diesel electric locomotive is connected to a main generator 2. This is used for operation of the drive apparatus 3 and is for this purpose connected via a first rectifier 4 to a direct current traction intermediate circuit 5, to which the drive apparatus 3 is connected. The drive apparatus 3 has a converter and a motor.

The diesel engine 1 is also connected to an auxiliary generator 7 in order to operate various auxiliary appliances 6 which, by way of example, may be fans or heaters. This auxiliary generator 7 is electrically connected via a second rectifier 8 to a direct current auxiliary operation intermediate circuit 9, to which the auxiliary appliances 6, the upstream components, such as converters by way of example, are connected.

In order to allow the auxiliary appliances 6 to be supplied with electrical power even when the auxiliary generator 7 is not in operation, the first rectifier 4, which is connected on the input side to the main generator 2, is likewise connected via a DC/DC converter 10 to the direct current auxiliary operation intermediate circuit 9. The DC/DC converter 10 is required since the direct current auxiliary operation intermediate circuit 9 requires a different voltage than the direct current traction intermediate circuit 5.

This provides a redundant electrical power supply for the auxiliary appliances 6. Even when the diesel engine 1 in the locomotive is switched off during braking, electrical power is available for the direct current auxiliary operation intermediate circuit 9 because the electric motor for the drive apparatus 3 is operated as a generator by the train that is still rolling, thus producing electrical power via the converter in the drive apparatus 3 and via the DC/DC converter 10 for the auxiliary appliances 6.

A corresponding direct current auxiliary operation intermediate circuit in another coupled locomotive can be connected to the direct current auxiliary operation intermediate circuit 9 on both sides, via couplings 11. In consequence, if the train is being drawn by two or more locomotives, the auxiliary appliances 6 can also be supplied from a coupled locomotive.

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Breathtaking Army Helicopter - Stunning Black Special Forces

Breathtaking Army Helicopter - Stunning Black Special Forces - Why do helicopters need a tail rotor?

Helicopter tail rotor

According to the laws of motion, any force (or action) produces an equal force (or reaction) in the opposite direction. This means the torque (rotating force) produced by a helicopter's blades tends to turn the fuselage (the main helicopter body) in the opposite direction. All helicopters have either a second propeller or another device to counteract the torque of the main blade. In most helicopters, a tail rotor balances the torque by pushing in the opposite direction to the main rotor. Some helicopters have two rotors mounted on the same shaft, which turn in opposite directions (counter-rotating) to cancel the torque. Others (notably the large military Chinook helicopters) have a rotor at the front and a rotor at the back and cancel the torque by turning in opposite directions. Tail rotors solve one problem but can cause others. Noisy and dangerous to passengers, the tail rotor of a helicopter is also highly susceptible to damage from passing birds or debris. This is a big problem, because a helicopter with a damaged tail rotor is dangerously uncontrollable. NOTAR helicopters have a giant fan inside the fuselage that sucks in air just behind the cockpit and blows it out again through a side hole near the tail. This produces the same sideways force as a tail rotor, but is quieter and safer.

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Coal Locomotive barbie best of looking passes

Coal Locomotive barbie best of looking passes - A coal-fired steam locomotive powered by reciprocating steam engines. The locomotive is a two-unit drawbar-coupled locomotive. The units, which are designated as a power unit and a support unit, are arranged back-to-back, with each having a cab-in-front. Operation of the locomotive is equally effective in both directions. The power unit basically contains a furnace and combustion system, an ash storage system, a gas cleanup and exhaust system, a boiler and steam generator, steam engines, a jet condenser, and a control cab. The support unit, on two 6-wheel trucks, contains a modular coal storage area, a stoker motor, a water storage area, heat transfer assemblies and fans for air-cooling circulating water, and a second control cab. The coal-gasification furnace, steam boiler, and steam engines are all in a closed system. Further, the steam engines of the locomotive are in the form of a four cylinder, balanced system for driving the running gear of the locomotive. The steam expansion cycle is compounded; two high pressure cylinders exhaust into two low pressure cylinders, with all cylinders sized for equal thrust. Spent steam is condensed, cooled on-board, and the water recycled through the boiler. A condensing cycle is utilized to both obtain more power and minimize water make up. A large water supply is carried on the support unit to minimize way side water points. Condensing of the water is by jet condensing which takes place on the power unit and utilizes feedwater as the jet condensing means. The heated water is pumped through a heat exchanger provided on the support unit before returning to the water supply tank. In order to eliminate nusiance dirt, coal is prepackaged in large modules. Up to three modules are placed over the stoker screw mechanism contained on the support unit.

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Steam Galore Locomotive Brilliant sound

Steam Galore Locomotive Brilliant sound - Into the boxes 34 is discharged the exhaust steam from the vdriving cylinders E placed on the central unit B. The exhaust steam passing through the steam pipes 29 heats to a certain temperature (148. F.) the Water in the lower portion of the auxiliary boilers 6, 8 which latter, as shown -in Figure 7 'are fed through tubes 167 by pumps 164, drawingl the water from containers 165.

The combustion gases issuing from the main boilerpass through'smoke tubes 24 (Figs. 1, 2, 3) of the auxiliary boilers 6, 7 and are discharged into the smoke rooms 7, 8. The surface of the smoke tubes 24, utilizing the available calories of the combustion gases of the main boiler raises the temperature of the water which is already pre-heated by the smoke tubes A29 up to the evaporation heat correspondin to the working pressureL of the main boller which latter, as shown in Fig-7 communicates with the auxiliary boiler ,6, 8 by means of link tubes 168, 169.- The water supply to the evaporation boiler is effected through 'the tubes 168.

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Diesel train warming up!

Diesel train warming up! - The invention provides a diesel locomotive with a good heat dissipation effect, which comprises a frame, a bodywork, a transmission system, a traveling assembly, a diesel engine and an air system. The bodywork comprises a power house and two cabs, wherein the two cabs are respectively located at both ends of the power house; the transmission system comprises a speed changing box and a torque changing box; the transmission system, the diesel engine and the air system are located in the power house; steel plate steel windows are respectively adopted at both sides of the power house; the speed changing box and the torque changing box are connected by adopting a connecting sleeve; and the connecting sleeve comprises a sleeve body and a connecting piece. According to the diesel locomotive provided by the invention, the length is shortened; the heat dissipation effect in the diesel locomotive is good; and especially, the heat dissipation effect on the diesel engine is good.

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Great Army helicopter flying to shooting poligon

Great Army helicopter flying to shooting poligon- the universal joint 36 in turn being connected to the propeller it through a propeller shaft 38. The propeller shaft 38 is journaled to carry both the radial and thrust load thereof within a ballshaped member as which is mounted for universal movement within a socket :2 carried by the fuselage i9 so that the propeller shaft 38 and the propeller is carried thereon can be pivoted Within a limited range in any direction.

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Forklift pulls old soviet style Helicopter

Forklift pulls old soviet style Helicopter - How Sikorsky designed the modern helicopter rotor

All this sounds ingenious—and it is! The person who made it possible was brilliant Russian-born inventor Igor Sikorsky. Here are two of his original helicopter design drawings, taken from the patent for a Direct Lift Aircraft (helicopter) he filed in June 1931: Notice how similar the mechanism is to what we find on a modern helicopter? The patent is extremely detailed and quite complex (you can check it out for yourself), so I've removed most of the labels and numbers and highlighted just a few key features:

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1905 year style Soviet Steam Epic condition Steam Locomotive

1905 year style Soviet Steam Epic condition Steam Locomotive - In locomotive-s using superheated steam, it is usual for the engincman to manually con trol the throttle in suchmanncr that a small be perm tted to enclosed and while the locomotive is traveling the supplemental adinission va-lve will be automatically held open, so that a small quantity of steam steam chests, irrespective and wholly independent of the main admission valve.

In the drawings-Figure 1 is a sectional view showing the position of the parts when the locomotive is at rest; and Fig. 2 is a similar viewshowing the position of the parts while the locomotive is moving.

Referring to the drawings annexed by reference characters, a designates a live steam pipe which will connect the steam space of the boiler to the steam spaces of the steam chests by suitable piping. lnscrted in thisipipe at a suitable po it is a steam valve Z) which is supplemental to the usual main admission valve, not shown in my drawings. It is the object of the mechanism connected to this supplemental admission valve to cause this valve to remain open during the movement of the locomotive. A preferred mechanism for accomplishing this is as :l'ollows c designates the usual compressed airervoir carried on the locomotive, (Z a pipe leading therefrom to a small valve chest e. A valve device is inserted in the pipe all,

this valve device in this instance hcing providcd with a ball valve 7 which, h y the jarring or swaying of the locmnotivc will roll about in the valve chanihcr sutiiciently to permit air to pass through the pipe 5 to a port r formed in one wall.

will be supplied to the.

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