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T H ES l 8
COM PARA’I‘IV E TEST OF
(:AS ENGINE GOVERNING
1', HAYLS A. S. VAN HA!,,'i‘lZREN

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This thesis was contributed by
Mr.'A. s. Van Haltern
under the date indicated by the department stamp,

to replace the original which was destroyed in
the fire of March 5, 1916.

 

‘ [Pam-Ema
PRAY l 1918

DEPARTMENT OF
' CWlL ENGINEERING.

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,.,..

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THES‘S

0 b j e c t s.

 

The objects of this test were to determine the
relative efficiency and the relative regulaticn c? the
Throttling ani of the Hit and Miss types of governing when

applied to the same engine.

in

--—.

p a r a t u s.

 

Engine .

A e H.P. (5 1/2" x 7 1/2") engine of the horizon-
tal type made by the Olds Gas tower Ccmpany of Lansing was
used. This engine as built for Hit and Miss governing is
equipped with two 203 lb, fly wheels 32" in diameter, while
for Throttling governing 550 lb. fly wheels of equal diameter
are fitted to the same crank shaft. The engine as used through—
out these tests was fitted with the latter. The 011 crank
shaft was somewhat light for the heaVy wheels as evidenced by
the vibrations but Dc trouble was experienced from this source.
The engine was built to run at 425 R.D,M. However, the effi-
ciency curve of the generator used as a power absorber was
plotted at 125 volts and, with the pulleys at hand, it was
necessary to run the engine at 475 R.D.M. in order to bring
the generator up to normal vcltage. The ionition was of the

0"

jump spark type. Fuel was supplied to the Cylinder with a

284815

tip discharging into a reservoir in which a constant level
was maintained by means of an overflow leading back to the
supply tank. The gasoline was piped from this reservoir
directly to the needle valve at the base of the carbureter.
Jacket water was supplied from the main. Either type of gov-
ernor was easily applied to this engine. Both were of the
centrifugal single weight type mounted on fly wheel. The
ball on the Throttling governor was about three times the
weight of that on the Hit and Miss. A separate type of car—
bureter was used with each governor. For sketch see Dlate

3111.

Switch board.

 

The voltmeter and the amneter were both of the
Weston switch board type. The limit of the voltmeter was 150
volts while that of the amneter was 250 amperes. As no cur-
rents exceeding 50 am,eres were used the range of the instru—
ment was much greater than desirable. A shunt field rheostat
was used for voltage control. The switch board was connected
to a bank of about one hundred 16 c.p. 110 volt incandescent

lamps which constituted the load.

Generator.

 

The generator used for load was a Crocker—Wheeler
four—pole, compound wound, direct current 9 K.W. machine de-

signed to give 125 volts at 950 R.D.M The diameter of the

pulley was 16". For efficiency and B.H.v. curves see plate 11;

Reduc ing Mot io n.

 

A reducing motion of common type was used. A 3/8"
steel rod was screwed into the piston and locked with a jam
nut. This rod was led out parallel with the axis of the
cylinder and bent to meet the horizontal link which in turn
was pivoted to the vertical link. The last was pivoted to
the engine base. Due to the high speed and the reduction of
area by threading, the lead rod, after the engine had run a
short time, whipped off at the point where it entered the
Piston. To remedy this a new rod was made by welding about
2 1/2" of 5/8" wrought iron rod to a 7/16" wrought iron rod
and leading the latter to the link as before. This arrangement

was rigid and proved very satisfactory.

Indicator.

 

A Thompson indicator was used with piston area of
1/4 square inch, making the 100% spring with piston area of
1/2 square inch equivalent to 200#. -The connection to cylin-
der was made by a short pipe through back of combustion cham—
ber about 3/8 of an inch above the spark plug (See Dlate 1111).
This arrangement allowed the spark to Jump from spark plug
to indicator pipe which was remedied by placing a glass tubing

over the spark plug. The object of running pipe into cylinder

at this point was to avoid going through the jacket, although

the latter would be advisable to avoid trouble with spark plug.

Tachometer.

 

A tachometer was used direct connected to engine
with a flexible spring coupling consisting of a small gener-
ator so designed as to give voltage in direct proportion to
speed, a milli—ammeter for reading the speed directly within
1 R.P.M., and a resistance which was previously determined.
The tachometer showed variations on different loads very plain-
ly, and during each cycle, although not the precise variation

because of inertia of the needle.

Speed Indicator.

 

As a check for the tachometer and in order to
determine the belt slippage, speeds were taken simultaneously

from the engine and the generator with Starrettspeed indicators.

ther Tank.

 

A cylindrical sheet iron tank was used for determin-
ation of the anount of jacket water used. This tank had an
outlet at the bottom and an overflow near the top. The tank

Was calibrated and contained 218#ibetween.overflow and outlet.

Calibration of Instrument.

The voltmeter was calibrated by the potentionmeter
method and the ammeter by direct comparison with a standard
instrument. For calibration curves of both instruments see
plate I.

The indicator spring used was calibrated cold on
a test pump since there was not a sufficiently high pressure
at hand to calibrate it not. The spring was frund to be
slightly stiff but, as a spring is weakened 2 to 3% by heating,

this error was practically compensated.

~6-

 

 

 

 

 

 

 

 

 

 

 

 

 

Q n “.7 t e r L o a d. -’ T h r o t t 1 i n g G o v e r n.o r.
witch board Jacket water Gasoline Revolutions #_
, Ziggg- M Engine \
\ \ \s 1% k k
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9-55 126 2.8 i 5 52 150 55 51.25465 .88
9-43 126 2.8 6 52 156 56 470 466 925 54 5.66 .88
9—55 125 2.8 4 52 154 59 465 465 922 22 2.50.875
10-05 125 2.8 6 52 154 so 465 479 926i64 6.76.875
10-15 125 2.8 6 55 148’ 65 E479 467 921 72 7.54.873
10-25 126 2.8 8 55 156 65 470 467 954 58 .98.88
10-35 '126 2.8 10 55 149$ 66 465 466 952 55.5 .81.88
10-45 126 2.8 6 55 150 218 68 465 461 929 65.5 .8 .873
10-55 125 2.8 8 55 152 69 .465 468 F32 66 6335?.873
11-03 125 2,8 1 55 147 70 465 467 952 65 6.8 .875
11-17 125 2,8 55 147 115 71 25.2.4465 €62.56.53.873
1
Averasggtgls 6.5 55 151 551 64 6.00 #36. {33953-5 5'92} in
‘- Average belt slip .332

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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I a l f L o a d — T h r o t t 1 i n g G o v e r n.o r
Switch board Jacket water Gasoline Revolutions
Temper~ \
atures Engine , K
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1-50 124111.11 6 1 52 16W 70 129.25 475 ‘62 [6.82 2.82
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2-00 124111.61 6 l 52 149 70 472 468 955 68 7.15 2.94
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2-10 1125111.1E 5 g 52 *151 71 470 470 957 56 15.92 2.79
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2—20 125 11.1 4 f 55 i167 72 472 468 954 64 6.75 2.79
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2-50 124 10.64 5 l 55 170 75 475 470 951 72 7.62 2.69
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2-40 125 11.1 4 g 55 149 75 :470 470 957 64 6.76 2.79
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2—50 127 11.6 4 f 55 152 216 _75 470 469 934160 6.54 5.01
5-00 “126 11.6 5 ‘ 56 {156% 76 472 471 957 68 7.21 2.96
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5-10 127 11.1 4 1 51 186‘ 77 470 476 956 58 6.15 2.88
i
5-20 125 11.1 5 1 53 195* 76 476 476 955 66 6.96 2.64
5-50 125i1o.4 4 1 50 i14o 77 4751471 957 66.5 7.05 2.66
a 7 I 1
5—40 125 11.1 2 i 51 E149 77 1 470’4701937 68 7.19 2.64
5-50 134(11.6 6 a 51 E147‘218 78 472’470 952 60 6.54 2.94
4-00 125 11.67 5 52 165 77 [470 471 955 7 6.04 2.96
4-16 125 11.1 2 52 F165 78 1470 470 955 61.5 6.50 2.84
’ F" 0') 0
4-20 124 11.1 5 52 _158 78 14761471 955 5 5.65 2.82
y . .
4-50 124 11.1g 5 52 '1561 77 470 470 955 2.5 6.61 2.82
e t * ,
4-4o 124 11.1. 2 55 5165_ 78 470 4701933 7.5 6.07 2.83
1 .
4-50 124111.11 2 l 51 t165 216 76 f7o 471‘956 1 6.47 2.82
5—00 124 10.6; 5 51 '162‘ 76 476 47 956 62.5 6.62 2.69
5.10 124 10,5‘ 5 1 51 169 76 , 470 471 954 65 6.88 2.69
i 1
5-20 ’ ., 166 17.501
Averageeac 3 1.219. 955 2 6.16.63|2.82

 

 

 

 

 

 

 

 

 

 

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Switch board Jacket water Gasoline Revolutions
zemper— ’ ’“ “‘
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2-55 12 20.5I 2 52 125 65 56.75 470 472 252 76 6.26 4.57
5—05 124 20.5 2 52 127 67 l 470 470 954 83 6.46 4.57
5-15 124 20.5 2 52 127 69 470 467 954 76 8.05 4.57
5-25 125 20 2 i 52 158 70 468 470 952 60 8.46 .42
5~55 122 20.5 2 52 158 218 70 H68 469 955 75.2 7.94 4.50
5-45 123 20.5 2 32 1145 70 470 469 930 72 7.60 .55
5~55 122 20.5 2 52 7150 70 P68 467 950 76 8.20 .50
4—05 025 20.5 2 52 .172 72 P68 469 955 76 8.02 .54
4-15 125 20.5 2 .52 147 72 466 466 954 74 7.76 .54
4—25 125 20.5 2 52 125 75 H68 467 951 74 7.77 .54
4~55 125 21.5 2 )2 156 72 $468 469 954 70 tam .54
4—45 122 20.5 2 52 149 75 268 469 955 72 .60 .50
4—55 F22120.5 2 52 147 75 466 466 955 75 7.68 4.5.
5~05 122 20.5 2 52 151 218 75 466 469 955 75 7.70 4.50
5—15 124 23.5 2 52 121 75 469 469 955 76 8.02 4.57
I
5.35 122 29.5 2 52 125 '73 4’70 468 931 '70 7.37 4.5")
5—55 124 20.5 2 52 152 75 468 469 955 72 7.59 4.57
5445 222 20.5 2 52 150 218 75 466 468 952 74 7.76 4.50
5.55 L34 23.5 2 52 1’72 35 75 $6.25 7468 73.8 7.79 $.57

 

 

 

 

 

   

 

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‘ 1Switchbboard‘Jaoket water Gasoline Re;olutions if ‘
azures- Fright [as
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10-55 121 27.7i 2 ‘ E 57.75 467 5.71
11«05§12o 27 71 2 E52 i186 61 466 465 922 76 7.98 5.68
11-15 120 27.2: 2 iSl £165 65 470 466 922 :76.5 8.00 5.57
11-251120 27.7 1 151 r150 66 4651467 925 78 6.17 5.68
13-551120'26.9 1 E50 E145, 66 1 467 465 924 60 8.56 5.50
11—45 119'27.2 1 352 P145 [69 465 464 927 6513 8.75 5.51
11-55 120 27.23 1 152 I167 216 70 1 466 465 22 62.5 8.60 5.57
12-05 120 27.2“ 1 £52 166 70 467 465J922 76 7.95 5.57
12—15 119 27.2 1 E51 *169 70 4651464 922 75 7.62:5.51
12—2 119 26.9; 1 :51 151 71 1' 465 465 925 84 8.79'5.45
12-5 119 26.9 1 :52 125 218 71 466 464 924 88 9.16 5.45
12-4 120 26.9 1 ‘52 120 71 i 465 465 923 75 7.91 5.50
12-55 120 27.2 2 52 145 218 71 467 464 920 84 8.76 5.57
1-0 119 27.2: 1 55 I151I 72 465 464 921 92 19.61 5.51
1—1 120 26.9| 1 55 129 75 i 466 462 920 76 6.11i5.50
1-25 129’27.7' 1 55 151 218 74 i 465 465 921 90 9.57 5.68
1.55 120 27.9 1 51 127 74 ' 65 464 920 80 8.5535.68
1-45 121 27.2 1 52 129 74 465 465 916 so 6.5655.61
1—55 121 27.7 2 32 151 74 465 464 921 82 ’8.56i5.71
2-05 121 27.2 1 51 127 216 74 67 461 922 80 ' 8.29 5.61
2—1 121 27.7 1 52 154 50 74 66. { 89 18-34 5-”1
2—2 25.2
A"wageE‘oE‘aila 1.1 52 145 1140 71 1435i 464 932 87-9

 

 

 

 

 

 

 

 

 

 

 

 

 

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o v e r 1 o a d — T h r o t t l i n g G o I e r n o r.
Switch board Jacket water Gasoline evolutions '
Temper- : “
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5-15 116 54.5 2 51 1104 65 54.67 460 452 8941 90 9.16!6.65
6-25 118 54.5 1 51 127‘ 65 460 457 901; 92 9.57E6.76

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6-55 117 54.5 1 50 129 65 460 455 892! 90 $.22[6.70
6—45 118 54.5 1 52 118 66 460 459E905! 88 .08 6.76
6-55 117 54.5 2 51 .121 66 1460 7

 

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’ o r t or T e 3 t - T h r o t t l i n g G g_y e ronii n.z.-
L o a d
- l/4 1/3 5/4 Full OV§;__

Duration trial, hrs. 1.66 5.5 5 3.5 .735
Jacket water, total lbs. 331 820 689? 1140 109
" “ 992 hr. " 198 254 2:6 526 149

" ' temp. entering F° 55 52 52 52 51

" " ' leaving F° 1519 160 140 145 20

" ' range F0 93J 108 88 91 69
Revolutions, total 46633 99003 845?“ 97500 20080
" " per rr. 27950 28200 26140 2V84‘ 7560

” “ " min. 466 470 469 464 456
Explosions, total 23300 49500 12253 48750 10040
" ' per hr. 15960 1410011407; 15926 15660

" “ " min. 233 235 234.5 232 $28
Thermal equiva., léégasoline B.T.U. 19290 19290 19290 19890i19290
Laximum effective press.,1bs.sq. in. 116 150 154 374‘ 426
Compression press.,1bs.sq. in. 58 56 58 64 65
M.E.P. power stroke 56.5 62.6 75.1 87.9 9O
1,H,p. 5.92 6.65 7.87 8.44 9.21
B,H.P. .88 2.82‘ 4.53 5.58‘ 6.71
Friction horse power 5.04 5.81 5.54 2.861 2.50
{echanical efficiency, per cent. 14.85 42.5 57-5 65-1‘ "3-9
Gas per 1.5.9. per hr. lbs. .61 -51 -45 ~491! ~75
11 11 331.10. '1 " " 4.09 1.19 .773 .6911 1.04
Thermal efficiency from 1.H.P. 21.6 26.1 29.6 26.6 17.7

.44 .
Efficiency of enginefiggi :21:u::E%;l 5.23 11.1! 17.2 17.8 17.3
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vital: board Jacket water 6660 me evo 11 one
_“ Temper-—
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5—00 126 5.5 6 52 1401 66 57.75 475 472 957" F’ ""'"'i:05'
5-10 12612.9 1 6 52 104 66 476 475 946 .91
3-20 126 5.5 5 52 11091 66 476 475 945 1.05

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5-50 1127 5.5 ~ 4 52 158 67 4751476 944 11.04
5-40 €126 2.9 5 52 156 68 475 476 947 1 .91
5-50 '126 5.5 1 5 52 145 216 66 478%479 957 a 11.03
4-00 1126 5.5 1 5 52 1341 66 46og479 957 1 11.05
1
4-10 ;126 3.3 1 5 52 156 . 69 4761477 952 1 1.05
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4-20 ;126 2.9 1 5 52 1401 69 1476 477 952 1 .91
1 4 1
4-50 123‘5.5 i 5 52 1401 69 476 476 950‘ . 11.05
4-40 ‘126I5.5 ; 6 52 156 1169 i E478§476 952 1 1.05
4—50 12515.5 1 6 52 140 69 1476 476 954 ' 1.05
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5-00 1126 5.5 i 6 1 52 1581218, 69 1 476 477 955; 1.03
5—10 1125*2.9 1 6 52 149, 1.69 4761476 952‘ .91
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5-20 12613.3 ; 6 52 11491 69 ‘ 4‘78 476 9531 1.03
5—50 12612.9 1 5 1 62 1251109 69 5175 1475 1 1 .91
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Half Load—Hit and Miss Governor.
Switch board Jacket Irate Gasoline Revolutions
T531135" Engin: \Q
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‘9 \1 “§\\ \ 1 \ 1: \§\§\
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14 944491149 949M 6
6—55 125 11.6 4 51 111 61 29.75 477 476 949 2.67
8-45 125 11.1 4 55 166 61 475 476 946 2.75
8—55 125 13.6 4 55 145 65 475 475 950 2.87
9-05 125 11.1 4 55 156 65 472 476 947 2.75
.9—15 125 11.1 4 55 156 66 475 476 950 2.75
9-25 125 11.1 4 52 156 67 476 475 949 ’2.75
9—55 124 11.1‘ 4 55 152 216 66 475 476 947 2.72
9-45 125 11.1 4 54 146 69 475 474 946 2.75
9-55 125 11.6 4 55 144 71 475 476 950 2.8'7
19-05 125 11.1 4 55 144 71 475 477 952 2.75
10-45 125 11.1 4 54 146 72 4'78 2.71
10-25 125 11.1 4 54 146 72 “4'75 476 952 2.75
10-35 195 11.1 4 55 146 216 72 477 477 952 2.75
10-45 12711.6 4 55 152 75 476 2.92
10-55 127 11.6 4 55 149 75 4‘78 476 956 2.92
11-05 125 11.1 4 55 152 75 477 2.75
11-15 126 11.6 4 55 152 75 477 461 959 2.90
11-25 126 11.6 4 55 146 74 477 474 950 2.90
1.1—55 126 11.6 4 55 140 216 74 2925 477 476 950 2.90
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_ switch board Jacket water Gasoline Revolutions
2152- rm... \
\s
\ 1 § 1 1% «$1
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41195151\495141
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14999411149141 41144411151. 4.
11-00 121 20 4 55 156 59 50.5 465 470 956 4.55
11-1j121 20 1 4 55 156 62 465 471 956 4.55
11-2 1131 19.7 4 55 140 64 465 472 940 4.26
11—501121 19.7 4 55 116 66 470 471 956 4.26
11-401120 19.7 5 55 154 216 67 456 4721940 4.25
11-50119 19.5 4 55 215 66 450 4712940 4.16
12-00 120 20 5 55 166 66 425 472 £959 ' 4.51
lie-101120 19.7 4 55 160 69 455 471.956 4.25
12-20120 19.7 4 55 169 70 460 472 957 4.25
12-50120 19.8 5 55 164 71 450 471956 4.50
12-40 120 19.7 5 55 166 1 72 460 4711;957 4.25
12750120 20 4 55 172 72 455 472 1959 4.31
1—00 119 20 4 55 165 216 75 460 471 1956 1 4.27
1—101201195 4 55 170 75 455 472 959 4.20
1-20 119 20 4 55 160 75 460 472 1959 k.”
1-80 119 19.5 4 55 161 75 460 470 956 14.16
1—40 119 19.5 4 55 162 75 462 472 941 14.16
1-50 1191195 4 55 162 75 467 472 959 14.16
2—00 119 19.5 4 55 169 200 75 20.25 465 470 956 4.16
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"(-05 {123 31.9 52 140 56 35.25 465 468 926
7-15 125 51.9. .5 52 149 57 465 466 925
7-25 125 51.9‘ .5 52 166 56 466 467 925
'7-55 122 31.4 .5 52 168 62 466 466 92'?
7-45 123 51.4 5 55 154 21864 465 466 925
7-55 121 50.9 5 55 154 65 464 465 922
8-05 121 51.4 5.5 55 154 67 465 465 924
6—15 121 51.4 5 55 154 68 464 466 925
6-25 120 50.9 55 166 69 464 465 926
6—55 121 50.9 5 55 172 21859 465 465 925
8—45 121 50.9 4 55 161 69 465 467 925
6-55 121 50.9 5 55 157 70 465 464 926
9-05 120 50.9 5 55 154 71 25.75 465 465 925
9—15 120 50.9 4 55 150 21671 465 466 924
9-25 120 50.9 5 55 161 72 466 465 925
9—55 120 50.9 5 55 170 72 23.25465 465 924
9—45 119 50.4 4 55 168 75 465 465 924
9-55 119 50.4 5 55 161 21675 465 465 925
10—05 120 50.4 5 55 164 74 463 467 926
10-15 120 50.4 4 55 166 74 464 466 926
10—25 119 50.4 5 5 172 74 464 465 925_
10-55 19 50.4 5 169 200 74 18.75165
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o 7 6 r L o a d - H 1 t a n d I 1 6 s G»0 v 6 r nxo r.
‘Iitoh board Jacket rate Gasoline Revolution
2m 33- Eng1n6‘\\
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N MM M5 5 5M. 5m- 4 6
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5-45 121 57 4 55 185 75 27.25 460 469 927 7.29
5—55 121 56.5 4 52 200 74 455 467‘926 I7.16
4-05 120 57 4 52 152 74 450 466 929 7.21
4-15 121 57 4 52 149 216 74 450 467 925 7.29
4-25 121 56.5 4 52 157 74 450 466 927 7.16
4-55 121 57 4 452 155 74 466 927 7.29
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R 6 p o r t o f T 6 B t
H 1 t a n d M 1 6 5 0'0 7 6 r n i QLg
L06 9
1/4 E 112 I 5/4 Full Over
Duration of trial, hrs. 2.5” 3.0 3.0 3.5 1.0
Jacket water total, lbs. 5451 654 636 1072 559
' " per hr. “ 218 218 212 306 559
“ " temp. entering F° 52 55.5 53 52.9 52.1
" " " leaving F° 1374145.8 164 160 165
” ' range F° 85 90.3 111 107.1 112.9
Revolutions total 71400 65660 64760 97650‘26060
' ‘ per hr. 28560128560‘28280 27900 28080
" ~ ' min. 4761 476‘ 471 465 466
Thermal equivglent I

12~g99011ne B.T.U. £19290 19290 19290119290‘19290
D.h.P. ‘ .993 2.8 4.25: 6.23 7.25

Gasoline per D.H.P. ‘
per hr. lbs. 2.42 1.13 .804' .757 .793

work done !
Efficiency of enginfieat in fuel %7—- 5.4 11.7 16.4‘ 17.4 16.6
I l I l

 

 

 

 

 

 

 

 

‘18-

emarks.

 

Dre 1 imina ry run .

 

A two hour preliminary run was made to assure that
the engine was running normally. The engine was new, having
just been erected, and had never been worked out on the stand.
This fact explains the high frictional horse power and conse-
quent low mechanical efficiency of the early runs (See Plate
V11) which respectively deminished and increased as the test
progressed. 0n the preliminary run the engine was set to
ignite at 30° before dead center. Even at this point, however,
the cards showed late ignition. The spark was then set at 36°
and the cards showed the ignition to be normal.

The effect of the temperature of cooling water was
partially shown by the following experiment:

The engine was overloaded with the jacket water at
about 212° F. The mixture was so proportioned as to cause the
engine to miss fire about five times per minute. The jacket
water was then gradually cooled. At about 100° F. the engine
was exploding every cycle and the speed decreased until, fin—
ally, with the temperature at 55° the-engine stopped. Since
the mixture remained constant, this gradual decrease in the
power developed by the engine was without doubt largely due
to a decrease in the efficiency of combustion with the lower-
ing of the temperatures, but the final stopping of the engine

may have been partly due to the tightening of the piston with

-19-

the contraction of the cylinder.

The maximum power that could be obtained from the
engine while running Throttling was 7 1/2 H.D. but when run~

hing on Hit and Miss governing 8 1/2 5.9. was developed with

no difficulty other than a slight drop in speed.

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