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Betts & Bond
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Experiments with Various
Types of Gasoline Engines
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UNIVERSITY OF ILLINOIS
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Digitized by the Internet Archive
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http://archive.org/details/experimentswithvOObett
EXPERIMENTS WITH VARIOUS TYPESOF GASOLINE ENGINES
BY
DAVID ROY BETTSAND
JOHN MYRON BOND
THESIS FOR THE DEGREE OF BACHELOR OF SCIENCE
IN MECHANICAL ENGINEERING
IN THE
COLLEGE OF ENGINEERING
OF THE
UNIVERSITY OF ILLINOIS
PRESENTED JUNE, 1905
UNIVERSITY OF ILLINOIS
May 86, 190 5 r to
THIS is TO CERTIFY THAT THE THESIS PREPARED UNDER MY SUPERVISION BY
DAVID ROY BETTS and JOHN MYRON BOND
ENTITLED EXPERIMENTS WITH VARIOUS TYPES 0E GASOLENE ENGINES
IS APPROVED BY ME AS FULFILLING THIS PART OF THE REQUIREMENTS FOR THE DEGREE
of Bachelor of Science in Mechanical Engineering
DEAD OF DEPARTMENT OF Mechanical Engineering
o
• CONTENTS.
Purpose of tests 2
Description of apparatus 3
Manner of conducting tests 6
Engine Data 8
Result Sheets 13-33
Test Data 33-53
Explanation of methods of calculating results 9
Curve showing cost per B. H. P. hour for power 58
Photo sho7/ing engine in position 55
Photo showing exhaust calorimeter, low pressure
air tank and electric explosion counter 54
Photo showing engine with Prony Brake and scales. .. .53
Photo showing air compressor and high pressure
air tank 5 6
Drawing of Prony Brake 5 7
Conclusion 12
-1-
PRELIMINARY REMARKS.
As gasoline engines are becoming more and more important
as prime movers ,nd as data upon gasoline engine tests is very
scarce, we decided to run the following tests and obtain as much
data as possible.
All the tests given in this report v/ere made by the writers
on a Ten Horse Power Otto Gasoline Engine in the mechanical engi-
neering laboratory of the University of Illinois. Two, tests ue-
ginning with a friction load, were run for each horse power to as
high a load as the engine would carry.
It was our object to add some tests made on other machines
but from lack of time we decided to work this data up carefully
and have it reliable instead of more data Out not so reliable.
-2-
PURPOSE OP TESTS.
These tests were made to obtain the following results:
(a) Cost, per brake horse power hour, for fuel, at different loads.
(b) Porportion of air to gasoline for different loads.
(c) Mechanical, thermal and potential efficiencies.
(d) Heat balance of the engine.
2.
-3-
DESCRIPTIOE OF APPARATUS.
The Engine.
The engine used in all the following tests v/as an
"Otto" ten horse power gasoline engine shown in photos, as installed
in the mechanical engineering laboratory of the University of Ill-
inois. This engine is rather old and at times considerable dif-
ficulty was experienced in making it run, due to water leaking in-
to the cylinder. The oil used for lubrication outside of the cyl-
inder was engine oil used- for lubricating the engines in this lab-
oratory. The oil used in the cylinder to luoricate the piston was
a special gasoline engine oil with a high flash point.
Sparking Jevice.
The method of explodinj the gas in the cylinder was by
the electric spark made by several dry batteries and a viorator
connected to the poles of the machine.
Indicator.
The indicator used in all these tests was a Crosby
gas engine indicator with a piston of 1-4 square inch area and a
120 pound spring v/as used. As the ordinary indicator piston has
an area of 1-2 square inch, we will say thf t a 240 pound sprinj
was used.
Fuel.
The gasoline used in all these tests was kept in a
five gallon gasoline can on a box which restej. on scales. The
spout at the bottom of the can was right over the g. soline reser-
voir of the engine so that gasoline could be let into it without
3.
-4-
moving clie can. The scale on which the gasoline can and box restc
was one on which we could weigh to hundredths of a pound, so the
gasoline would be measured accurately. In a few tests a less ac-
curate scale was used owing to the fact that this scale was in use
for other work.
Brake.
The brake used to determine the Drake horse power is
shown in photos on pages 52 and 57.
A cast-iron water-cooled brake wheel 20 inches in diameter
and 4 1-8 inches wide was made to bolt to the fly wheel to use in
place of the driving pulley.
The brake shoes are of soft wood, (poplar in this case)
backed oy 1 inch maple pieces. The brake arm is built u_j of 3-4
inch pipe and fittings and is fastened to the brake-shoes by floor
flanges. The lower slue is connected rigidly to the brake arm,
and the u_jper shoe is connected by means of a right and left nip-
ple, which is a loose fit in both the tee and the floor flange so
that it may be adjusted with the fingers. A bolt through the ver-
tical pipe connects all rigidly when in place. The object of the
right and left nipple is to allow for wear on the shoes and to per
mit the brake to be easily ren:oved from the wheel.
The shoes are built up of material 1-2 and 1-4 inches
thick, alternating:- The 1-2 inch strips form the bearing surface,
the 1-4 inch strips being cut away for about 1-2 inch from the
wheel. The strips are also slightly inclined across the face of
the shoe, so that the bearing is not continuous across its width,
but is a series of bands slightly slanted, the object of this be-
ing to insure smooth and even lubrication.
4.
-5-
Air.
The air compressor shown in photo on page was used
to compress the air in the high pressure air tank, shown in the
same photo, to a pressure of about eighty pounds gage. This air
was led through pipes to a low pressure tank which was kept at
atmospheric pressure. The cubic capacity of the high pressure air
tank is about ninety cuoic feet and that of the low pressure air
tank is about twelve cuoic feet. The air was led from this low
pressure tank to the intake of the engine ay pipes in which there
was two quick opening valves, one to let outside air into the
pipe, the other to let the air from the tank into the engine.
Cooling Water.
The water from the jacket used to keep the cylinder
cool was pipea to a tank which rested on scales.
The water from the exhautt calorimeter, used in cooling the
exhaust gases was also piped to a tank which rested on scales.
Exhaust Calorimeter.
The exhaust gases were conveyed through a pipe from
the exhaust of the engine to a feed water heater fitted up to be
used as a calorimeter to cool the exhaust gas to the temperature
of the atmosphere. This calorimeter is shown in the photo on page
54.A feed water heater was used for this purpose and was covered
on the outside with asoestos and mineral wool two inches thick,
and the pipe connections were made as shown in photo and were
covered with asoestos from the engine to the calorimeter. The
method, used is to send the exhaust gases through and around some
tubes through which cold water is flowing. The cold water and
gases never came together as there was always a thin tube between
5.
-6-
them, out the heat would pass from the hot gases through the sneet
of metal to the water. The water was then pipei to the tank on
scales and weighed and me exhaust ^ases were piped out of the
building.
Manner of Conducting Tests.
The weights were all put on the safety valve of the
compressor so that it would compress to a high pressure and all
valves except the one in the pipe leading to tne low pressure tank:
were closed. As soon as the compressor had run the pressure in
the high pressure tank up to 75 or 80 pounds gage the valve lead-
ing to the compressor was closed ana this air held till time to
start the test. The engine was then started nd the indicator
passage opened once or twice to see that there was nothing cau :ht
in it and then the indicator was attached. The water was started
running through the cylinder jacket and through the calorimeter.
One man was stationed at the high pressure tank co read the press-
ure and temperature of the air when he blew the whistle for them
to start the test. Another man was stationed at the indicator to
take cards every two minutes when the whistle was blown and another
man was stationed at the valve leading to the low pressure air
tank and he watched the manometer in it and kept the pressure in
the tank the same as that of the outside atmosphere, Anotner man
was given a speed counter and stationed at the machine to take trie
revolutions per minute. Another man was stationed at the exhaust
calorimeter to count the explosions because we found that the elec-
tric explosion counter would skip sometimes. Another man was
stationed at the tanks on the scales to reaa the temperature of
the entering ana leaving waters and to weigh the amount from the
6.
-7-cylinder jacket and tne exhaust calorimeter.
Starting Test.
When the test was started the man at the high pressure
tank would give the signal and take trie temperature and pressure
in the high pressure air tank and then blow the whistle every two
minutes and record similar data. The man at tlie indicator would
take a card every time the whistle was blown. The man at the fly
wheel would take "Che R. P. M. for one minute every time the
whistle was blown and the man at the calorimeter would count the
explosions every time he heard the whistle. The man at the weigh-
ing tanks would take the temperatures of the entering and leaving
waters and at the first whistle he would put the pipes leading the
water from the calorimeter and the cylinder into the tanks which
were empty and had been weighed so that all water would ue caught
and weighed.
Stopping Test.
When the pressure in the storage tank got aown pretty
low the leader olew a signal to stop the test and read the press-
ure and temperature of this air. The man at the weighing tanks
pulled the pipes out of the tanks, read the temperature and
weighed the water in each tank. The air from the outside was then
turned into the engine, the gasoline in the engine supply pipe
brought up to the point of starting, the gasoline can weighed and
the amount of gasoline used during the test v/as obtained. The gaso-
line supply to the engine was shut off and the engine stopped.
The lubricating oil drips were also closed.
7.
-8-
ENGINE DATA.
1. Name of Engine Otto.
2. Manufactured oy Otto Gas Engine Works,
Philadelphia, Pennsylvania.
3. Number of Cycles Four.
4. Kind of fuel used Gasoline.
5. Heat of combustion #1, gasoline, 19,130
#2, gasoline, 19,263 B. t. u. per lb.
6. Rated horse power 10 H. P.
7. Floor space occupied 4« 8" X 19' 1-2".
8. Number of cylinders 1.
9. Bore of cylinder 5 3-4".
10. Stroke of piston 12 1-2".
11. Volume of cylinder 324 cu. in.
12. Clearance 107 cu. in.
13. Diameter of flywheels,
4'- 8".
14. Hated revolutions per minute 300 K. P. M.
15. Kind of governor Kit or miss.
16. Kind of ignition Electric contact.
17. Kind of valves, Poppet.
8.
-9-
EXPLANATION OF METHODS OF CALCULATING RESULTS.
Fuel:- The weight of the can of gasoline before and. after
each, test was known and by subtracting we obtained the amount
used. All tests before April 17, 1905 were run with the same
gasoline vtfiich was analyzed by Prof. Parr of the chemistry depart-
ment and an average of six analyses showed that the heating value
of the fuel was 19,130 B.t.u. per pound. All tests on and after
April 17, were run with a gasoline which was analyzed by Prof.
Parr and an average of two analyses showed a heating value of
19,263 B.t.u. per pound.
In our calculations when it was desired to have the amount
of gasoline per explosion the total amount of gasoline used during
the test was divided by the number of minutes the test lasted and
that result by the average number of explosions per minute during
the test. When the volume of vapor of the gasoline was required,
the weight in pounds was multiplied by 3.46 which gave the vapor
volume in cubic feet.
Cooling water:- The weight of the tanks were known and
after the test was stopped they were weighed and the difference
gave the weight of water. The difference in temperature was also
known and as it takes 1 B.t.u. to raise one pound of water from
59° to 60°F we multiplied the number of pounds of water oy the
number of degrees rise in temperature. As the temperatures were
pretty close to 60°F we made no corrections for temperatures.
Air:- The method of calculating the air used was as
follows
:
9.
-13-
P. V. = M. R. T.
.\ M = P. V .
R. T.
P = Pressure in pounds per square foot,
V = Volume of air in cubic feet.
M = Mass of air in pounds.
R = A constant, = 53.18.
T = Absolute temperature
P and T are recorded for each reading, and V was determined
by calibration to oe 93.83 cubic feet. To find the amount of air
used in any certain time, M for the beginning and end was figured
and subtracting, we obtained the weight in pounds for that time. If
it was desired to reduce this to cubic feet the pounds were mul-
tiplied by 13.4 as this is the volume of air per pound at 75 °F
and atmospheric pressure.
Brake Horse Power:- The brake horse power was figured from
the formula;- 27T a W N _ B# jj
33,000 X 12
Where a = length of brake arm = 62 1-2".
Where W = weight on orake scales in pounds.
Where N = number of revolutions per minute.
Indicated Horse Power:- The area of the card was found oy
means of a planimeter and the a.ean effective pressure was found
by dividing this area oy the length of the card and oy multiplying
by the strength of the spring = 243. The I. H. P. was then fig-
ured for each card by the formula;- I. H. P. = Plan33,333
Where P = mean effective pressure in pounds per square inch.
13.
-11-Where 1 = length of stroke in feet.
Where a = area of pi aton in square inches.
Where n = number of explosions per minute at time card was taken.
Mechanical Efficiency :-
B« H. P. Brake Horse Power ... . _ t*xn>4 a= = Mechanical Efiiciency.I. H. P. Indicated Horse Power
Thermo-dynamic Efficiency:- This efficiency was found oy
transferring one average card to the temperature volume plane oy
the method given in Reeve's Thermo-dynamics p 72-82, and dividing
the area of the transferred card by the total heat area.
Potential Efficiency:- The potential efficiency =
The actual efficiency ... „ . „ , , . ., ,— - tne area of t.ie transferred card divided
The ideal efficiency
oy the area the card should have to oe a perfect one theoretically.
Heat Balance:- The heat was used in the following v/ays:-
(1) Doing work.
(2) Heat lost to jacket water,
(3) Lost to exnaust.
(4) Lost to radiation.
(1) = 1. H. P. X 35,300 X duration of test in minutes 778.
(2) = heat determined as lost to jacket cooling water.
(3) = heat obtained in tne calorimeter water.
(4) = 100 - (1+2+3)
li.
-12-
C OCCLUSION.
As a result of these tests we find that this engine warka
very well and requires very little attendance.
The most economical point of operation is at seven Drake
horse power. Ten brake horse power could not be obtained from the
engine as the revolutions would immediately decrease when the
brake load was raised above nine horse power.
An average card was taken and transferred from the P. V.
plane to the T. N. plane and the thermodynamic efficiency found to
be 34 per cent.
Enough data was not taken to determine the potential
efficiency.
600
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