This is the finest video on UA-cam in its genré. The photography is perfect… and most important, it is planned to interpret the subject being shown. THEN interpretation is added with the footnotes that illustrate how much thought and planning go into this creator puts into his work. This video should have 100,000 views. I work in this field (museum interpretation) and am awed.
As an engineer I can say this is a beautiful machine. The instrumentation is so lovely, today's touch screens pale in comparison. I had the chance to work on some 1939 diesel DC generators and motors. But this machine runs so quiet compared to internal combustion engines. I could listen and watch it run all day long. Thank You so much for this video upload. It is done so well with nothing but the pleasant sound of the machine operating with very good explanations. Wish I could see it in person.👀
Gorgeous engine! The variable trip cutoff is a variation on the Corliss design, which was very widely used, with many variations on the operating linkage. Very good explanation of the benefits of compounding, I never thought about it at that level! It is interesting that this configuration with 2 double acting cylinders and eccentric driven valves was used extensively for large gas engines, to get 4 power impulses in one crank revolution in a 4 stroke cycle, with both cylinders the same diameter. Example, the large Snow and Cooper engines used in the US to pump natural gas through pipelines. Large Snow and Cooper gas engines are displayed at several US engine museums, including a big 600 Hp Snow at Coolspring. It would be neat to also post a second version of this video without the text, to just enjoy watching the engine after viewing this version with the excellent explanatory text. Please keep doing these wonderful videos!
Thanks, I actually "simplefied" the Explanation of Compounding a bit, the more accurate Version is that you lose Heat to heating the Cylinder first, and then you lose some of that Heat again when the Steam gets colder than the Cylinder and thus Heat flows back from the Cylinder to the Steam. This makes the Exhaust Steam hotter than it could be, so you not only lose Heat to the Cylinder but also to the Exhaust. Another Advantage is that only the High Pressure Cylinder must hold the full Boiler Pressure, so the other Cylinder(s) can be built structurally weaker. Btw. can Internal Combustion Engines be compounded too; some Aircraft Engines like the Napier Nomad Two Stroke Diesel or high-end Versions Wright R-3350 Radial-Twin 18 Cylinder used Exhaust Turbines which Drive the Crank Shaft via hydraulic Clutches. The Reason to do this instead of Turbocharging is, that the lowering Atmospheric Pressure at Altitude made Turbocharging impractical, as Turbochargers can only be designed to specific Pressures. Instead, these Engines used variable mechanical Supercharging. Another Example would be some Truck Engines or some large Container Ships Like the Emma Mærsk and Mærsk Triple E Classes. They have Exhaust Turbines additional to Turbochargers, because the Turbochargers reach their full Pressures (aka best Efficiency) already at partial Loads to increase Efficiency at realistic Usage (full Load is a rare Exception). In the Truck Engines, the Exhaust Turbine is coupled hydraulic too, while it drives a Generator in Ships. The Exhaust Turbine Genset is common on many large Container Ships (large Tankers and Bulk Carriers are so slow that they have much smaller Engines like mid-sized Container Ships), the two Mærsk Classes can also feed power to Motor-Generators on the Shafts. Unless they happen to carry exceptionally few Reefer Containers, such Container Ships would consume much more Power than this Genset can provide. So the Advantage lies more in being able to run the Diesel Generators more efficiently by flexibly adjusting the Load Sharing between the various Generators. Such Ships usually also have a Steam Turbine Genset, which is supplied by Steam from large Exhaust Boilers that reclaim Waste Heat from the Diesel Engines Exhaust Gas. These Boilers are a bit tricky though, because the low Pinch Point (lowest Temperature Difference between Flue Gas and Boiler Water) requires ridiculously slow Exhaust Gas Flow inside the Boiler, which causes Soot and Oil Fouling in the Boiler Tubes. Anyway, Point is that these Ships have Diesel Generators, an Exhaust Turbine Generator, a Steam Turbine Generator and Motor-Generators on the Propeller Shaft (or two Propeller Shafts in Case of the Mærsk Triple-E-Class). The Motor-Generators can be used as either Motors or Generators to run the other Generators at their most efficient; the resulting Load Changes to the Main Engines that either drive the Motor-Generators or are relieved by them, are so small that they are barely measurable. And yes, all these Generators mean that large Container Ships take a lot Electric Power without even using it for Propulsion; so much that they use 6.6 or even 11 kV Transmission Grids. For the 5 MW (theoretical) or 3 MW (realistic) in "my" Oil Product Tankers, 400 V (because 50 Hz) is enough. Large Crude Oil Tankers have Cargo Pumps so large, that they would need 6.6 kV too, but High Voltage and Explosion-Proofing in the intronsically Safe Pump Room don't match all that well. So instead, they drive the Cargo Pumps with Steam Turbines.
It's a great pity that the condenser body cracked. But it's an even greater pity that it wasn't repaired. Today's welding technologies allow to do miracles!!!
@@Shrouded_reaper Is it really so terribly forbidden to "touch" monuments? Do you perhaps recall the serious damage to the Pieta sculpture by Michelangelo Buonarroti, which involved the broke of elements from the alabaster of this sculpture? Well, the conservators of monuments, regardless of the costs, with great reverence REPAIRED this damage. WITHOUT A TRACE! The question is not "if" to do it. The question is "how to do it without a trace."
What you recognize as beads might be the painted ends of individual metal rods of slightly varying lengths. Think of the "combs" on a Swiss music box. Also visualize the tuned rods inside a mantel clock that plays Westminster chimes.
Our World Wide Black Civilization designed and built this engine and building. It is time to tell the truth before it is too late. Thank you Switzerland.
I don't agree with UA-cam hiding Dislikes. 208 Likes, 1 Dislike, 2024-03-13. Just so you know what to expect from this Video.
What a beautiful engine and building, thank goodness they save the engine and the building and restored them. Well done
This is the finest video on UA-cam in its genré. The photography is perfect… and most important, it is planned to interpret the subject being shown. THEN interpretation is added with the footnotes that illustrate how much thought and planning go into this creator puts into his work. This video should have 100,000 views. I work in this field (museum interpretation) and am awed.
As an engineer I can say this is a beautiful machine. The instrumentation is so lovely, today's touch screens pale in comparison. I had the chance to work on some 1939 diesel DC generators and motors. But this machine runs so quiet compared to internal combustion engines. I could listen and watch it run all day long. Thank You so much for this video upload. It is done so well with nothing but the pleasant sound of the machine operating with very good explanations. Wish I could see it in person.👀
Gorgeous engine! The variable trip cutoff is a variation on the Corliss design, which was very widely used, with many variations on the operating linkage. Very good explanation of the benefits of compounding, I never thought about it at that level!
It is interesting that this configuration with 2 double acting cylinders and eccentric driven valves was used extensively for large gas engines, to get 4 power impulses in one crank revolution in a 4 stroke cycle, with both cylinders the same diameter. Example, the large Snow and Cooper engines used in the US to pump natural gas through pipelines. Large Snow and Cooper gas engines are displayed at several US engine museums, including a big 600 Hp Snow at Coolspring.
It would be neat to also post a second version of this video without the text, to just enjoy watching the engine after viewing this version with the excellent explanatory text.
Please keep doing these wonderful videos!
Thanks, I actually "simplefied" the Explanation of Compounding a bit, the more accurate Version is that you lose Heat to heating the Cylinder first, and then you lose some of that Heat again when the Steam gets colder than the Cylinder and thus Heat flows back from the Cylinder to the Steam. This makes the Exhaust Steam hotter than it could be, so you not only lose Heat to the Cylinder but also to the Exhaust. Another Advantage is that only the High Pressure Cylinder must hold the full Boiler Pressure, so the other Cylinder(s) can be built structurally weaker.
Btw. can Internal Combustion Engines be compounded too; some Aircraft Engines like the Napier Nomad Two Stroke Diesel or high-end Versions Wright R-3350 Radial-Twin 18 Cylinder used Exhaust Turbines which Drive the Crank Shaft via hydraulic Clutches. The Reason to do this instead of Turbocharging is, that the lowering Atmospheric Pressure at Altitude made Turbocharging impractical, as Turbochargers can only be designed to specific Pressures. Instead, these Engines used variable mechanical Supercharging. Another Example would be some Truck Engines or some large Container Ships Like the Emma Mærsk and Mærsk Triple E Classes. They have Exhaust Turbines additional to Turbochargers, because the Turbochargers reach their full Pressures (aka best Efficiency) already at partial Loads to increase Efficiency at realistic Usage (full Load is a rare Exception). In the Truck Engines, the Exhaust Turbine is coupled hydraulic too, while it drives a Generator in Ships. The Exhaust Turbine Genset is common on many large Container Ships (large Tankers and Bulk Carriers are so slow that they have much smaller Engines like mid-sized Container Ships), the two Mærsk Classes can also feed power to Motor-Generators on the Shafts. Unless they happen to carry exceptionally few Reefer Containers, such Container Ships would consume much more Power than this Genset can provide. So the Advantage lies more in being able to run the Diesel Generators more efficiently by flexibly adjusting the Load Sharing between the various Generators. Such Ships usually also have a Steam Turbine Genset, which is supplied by Steam from large Exhaust Boilers that reclaim Waste Heat from the Diesel Engines Exhaust Gas. These Boilers are a bit tricky though, because the low Pinch Point (lowest Temperature Difference between Flue Gas and Boiler Water) requires ridiculously slow Exhaust Gas Flow inside the Boiler, which causes Soot and Oil Fouling in the Boiler Tubes. Anyway, Point is that these Ships have Diesel Generators, an Exhaust Turbine Generator, a Steam Turbine Generator and Motor-Generators on the Propeller Shaft (or two Propeller Shafts in Case of the Mærsk Triple-E-Class). The Motor-Generators can be used as either Motors or Generators to run the other Generators at their most efficient; the resulting Load Changes to the Main Engines that either drive the Motor-Generators or are relieved by them, are so small that they are barely measurable. And yes, all these Generators mean that large Container Ships take a lot Electric Power without even using it for Propulsion; so much that they use 6.6 or even 11 kV Transmission Grids. For the 5 MW (theoretical) or 3 MW (realistic) in "my" Oil Product Tankers, 400 V (because 50 Hz) is enough. Large Crude Oil Tankers have Cargo Pumps so large, that they would need 6.6 kV too, but High Voltage and Explosion-Proofing in the intronsically Safe Pump Room don't match all that well. So instead, they drive the Cargo Pumps with Steam Turbines.
It's a great pity that the condenser body cracked. But it's an even greater pity that it wasn't repaired. Today's welding technologies allow to do miracles!!!
A lot of historical stuff is not allowed to be touched so it just rusts away. Kind of sad really.
@@Shrouded_reaper Is it really so terribly forbidden to "touch" monuments?
Do you perhaps recall the serious damage to the Pieta sculpture by Michelangelo Buonarroti, which involved the broke of elements from the alabaster of this sculpture? Well, the conservators of monuments, regardless of the costs, with great reverence REPAIRED this damage. WITHOUT A TRACE!
The question is not "if" to do it. The question is "how to do it without a trace."
A lovely tour, covering pretty much everything.
Wow those electrical meters at the end, the shiniest I have ever seen.
10:34 the frequency meter is interesting : the small beads resonate at different carefully set frequencies.
That’s clever!
What you recognize as beads might be the painted ends of individual metal rods of slightly varying lengths. Think of the "combs" on a Swiss music box. Also visualize the tuned rods inside a mantel clock that plays Westminster chimes.
Soooo smooooth and quiet. fine restoration... and fine machine to start with!
Magnificent piece of Swiss engineering!
The cleanest engine I have seen-must have taken hours of work. Well done - very nice.
So eine wunderschöne Maschine. Danke allen, die sie erhalten haben und so liebevoll pflegen.
Very nice tour. Thanks.
Extraordinary detailed and informative video, the creator is to be congratulated
Danke für das Video.
Super gut erklärt und die Maschine ist eine schöne Dampfmaschine, die unbedingt betriebsfähig erhalten bleiben sollte.
Very interesting! Thank you for producing the video! Sad what happened to the condenser
I wish we all could get a lesson on it wasn't that easy back then.
Beautiful engine! This one definitely goes on my 'bucket-list'.
Can you imagine how ugly this thing would be if we built it today! This thing is beautiful, you don't see this anymore!
I wonder whether the alternator produces enough power for the blowers for the gas burners of the laundry boilers.
I doubt if the blowers even use a few hundred watts.
So max pressure is limited by intake valve seat pressure?
Our World Wide Black Civilization designed and built this engine and building. It is time to tell the truth before it is too late. Thank you Switzerland.
I can't figure out how the steam reaches the admission valves. There doesn't seem to be any piping. Is all hidden under the lagging?
Exactly
Exelente postagem 🎉
since you refer to it as a generator I assume it produces DC current? What voltage?
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