SETTING LOCOMOTIVE SLIDE VALVES

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E. G. asks: "How can I set the slide valves of a locomotive when she is on the road?" J. H. S. asks: "What is the method of setting locomotive slide valves from marks on the slide spindle?" And F. O. asks: "How are the valves of inside cylinder locomotives set, since the back ports are out of sight and you cannot measure the lead?" Our correspondent will find these questions answered in full below. It is presumed that the lengths of the eccentric rod, reverse rod, and other parts are correct, and they are properly connected and oiled so as to be in working order. The first thing to do is to place the reverse lever in the forward full-gear notch of the quadrants, or sectors, as they are sometimes called. The next procedure is to place the crank on its forward dead center as near as can be ascertained by the eye, and loosening the set screw of the forward eccentric, that is to say, the eccentric which connects with the upper end of the link, move that eccentric round on the shaft until the valve leaves the port at the front end of the cylinder open to the amount of whatever lead it is desired to give the valve. In moving the eccentric round on the shaft, it is necessary to move it in the direction in which it will turn when in operation. This is done in order to take up any lost motion there may be in the eccentric straps, in the eccentric rod eyebolts, or other working parts or joints between the eccentric and the slide valve rod or spindle. If the eccentric was turned backward instead of forward, all the lost motion would operate to vitiate the set of the valve, because, when the eccentric begins to move, its motion will have no effect in moving the slide valve spindle, until all the lost motion in the various parts is taken up by the eccentric movement. In considering this part of the operation, we must bear in mind that, to set the valve, we must move the wheels of the engine, it being impracticable to move the piston itself. Now, in moving the wheels, we are confronted with the fact that the crank pin is pulling the connecting rod; hence, if there is any lost motion in the brasses at either end of the connecting rod, the piston will not be at the end of its stroke when the crank is on its dead center.