Part 10 (1/2)

[Ill.u.s.tration: FIG. 75--SECOND STROKE. MIXTURE OF GAS AND AIR COMPRESSED]

[Ill.u.s.tration: FIG. 76--THIRD STROKE. THE MIXTURE IS EXPLODED AND EXPANDS, DRIVING THE PISTON FORWARD]

[Ill.u.s.tration: FIG. 77--FOURTH STROKE, EXHAUST. THE BURNED-OUT MIXTURE OF GAS AND AIR EXPELLED FROM THE CYLINDER]

THE FOUR-CYCLE GAS-ENGINE

In such a gas-engine the power is applied to the piston only in one stroke out of every four, while in the steam-engine the power is applied at every stroke. It would seem, therefore, that a steam-engine would do more work than a gas-engine for the same amount of heat, but such is not the case; in fact, a good gas-engine will do about twice as much work as a good steam-engine for the same amount of fuel. The reason is that the steam-engine wastes its heat. Heat is given to the condenser, to the iron of the boiler, to the connecting pipes and the air around them, while in the gas-engine the heat is produced in the cylinder by the explosion and the power applied directly to the piston-head. More than this, a steam-engine when at rest wastes heat; there must be a fire under the boiler if the engine is to be ready for use on short notice.

When a gas-engine is at rest there is no fire, nothing is being used up, and yet the engine can be started very quickly. A gas-engine can be made much lighter than a steam-engine of the same horse-power. The automobile and the flying-machine require very light engines. Without the gas-engine the automobile would have remained imperfect and crude, while the flying-machine would have been impossible.

In a two-cycle gas-engine there is an explosion for every two strokes of the piston, or one explosion for every revolution of the crank-shaft.

During one stroke the mixture of gas and air on one side of the piston is compressed and a new mixture enters on the opposite side of the piston. At the end of this stroke the compressed mixture is exploded, and power is applied to the piston during about one-fourth of the next stroke. During the remainder of the second stroke the burned-out gas escapes, and the fresh mixture pa.s.ses over from one side of the piston to the other ready for compression. The two-cycle engine is simpler in construction than the four-cycle, having no valves. It also has less weight per horse-power. The cylinder of a two-cycle engine is shown in Fig. 78.

[Ill.u.s.tration: FIG. 78--TWO-CYCLE GAS-ENGINE. CRANK AND CONNECTING-ROD ARE ENCLOSED WITH THE PISTON]

A steam-engine is self-starting. The engineer has only to turn the steam into the cylinder, but the gas-engine requires to be turned until at least one explosion takes place, for until there is an explosion of gas and air in the cylinder there is no power.

A gas-engine may have a number of cylinders. Four-cylinder and six-cylinder engines are common. In a four-cylinder, four-cycle engine, while one cylinder is on the power stroke the next is on the compression stroke, the third on the admission stroke, and the fourth on the exhaust stroke. Fig. 79 shows the Selden ”explosion buggy” propelled by a gas-engine. This machine was the forerunner of the modern automobile.

[Ill.u.s.tration: FIG. 79--SELDEN ”EXPLOSION BUGGY.” FORERUNNER OF THE MODERN AUTOMOBILE]

The Steam Locomotive

Late in the eighteenth century a mischievous boy put some water in a gun-barrel, rammed down a tight wad, and placed the barrel in the fire of a blacksmith's forge. The wad was thrown out with a loud report, and the boy's play-mate, Oliver Evans, thought he had discovered a new power. The prank with the gun-barrel set young Evans thinking about the power of steam. It was not long until he read a description of a Newcomen engine. In the Newcomen engine, you will remember, it was the pressure of air, not the pressure of steam, that lifted the weight.

Evans soon set about building an engine in which the pressure of steam should do the work. He is sometimes called the ”Watt of America,” for he did in America much the same work that Watt did in Scotland. Evans built the first successful non-condensing engine--that is, an engine in which the steam, after driving the piston, escapes into the air instead of into a condenser. The non-condensing engine made the locomotive possible, for a locomotive could not conveniently carry a condenser.

Evans made a locomotive which travelled very slowly. He said, however: ”The time will come when people will travel in stages moved by steam-engines from one city to another, almost as fast as birds can fly, fifteen or twenty miles an hour.”

The inventor who made the first successful locomotive was George Stephenson, and it is worth noting that one of his engines, the ”Rocket,” possessed all the elements of the modern locomotive. He combined in the ”Rocket” the tubular boiler, the forced draft, and direct connection of the piston-rod to the crank-pin of the driving-wheel.

The ”Rocket” was used on the first steam railway (the Stockton & Darlington, in England), which was opened in 1825. There had been other railways for hauling coal by means of horses over iron tracks, and other locomotives that travelled over an ordinary road; but this was the first road on which a steam-engine pulled a load over an iron track, the first real railroad. Fig. 80 shows the ”Rocket” and two other early locomotives.

[Ill.u.s.tration: FIG. 80--SOME EARLY LOCOMOTIVES The one on the right is Stephenson's ”Rocket.”

Photo by Claudy.]

In order to build a railroad between Liverpool and Manchester for carrying both pa.s.sengers and freight it was necessary to secure an act of Parliament. Stephenson was compelled to undergo a severe cross-examination by a committee of Parliament, who feared there would be great danger if the speed of the trains were as high as twelve miles an hour. He was asked:

”Have you seen a railroad that would stand a speed of twelve miles an hour?”

”Yes.”

”Where?”

”Any railroad that would bear going four miles an hour. I mean to say that if it would bear the weight at four miles an hour it would bear it at twelve.”

”Do you mean to say that it would not require a stronger railway to carry the same weight at twelve miles an hour?”

”I will give an answer to that. I dare say every person has been over ice when skating, or seen persons go over, and they know that it would bear them better at a greater velocity than it would if they went slower; when they go quickly the weight, in a measure, ceases.”

”Would not that imply that the road must be perfect?”