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Experiments with Various

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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.

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