Browse Topic: Steam engines

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Vehicle Regulations in Europe8311618/8/1983
The paper initially sets the scene by giving a resume of the history of vehicle regulations in Europe. It goes on to explain the differences between the United Nations (U.N.) and Common Market (C.M.) organisations, together with their separate approaches towards the harmonisation of Vehicle Construction Regulations in Europe. The inter-relationship of the national legislation of the individual countries to the regulations of the Common Market and United Nations organisations is explained. The procedures and processes for establishing compliance with the national regulations of the countries of Europe and with the harmonised regulations for vehicles and vehicle systems is contrasted with the American/Canadian self-certification systems. The techniques by which the authorities in Europe also satisfy themselves that conformity is maintained in production are set out. The rule making process for new regulations within the Common Market and United Nations organisations is explained, together with the process by which vehicle manufacturers are permitted, indeed, are required to comment on and contribute to the formulation in Europe. Reasons for the lack of harmonisation of regulations between the North Americans and Europe are suggested. Whilst the emphasis in Europe on greater control of the environmental type of regulation, is shown to be understandable under the different living conditions in most European countries compared with those in North America, a means by which greater unanimity could be achieved is suggested.
Waller, J. A.
Fundamental Mechanical Aspects of Boundary Lubrication4001291/1/1940
FROM the physico-chemical side, boundary lubrication already has been investigated fairly thoroughly. However, it is a great handicap in the intelligent selection of lubricants and materials that the physico-chemical results cannot be exploited to the full without knowing the fundamental mechanical aspects; therefore, data on this missing link are discussed first. Starting from the thesis that pressure and temperature in the region of contact between the rubbing surfaces are the basic mechanical factors, it is shown that four main types of boundary lubrication should be distinguished: 1. Low-Pressure and Temperature Boundary Lubrication, briefly, Mild Boundary Lubrication. 2. High-Temperature Boundary Lubrication. 3. High-Pressure Boundary Lubrication. 4. High-Pressure and Temperature Boundary Lubrication, briefly, Extreme Boundary Lubrication. Up to now Type 4 has been called “Extreme Pressure Lubrication” but, logically, the term now proposed should be adopted, as in this region of boundary lubrication it is more the extreme temperatures (for example, temperature flashes on gear teeth), than the extreme pressures that are decisive. Moreover, confusion with the High-Pressure Boundary Lubrication (Type 3) then can be avoided. Phenomena, characteristic for each of the four main types of boundary lubrication are discussed. Frictional (that is, tangential) vibrations of rubbing surfaces are referred to in the Appendix.
Blok, H.
The Tire Factor in Automobile Riding-Quality3200241/1/1932
METHODS are outlined for measuring the characteristics of tires that affect riding-qualities, and typical curves showing rate of deflection and contact area versus tire size are presented. Coordination of service performance with simple laboratory tests is illustrated. Means of securing the inter-effect of tires and springs are outlined and curves of typical axle-body frequency versus tire size are shown. Use of the solenoid accelerometer in conjunction with equipment for interpretation of physical effect of accelerations is suggested for service tests. Secondary riding-quality factors such as tire traction, horsepower and rim diameter are discussed and numerous others mentioned. The influence of tread design and other factors of tire design is indicated. Discussers raise questions regarding change in inflation pressure with a change to a rim of smaller diameter and a tire of larger section; absence in the low-pressure cord tire of the damping effect of friction in the carcass of the high-pressure woven-fabric tire; effect on tire deflection due to use of wider rims; portion of the load supported by stiffness of the tire walls; distribution of pressure over area of tread contact, increased pressure at the edges of the tread giving better traction; increase of coefficient of friction by non-skid tread; reduction of noise by use of rib-type tread; and effect of present tendency to use thicker tubes and heavier super-tires. Additional research on how to rate the load capacity of tires of different diameter is said to be needed. Instrumental research is asserted already to have shown that certain upholstery materials have marked value in reducing noise in the body. Avoidance of synchronism of periods of the front and rear-end unsprung weight with each other and with the car body is commented upon as important to riding comfort.
Brown, Roy W.
Accounting for Depreciation as a Production Cost2900701/1/1929
IF the costs of almost any group of manufacturers who market the same product are analyzed, two kinds of differences will be detected, according to the author. The real differences in costs arise from superior management, higher productivity, and better disposition and utilization of capital. The accidental differences result from the failure of manufacturers to include in cost records all of the proper legitimate items of expense. Confining his treatment of the subject to an analysis of the depreciation of plant and equipment, the author states that depreciation is a decline in the value which is certain to occur as a result of wear and tear and gradual obsolescence. It is caused by the possession and use of an asset, and is therefore a part of the cost of production. The accountant attempts to recover depreciation loss in the value of the capital assets by charging it into the cost of production. This cost must be collected as the product is sold, and the primary questions are the determination of the proper charge as to the amount of depreciation and to how to charge it. Engineers must predict the useful economic life of a plant or equipment from a painstaking, intelligent estimate backed by the experience of the estimator and the trade in general, since there is no standard rate of depreciation for all businesses or for like equipment used in the same line of business. Since it is much safer to have the property outlive the estimated life than to have its usefulness terminate before its cost has been written off, the author advises that estimators be conservative when calculating the useful life of property. Having established a reasonable useful economic life for each class of plant or equipment, it is then necessary to determine a method of calculating the costs and of applying the results to production. The paper outlines the various methods in use, recommends that permanent records be kept of all assets, and states that a suitable classification of property is a prerequisite for the correct recording of depreciation. An accurate record of depreciation requires that the specific items and units of property be enumerated and classified by kind, group or department, and that their original cost be ascertained as well as their accumulated depreciation and remaining term of useful life. Other subjects covered by the author include details of proper charges, depreciation on original replacement cost, reserve fund for replacements, the budget system, and a statement of six rules for making charges on account of depreciation.
BARON, L. A.
THE MEASUREMENT OF THE PROPERTY OF OILINESS2200091/1/1922
The term “oiliness” is defined as that property of lubricants by virtue of which one fluid gives lower coefficients of friction (generally at slow speeds or high loads) than another fluid of the same viscosity. Its importance under practical operating conditions is shown to be greater than is generally recognized. Unfortunately, however, no satisfactory method has ever been developed for the quantitative measurement of this property in comparing different lubricants. The paper describes the variety of possible methods of measuring the property of oiliness and of throwing light on the mechanism of partial lubrication, including (a) the use of a Deeley-type machine to measure coefficients of friction between plane surfaces at slow speeds; (b) a refined and reproducible method of determining static coefficients of friction between partially lubricated metal surfaces; (c) the measurement of the interfacial nergy between oil and mercury; (d) measurements of the electrical resistance and the rate of formation of adsorbed films on metal surfaces; and (e) the clogging of fine metal capillaries through which lubricants are forced. Some other interesting preliminary experiments also are described. In the light of the results obtained by the above-mentioned methods, it is believed that the static-friction test, with proper refinements, is the best single measure of the properties of oiliness, but that it should be supplemented by measurements of the thickness of the adsorbed films at high pressures, in order to throw more light on the mechanism of the action of different constituents in lubricating oils. Animal and vegetable oils are almost invariably superior in oiliness to straight mineral-oils. The blending of considerable proportions of these neutral glycerides with mineral oils greatly improves their oiliness, but the same results may be accomplished by adding much smaller proportions of other materials, such as fatty acids or oil-soluble soaps. These experiments confirm entirely the customary hypothesis that oiliness is due to selective adsorption of constituents in the oil by the metal surface, but the common conception of a mono-molecular adsorbed film that acts merely by masking the attractive forces of the metal surfaces for one another appears to be incorrect. The adsorbed film is shown to be of colloidal rather than molecular dimensions, is a plastic solid rather than a fluid-film, and apparently acts by smoothing over surface irregularities, carrying much of the load, and minimizing metal-to-metal contact and abrasion. The structure and physical characteristics of this film seem to be more important than its thickness in determining its efficiency in lowering friction. The constituents of lubricants that form these adsorbed layers can be selectively adsorbed and largely removed from the oil by repeated treatments with very finely divided metals, such as iron-by-hydrogen.
WILSON, ROBERT EBARNARD, DANIEL P
HIGH-SPEED HIGH-EFFICIENCY ENGINES1900081/1/1919
ENGINEERS have different ideas regarding highly efficient and moderately efficient engines, but designers dare not ignore the fact that the public requires today a small very high-speed engine, with good torque at low speeds, and capable of revolving efficiently at very high speeds. These two characteristics are difficult to attain, since in practice one is really opposed to the other. To obtain high speeds with power, the valve areas, valve parts, carbureter, etc., should not be restricted in any way, while to get a good mixture at low speed with heavy torque means a different valve-setting and more or less restricted port and valve areas, etc., to secure high gas velocities. The author states that the fundamentals of high-speed engines are high volumetric efficiency; high compression, to aid in obtaining rapid combustion at high speeds, and light reciprocating and rotating parts, to secure high mechanical efficiency. This is followed by a close comparative study of details of design and construction. In the course of the discussion attention is given to materials and other details of general manufacturing. The application of the engine under discussion to such uses as searchlights, captive balloons, tanks and tractors, is illustrated. Many photographs and charts are used. One interesting table shows the influence of the amount of lubrication on the brake-horsepower developed by engines.
WHITE, D MCCALL
AN INTERPRETATION OF THE ENGINE-FUEL SITUATION1900131/1/1919
THE automotive industry is developing without due regard to the fuel situation. This situation is an integral part of the automotive field and should not be left out of account. Owing to the pressure of automotive demand, the supply of engine fuel is changing in character and price, with danger of precipitant alterations; there arises in consequence a fuel problem which cannot be adequately solved without the active participation of the automotive industry. An analysis of the problem is as follows: (a) The domestic production of crude petroleum is nearing its maximum; (b) the natural gasoline content of this supply is decreasing; (c) Mexico offers no permanent relief competent to solve the issue; (d) substitute fuels do not alter the situation; (e) the supply of engine fuel can be maintained only through an extraordinary dependence upon cracking or through adaptations in the engine; (f) cracking cannot meet the issue at a favorable price, and (g) the burden, therefore, falls upon the automotive engine, which must consequently so adapt itself as to gain higher thermal efficiency, and to use less specialized, less volatile, fuel. The automotive industry should, as an emergency measure, take steps at once to shape its development in the direction of increased fuel economy and less specialized requirements as to fuel, establishing for this purpose centralized machinery to study the problem in full detail; to keep the industry informed of every development in the situation; to co-ordinate research and design in the competing units of the industry; and to conduct basic lines of research not now adequately encompassed by individual agencies.
POGUE, JOSEPH E
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