Corliss steam engine

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A Corliss steam engine - the valve gear is on the right of the cylinder block, on the left of the picture Corliss engine, showing valvegear (New Catechism of the Steam Engine, 1904).jpg
A Corliss steam engine – the valve gear is on the right of the cylinder block, on the left of the picture

A Corliss steam engine (or Corliss engine) is a steam engine, fitted with rotary valves and with variable valve timing patented in 1849, invented by and named after the US engineer George Henry Corliss of Providence, Rhode Island.

Contents

Engines fitted with Corliss valve gear offered the best thermal efficiency of any type of stationary steam engine until the refinement of the uniflow steam engine and steam turbine in the 20th century. Corliss engines were generally about 30 percent more fuel efficient than conventional steam engines with fixed cutoff. [1] This increased efficiency made steam power more economical than water power, allowing industrial development away from millponds. [2]

Corliss engines were typically used as stationary engines to provide mechanical power to line shafting in factories and mills and to drive dynamos to generate electricity. Many were quite large, standing many metres tall and developing several hundred horsepower, albeit at low speed, turning massive flywheels weighing several tons at about 100 revolutions per minute. Some of these engines have unusual roles as mechanical legacy systems and because of their relatively high efficiency and low maintenance requirements, some remain in service into the early 21st century. See, for example, the engines at the Hook Norton Brewery and the Distillerie Dillon in the list of operational engines.

Corliss engine mechanisms

Corliss engines have four valves for each cylinder, with steam and exhaust valves located at each end. Corliss engines incorporate distinct refinements in both the valves themselves and in the valve gear, that is, the system of linkages that operate the valves.

The use of separate valves for steam admission and exhaust means that neither the valves nor the steam passages between cylinders and valves need to change temperature during the power and exhaust cycle, and it means that the timing of the admission and exhaust valves can be independently controlled. In contrast, conventional steam engines have a slide valve or piston valve that alternately feeds and exhausts through passages to each end of the cylinder. These passages are exposed to wide temperature swings during engine operation, and there are high temperature gradients within the valve mechanism.

Clark (1891) commented that the Corliss gear "is essentially a combination of elements previously known and used separately, affecting the cylinder and the valve-gear". [3] The origins of the Corliss gear with regard to previous steam valve gear was traced by Inglis (1868). [4]

Corliss valve gear

"Gordon's improved Corliss valvegear", detailed view. The wrist-plate is the central plate from which rods radiate to each of the four valves. Corliss valvegear, Gordon's improved (New Catechism of the Steam Engine, 1904).jpg
"Gordon's improved Corliss valvegear", detailed view. The wrist-plate is the central plate from which rods radiate to each of the four valves.

George Corliss received U.S. patent 6,162 for his valve gear on March 10, 1849. This patent covered the use of a wrist-plate to convey the valve motion from a single eccentric to the four valves of the engine, and it covered the use of trip valves with variable cutoff under governor control that characterize Corliss Engines. [5] Unlike later engines, most of which were horizontal, this patent describes a vertical cylinder beam engine, and it used individual slide valves for admission and exhaust at each end of the cylinder.

The inlet valves are pulled open with an eccentric-driven pawl; when the pawl trips, the rapid closure is damped using a dashpot. In many engines, the same dashpot acts as a vacuum spring to pull the valves closed, but Corliss's early engines were slow enough that it was the weight of the dashpot piston and rod that closed the valve.

The speed of a Corliss engine is controlled by varying the cutoff of steam during each power stroke, while leaving the throttle wide open at all times. To accomplish this, the centrifugal governor is linked to a pair of cams, one for each admission valve. These cams determine the point during the piston stroke that the pawl will release, allowing that valve to close.

As with all steam engines where the cutoff can be regulated, the virtue of doing so lies in the fact that most of the power stroke is powered by the expansion of steam in the cylinder after the admission valve has closed. This comes far closer to the ideal Carnot cycle than is possible with an engine where the admission valve is open for the length of the power stroke and speed is regulated by a throttle valve.

The Corliss valve gearing allowed more uniform speed and better response to load changes, making it suitable for applications like rolling mills and spinning, and greatly expanding its use in manufacturing. [6] [7]

Corliss valves

Sectioned cylinder, showing rotating valves Corliss cylinder section 2.png
Sectioned cylinder, showing rotating valves
Detail of a Corliss-type valve gear and cylinder cross section showing the path of high-pressure steam (in red) and low-pressure steam (in blue). With each stroke, the four valves alternate opening and closing, driving the piston back and forth Corliss Cylinder.jpg
Detail of a Corliss-type valve gear and cylinder cross section showing the path of high-pressure steam (in red) and low-pressure steam (in blue). With each stroke, the four valves alternate opening and closing, driving the piston back and forth

Corliss valves open directly into the cylinder. The valves connect the cylinder to separate steam and exhaust plenums. Initially, Corliss used slide valves with linear actuators, but by 1851, Corliss had shifted to semi-rotary valve actuators, as documented in U.S. Patent 8253. [8] In this engine, the wrist plate was moved to the center of the cylinder side, as on later Corliss engines. This was still a beam engine, however, and the semi-rotary valve actuators operated linear slide valves inside the four valve chests of the engine.

Corliss valves are in the form of a minor circular segment, rotating inside a cylindrical valve-face. Their actuating mechanism is off along the axis of the valve, thus they have little "dead space" such as the stem of a poppet valve and the entire port area can be used efficiently for gas flow.

As the area of a Corliss valve is small compared to the port area, the effects of gas flow generate relatively little torque on the valve axle compared to some other sorts of valve. These advantages have led to the Corliss form of valve being used in other roles, apart from steam engines with Corliss gear.

The Rolls-Royce Merlin aero-engine used a rectangular butterfly valve as a throttle. Gas-flow forces acting asymmetrically on this butterfly could lead to poor control of the power in some circumstances. Late models, from the 134, used a Corliss throttle valve instead to avoid this problem. [9]

Barring and barring engines

A common feature of large Corliss engines is one or two sets of narrow gear teeth in the rim of the flywheel. [10] These teeth allow the flywheel to be barred, that is, turned with the aid of a crowbar. [11] This may be needed during engine maintenance, for example, to set the cutoff and admission valve timing, and it may be needed during engine starting.

The need for barring the engine during starting is most obvious on single-cylinder engines, where a careless engine operator might stop the engine with the piston in or near dead center. Once stopped in this state, the engine cannot be started under its own power, so it must be barred to a more favorable position for starting.

Large Corliss engines cannot be safely started cold,[ why? ] so it is common to admit low-pressure steam to both sides of the cylinder to warm up the metalwork. Turning the engine slowly during this process ensures that the entire engine is uniformly warmed, and it ensures that oil is uniformly distributed through the mechanism before applying power. [12] Again, barring may be used to do this, although operators sometimes do this by careful manual manipulation of the valves. [13]

For large engines, muscle powered barring is sufficiently difficult that barring engines are frequently installed. [14] These are small engines with gear teeth cut to mate with the teeth on the flywheel. Generally, the drive gears of the barring engine are designed to automatically disengage if the engine begins running under its own power while the barring gears are engaged.

Company history

The Corliss Steam Engine Company was originally known as Fairbanks, Clark & Co. in the 1830s. In 1843 it was renamed Fairbanks, Bancroft & Co. when Edward Bancroft joined the company. In 1846 it was renamed Bancroft, Nightingale & Co. when George H. Corliss joined the company, and in 1847 it was renamed Corliss, Nightingale and Co. In 1848 the company moved to the Charles Street Railroad Crossing in Providence, Rhode Island.

Valve gear typical of engines developed by Corliss competitors. The horizontal arrangement of the dashpots and the lack of a wrist plate avoided key claims in the Corliss patents. Corliss valvegear.jpg
Valve gear typical of engines developed by Corliss competitors. The horizontal arrangement of the dashpots and the lack of a wrist plate avoided key claims in the Corliss patents.

In 1857 the company was renamed for the last time to Corliss Steam Engine Company. By 1864 Corliss bought out his partners and was the sole owner of the company.

By 1859, all of the key features of what we now know as the Corliss engine were in place. Patents granted to Corliss and others incorporated rotary valves and crank shafts in-line with the cylinders. See, for example, Corliss' U.S. Patent 24,618, granted July 5, 1859. [15] Competing inventors worked hard to invent alternatives to Corliss' mechanisms; they generally avoided Corlis's use of a wrist plate and adopted alternative releasing mechanisms for the steam valves, as in Jamieson's U.S. Patent 19,640, granted March 16, 1858. [16]

Corliss' 1849 patent expired in 1870; the term of this patent had been extended by U.S. Patent reissue 200 on May 13, 1851, and U.S. Patent reissues 758 and 763 on July 12, 1859. B. Hick and Son were first to introduce the Corliss engine into the United Kingdom about 1864. After 1870, numerous other companies began to manufacture Corliss engines. Among them, the William A. Harris Steam Engine Company, [17] the Worthington Pump and Machinery Company, [18] and Allis-Chalmers. [19] In general, these machines were referred to as Corliss engines regardless of who made them.

In 1895 the company was shut down under the burden of $800,000 debt, and in 1900 it was sold to International Power Company controlled by industrialist Joseph H. Hoadley. [20] In 1905 it was transferred to another Hoadley's firm, the American & British Manufacturing Corporation  [ de ].

In 1925 the company merged into Franklin Machine Company. By then Franklin Machine Company was already owned by the William A. Harris Steam Engine Company.

Centennial Engine

The Corliss Centennial Engine was an all-inclusive, specially built rotative beam engine that powered virtually all of the exhibits at the United States Centennial Exhibition in Philadelphia in 1876 through shafts totaling over a mile in length. Switched on by President Ulysses S. Grant and Emperor Pedro II of Brazil, the engine was in public view for the duration of the fair.

The engine was configured as two cylinders side by side. Each cylinder was bored to 44 inches (112 cm) with a stroke of 10 feet (3.0 m). The Centennial Engine was 45 feet (14 m) tall, had a flywheel 30 feet (9.1 m) in diameter, and produced 1,400 horsepower (1,000 kW). After the fair it was disassembled and shipped back to Corliss's plant in Providence. Seven years later it was sold and powered a Chicago factory owned by George Pullman until 1910, [21] when it was sold as scrap. [22]

This engine became a cultural icon, so much so that to many modern historians the term Corliss Engine (or Corliss Steam Engine) refers to this specific engine and not to the broad class of engines fitted with Corliss valve gear. [23]

List of operational engines

The 1903 Burnley Ironworks Corliss mill engine in action at the Science Museum, London, England, UK.
LocationDate of manufactureDate of installation Horsepower RPM Citation
Albert City Threshermen & Collector Show ca. 1920Unknown125120 [24]
Amador Sawmill1904200760100 [25]
Antique Gas and Steam Engine Museum 19111978Unknown80 [26]
Antique Gas and Steam Engine Museum19001986UnknownUnknown [27]
Arts et Metiers school of engineering of Lille 190019007560
Bancroft Shed 1920192060068
Bolton Steam Museum 1902199218075 [28]
Bolton Steam Museum19141995250Unknown [29]
Bratch Pumping Station1894 or 18951895 or 1896Unknown24 [30]
Coldharbour Mill 1910Unknown300Unknown [31]
Connecticut Antique Machinery Association19102008100Unknown [32]
Denton Farm Park1905Unknown350Unknown [33]
Distillerie Dillon 1922UnknownUnknownUnknown [34]
Ellenroad Ring Mill 1892Unknown265059 [35]
Gladstone Pottery Museum Unknown1925UnknownUnknown
Glenn Beedy Museum of Agriculture & Industry19231992100100 [36]
Grand Rapids Public Museum 1905UnknownUnknownUnknown [37]
Glenwood Resource Center1907Dec 19, 1907Unknown120
Hesston Steam Museum UnknownUnknownUnknownUnknown [38]
Hook Norton Brewery Unknown189925Unknown [39]
Markham Grange Steam Museum1909199870080 [40]
Mill Meece Pumping Station UnknownUnknownUnknownUnknown [41]
Mississippi Industrial Heritage Museum 19052008UnknownUnknown [42]
Museo de la Caña de Azucar - Hacienda PiedechincheUnknown1950UnknownUnknown [43]
National Museum of Industrial History 1913201540042 [53]
New England Wireless and Steam Museum 1892197815080 [44]
New England Wireless and Steam Museum1892197715080 [45]
New England Wireless and Steam Museum1911196915080 [46]
Nittany Antique Machinery Association150
Old Thresher's Reunion Heritage Museum UnknownUnknown75036 [47]
Old Thresher's Reunion Heritage Museum1920Unknown600150 [47]
Old Thresher's Reunion Heritage Museum1903Unknown125110 [47]
Old Thresher's Reunion Heritage MuseumUnknownUnknownUnknownUnknown [47]
Old Thresher's Reunion Heritage MuseumUnknownUnknownUnknownUnknown [47]
Owls Head Transportation Museumca. 1895Unknown600Unknown [48]
Pawnee County Fairgrounds 1912UnknownUnknown150 [49] [50]
Queen Street Mill 1895189550068
Saraya Sugar FactoryUnknown1925UnknownUnknown [51]
Science Museum, London: Burnley Ironworks Engine1903190370076
Stephenson County Antique Engine Club of Freeport, Illinois19141989150045 [52]
The Henry Ford 1859Unknown50070 [53]
The Steam Museum 1900198610090 [54]
Tokomaru Steam Museum1916197633560 [55]
Trencherfield Mill 19071907250068
Western Museum of Mining & Industry 1895Unknown500100 [56]

Notable people

See also

Related Research Articles

<span class="mw-page-title-main">Steam engine</span> Engine that uses steam to perform mechanical work

A steam engine is a heat engine that performs mechanical work using steam as its working fluid. The steam engine uses the force produced by steam pressure to push a piston back and forth inside a cylinder. This pushing force can be transformed, by a connecting rod and crank, into rotational force for work. The term "steam engine" is most commonly applied to reciprocating engines as just described, although some authorities have also referred to the steam turbine and devices such as Hero's aeolipile as "steam engines". The essential feature of steam engines is that they are external combustion engines, where the working fluid is separated from the combustion products. The ideal thermodynamic cycle used to analyze this process is called the Rankine cycle. In general usage, the term steam engine can refer to either complete steam plants, such as railway steam locomotives and portable engines, or may refer to the piston or turbine machinery alone, as in the beam engine and stationary steam engine.

<span class="mw-page-title-main">Valve gear</span> Mechanism for controlling steam flow in a reciprocating steam engine.

The valve gear of a steam engine is the mechanism that operates the inlet and exhaust valves to admit steam into the cylinder and allow exhaust steam to escape, respectively, at the correct points in the cycle. It can also serve as a reversing gear. It is sometimes referred to as the "motion".

<span class="mw-page-title-main">Variable valve timing</span> Process of altering the timing of a valve lift event

Variable valve timing (VVT) is the process of altering the timing of a valve lift event in an internal combustion engine, and is often used to improve performance, fuel economy or emissions. It is increasingly being used in combination with variable valve lift systems. There are many ways in which this can be achieved, ranging from mechanical devices to electro-hydraulic and camless systems. Increasingly strict emissions regulations are causing many automotive manufacturers to use VVT systems.

<span class="mw-page-title-main">Stationary steam engine</span> Fixed steam engine for pumping or power generation

Stationary steam engines are fixed steam engines used for pumping or driving mills and factories, and for power generation. They are distinct from locomotive engines used on railways, traction engines for heavy steam haulage on roads, steam cars, agricultural engines used for ploughing or threshing, marine engines, and the steam turbines used as the mechanism of power generation for most nuclear power plants.

Steam power developed slowly over a period of several hundred years, progressing through expensive and fairly limited devices in the early 17th century, to useful pumps for mining in 1700, and then to Watt's improved steam engine designs in the late 18th century. It is these later designs, introduced just when the need for practical power was growing due to the Industrial Revolution, that truly made steam power commonplace.

Improvements to the steam engine were some of the most important technologies of the Industrial Revolution, although steam did not replace water power in importance in Britain until after the Industrial Revolution. From Englishman Thomas Newcomen's atmospheric engine, of 1712, through major developments by Scottish inventor and mechanical engineer James Watt, the steam engine began to be used in many industrial settings, not just in mining, where the first engines had been used to pump water from deep workings. Early mills had run successfully with water power, but by using a steam engine a factory could be located anywhere, not just close to a water source. Water power varied with the seasons and was not always available.

B. Hick and Sons, subsequently Hick, Hargreaves & Co, was a British engineering company based at the Soho Ironworks in Bolton, England. Benjamin Hick, a partner in Rothwell, Hick and Rothwell, later Rothwell, Hick & Co., set up the company in partnership with two of his sons, John (1815–1894) and Benjamin Jr (1818–1845) in 1833.

<span class="mw-page-title-main">Uniflow steam engine</span> Type of steam engine

The uniflow type of steam engine uses steam that flows in one direction only in each half of the cylinder. Thermal efficiency is increased by having a temperature gradient along the cylinder. Steam always enters at the hot ends of the cylinder and exhausts through ports at the cooler centre. By this means, the relative heating and cooling of the cylinder walls is reduced.

<span class="mw-page-title-main">George Henry Corliss</span> American mechanical engineer and inventor

George Henry Corliss was an American mechanical engineer and inventor, who developed the Corliss steam engine, which was a great improvement over any other stationary steam engine of its time. The Corliss engine is widely considered one of the more notable engineering achievements of the 19th century. It provided a reliable, efficient source of industrial power, enabling the expansion of new factories to areas which did not readily possess reliable or abundant water power. Corliss gained international acclaim for his achievements during the late 19th century and is perhaps best known for the Centennial Engine, which was the centerpiece of the 1876 Centennial Exposition in Philadelphia.

<span class="mw-page-title-main">Bolton Steam Museum</span> Museum in England

Bolton Steam Museum is a museum in Bolton, Greater Manchester, England, which houses a variety of preserved steam engines. Based in the cotton store of the former Atlas Mill in Mornington Road, it is owned and run by the Northern Mill Engine Society (NMES).

<span class="mw-page-title-main">Piston valve (steam engine)</span> Form of valve within a steam engine or locomotive

Piston valves are one form of valve used to control the flow of steam within a steam engine or locomotive. They control the admission of steam into the cylinders and its subsequent exhausting, enabling a locomotive to move under its own power. The valve consists of two piston heads on a common spindle moving inside a steam chest, which is essentially a mini-cylinder located either above or below the main cylinders of the locomotive.

<span class="mw-page-title-main">Expansion valve (steam engine)</span>

An expansion valve is a device in steam engine valve gear that improves engine efficiency. It operates by closing off the supply of steam early, before the piston has travelled through its full stroke. This cut-off allows the steam to then expand within the cylinder. This expanding steam is still sufficient to drive the piston, even though its pressure decreases as it expands. As less steam is supplied in the shorter time for which the valve is open, use of the expansion valve reduces the steam consumed and thus the fuel required. The engine may deliver two-thirds of the work, for only one-third of the steam.

<span class="mw-page-title-main">Blowing engine</span> Device which provides forced air to smelters

A blowing engine is a large stationary steam engine or internal combustion engine directly coupled to air pumping cylinders. They deliver a very large quantity of air at a pressure lower than an air compressor, but greater than a centrifugal fan.

<span class="mw-page-title-main">Musgrave non-dead-centre engine</span>

Musgrave's non-dead-centre engine was a stationary steam engine of unusual design, intended to solve the problem of stopping on dead centre. It was designed in 1887 to serve as a marine engine. It used a pair of linked cylinders to prevent the engine from stopping in a position where no turning force can be applied. At least one engine is known to survive.

The Corliss Steam Engine on the Pawnee County Fairgrounds in Pawnee, Oklahoma is a Corliss steam engine that was built c. 1912. It and a twin sister engine were originally built for the Blackwell Zinc Co., of Blackwell, Oklahoma. It powered most of the electricity-powered machinery in the 1000-employee zinc smelter plant, until the plant closed in 1973.

<span class="mw-page-title-main">George Saxon & Co</span> English engineering company

George Saxon & Co was an English engineering company that manufactured stationary steam engines. It was based in the Openshaw district of Manchester. The company produced large steam-driven engines for power stations and later for textile mills in Lancashire and elsewhere.

Woolstenhulmes & Rye was a company that manufactured stationary steam engines. It was based in Oldham, Lancashire, England. The company produced large steam-driven engines for textile mills in Oldham and elsewhere.

Urmson & Thompson was a company that manufactured stationary steam engines. It was based in Oldham, Lancashire, England. The company were general millwrights, also producing some steam engines during the 19th century and after 1904 produced large steam-driven engines for textile mills in Oldham.

<span class="mw-page-title-main">Yates and Thom</span> British manufacturer of heavy machinery

Yates & Thom Ltd, or Yates of Blackburn, was a British manufacturer of stationary steam engines and boilers at the Canal Ironworks, Blackburn, Lancashire, England.

<span class="mw-page-title-main">Willans engine</span>

The Willans engine or central valve engine was a high-speed stationary steam engine used mainly for electricity generation around the start of the 20th century.

References

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  2. ↑ Diana Muir (2000). Reflections in Bullough's Pond. University Press of New England. p.  173.
  3. ↑ Clark, Daniel K. (1891). The Steam Engine. Vol. Half-vol.3. London: Blackie & Son. p. 39.
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  5. ↑ US 6162A,Corliss, George H.,"Cut-off and working the valves of steam engines",published 1849-03-10
  6. ↑ Benett, Stuart (1986). A History of Control Engineering 1800-1930. Institution of Engineering and Technology. ISBN   978-0-86341-047-5.
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  9. ↑ Harvey-Bailey, Alec; Piggott, Dave (1993). The Merlin 100 series. Rolls-Royce Heritage Trust. ISBN   1-872922-04-X.
  10. ↑ Norman, W. (1919). Barring diagrams. Henley Publishing. Retrieved 6 December 2011.
  11. ↑ The crowbar for barring the engines is visible in this photo from the Saraya Sugar Factory
  12. ↑ "About Us". Straffan Steam Museum . Archived from the original on 2008-09-07. See section "More about the stationary engines", subsection Single Cylinder MILL Engine, Instructions To Start Engine by Sidney J. Frazer.
  13. ↑ Valve manipulation is shown in this photo from the New England Wireless & Steam Museum
  14. ↑ Walter S. Hutton, The Practical Engineer's Handbook, Crosby, Lockwood and Son, London, 1892, pages 408 and 410
  15. ↑ US 24618,Corliss, George H.,"Steam-engine",published 1859-07-05
  16. ↑ US 19640,Jamieson, Thomas S.,"Improved mode of operating valves in steam-engines",published 1858-03-16
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  22. ↑ "Some Engines!". Smithsonian Institution. Archived from the original on 2010-06-07. Retrieved 2009-11-14.
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  37. ↑ "Artcom Museums Tour:Public Museum of Grand Rapids". Artcom Museums Tour. Retrieved 6 September 2012.
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  40. ↑ "Agnes". Markham Grange Steam Museum. Retrieved 6 September 2012.
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  42. ↑ "This weekend: British, steam and barbecues". The Meridian Star. 5 November 2009. Retrieved 6 September 2012.
  43. ↑ "Museo de la Caña de Azúcar Hacienda Piedechinche". Alberto. Retrieved 27 November 2014.
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  45. ↑ "Harris Steam Engine, 1892". New England Wireless & Steam Museum. Retrieved 16 October 2017.
  46. ↑ "Harris Steam Engine, 1911". New England Wireless & Steam Museum. Retrieved 16 October 2017.
  47. 1 2 3 4 5 Stuart Seedorff. "Midwest Old Thresher's Reunion:Stationary Steam" . Retrieved 6 September 2012.
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  49. ↑ "National Register of Historic Places - OKLAHOMA (OK), Pawnee County". National Register of Historic Places . Retrieved 6 September 2012.
  50. ↑ National Register Digital Assets #79002016
  51. ↑ "Real Steam in India 2004 - Saraya Sugar Factory". The International Steam Pages. Retrieved 6 September 2012.
  52. ↑ "Cooper Corliss Engine". Stephenson County Antique Engine Club. Retrieved 6 September 2012.
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  54. ↑ "About Us". Straffan Steam Museum . Archived from the original on 2008-09-07. See section "More about the stationary engines", subsection Single Cylinder MILL Engine
  55. ↑ "The Tokomaru Steam Museum". Peter and Pauline Curtis's Information Service. Retrieved 6 September 2012.
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