ee wig ate pe Rien. i L re aw “a rs .” ~~ a 8 . > 5 Mit ia Seo, sev ae CIM TEST OF A POLYFUEL ENGINE (HVID TYPE) A Technioal Problem Submitted to the Faculty of MICHIGAN AGRICULTURAL COLLSGE by 3 . oe av Ralph R. Clerk —y Candidate for the Degree of Bachelor of Science in Mechanical Engineering. -Jane, 1921- THESIS -TABLiA OF CChTANTS=} page Introduction- - --+--+-+-+--+-++e28#+2+-+e+6 1 Purpose - = = + == = we we we ewe we ewe ew ew ew 2 General Description of Arnaratus- = «- - - ~ = = £ Detailed operation of engines - = - - = = -“--- $ Figure 2 Section thru cylinder as Ghanged,- -----+--- to follow 5 Figure le Section thru Governor and Fuel Valve, -------+-- to follow 7 The Operation of the Governor - - «+= +--+ -+=<« 6 Figure 3- Section thru Fuel Pump,to follow 7 List of Tests Run = - --+- +--+ -+-++e+e-- - 11 Adjustments and Testing Proper - =~ - -« - - - = 12 Figure 4. Indicator card showing defective timing,- - - = to follow 14 Figure 5De Timing diagrams~ - to follow 14 Description of results- ---+--+-+-+-e-+e+-+e#-+-e 15 Test Curves- - ----+2+-+ +s +ss+e 6 15 owmary--*--=25=-+|==s+s=e- ee es es eee ee 15 Governor Control - ---<2*+#-+-+*+#-+-e+#-+-e-+- 6 16 Copy of Criginal Data ---+--+-+-+#-++#-+-e2+-6 17 The New Design - -- =-|=--+*#-2s+e# -=2s# 2s 2s += 16 Sheet 1, Section thru Sngine - - - - at back of booke Sheet 2, Detailed Drawing of Proposed Cylinder Head - - - - - - at back of book. Sheet 3, Detailed Drawing of Proposed Cylinder=- - ----+-- se at back of booke TEST OF A POLYFUSL ENGING. -INTRODUCTION- In the last few years several high compression internal combustion engines have been developed. SAT ER te 7 f19 fe Aen hd Ld y i, j 4 Y/R Ke WV \N Wile, J) elke LL AE ke) AF ILVD UPS © Y = Bice N pe i Sg =SN WSS SS iS @ anc | : > Be = Ha BR i WLSA N 3 an Wi oon ai Mant lt GED ‘Veal yoy pil va LEED yale Ve hehe ied ode VLA © INVA DY2BJU) 0 fo Vi bee meh shel he Mad ded ©) a @ YAY YY jr2/ 7 ENE Ee, WE Maeda C LY 48 NMALL 4 HONY SAOIP DH iy DITS TINS NOMLUNIGHOO Te =a ok aod hal yey Ld Oa e Bree Meee ees PEEL Ley, Vi eA Ee ie CRE EL LO AWIS YONYTNOD ONY Plc DFIA TINS NOMLINIGHOI ee ee The breke load was measured by a small plat- form scale graduated in |; pounds. Fuel Measuring. The fuel beings fed from the reservoir was supplied under s constant head inasmuch as the pump maintained a constant level in the reservoir. It only remained to measure the amount of fuel suppled the engine. This was accomplished by using a gallon can mounted on a Fairbanks scale graduateiin + ounces. The section pipe from the pump was disconnected from the base and placed ebout a 4+" from the bottom of the can, but not touching it, also the overflow from the reservoir was @llowed to flow back through a copper tube to the can. By this method the weight of the fuel actually used was obtained direct. The Indicator. A Crosby gas engine indicator was chosen for the test. Because of the extreme high pressures handled the indicator was equipped with a eamall cylinder and piston having an area of + of a square inch. By using a #200 spring (double with a + sq ine piston) it was possible to obtain cards. A special connection had to be made in order to connect the indicator to the cylinder. This was necessary in order to keep the clearance volume as near constant as -9- possible. The outer barrel of the indicator was removed and a new one made with a small pressure valve built in. A 1/8" hole was drilled through the cylinder head and the indicator connected to this by 8 1/8" pipe. The clearance volume of the indicator when set for highest pressure reached, is about 0.167 cubic inches which is 1368 per cent of the clearance volume of the engine. The increased volume due to the indicator connection is 0.021 cubic inches with the pressure valve closed or 1.74 per cent of the engines clearance volumee This is the usual test condition. A reducing motion was connected to the end of the crank shaft and was perfectly timed with the piston of the engine. This motion furnished the reciprocating motion for the indicator and was connected to it by a heavy cord. Considerable diffioulty was experienced with the cords breaking at the higher speeds. This was due to the inertia of the moving partsa of the indicator. By patting a new cord on every time a set of cards were to be taken this difficulty was overcome. In the latter part of the experiment this cord was replaced with a light piano wire. The heating up of the reducing motion, due to the large friction area running at high speed made it necessary to remove it when not actually taking a card. -TiSTING FROP&R- Series Series Series Series Series Series Aol A=-2 A-3 A-~4 A-6 Bol “LIST OF TasT RUN- series A was on Kerosene. Series B was on Fuel Oil. Working in of the engine, leakage by rings Giscovered. New piston needed. Equipped with new piston. Push rods adjust- ed with sufficient clearance to make engine run with best result. (See Log Sheet). Exhaust cams filed to increase included angle. Best timing possible with present camse (See Log Sheet) max power, fuel consumption for max load and governing. Same timing as A-S fuel consumption test for different loads. Same timing as A-3 max power test to deter- mine best speed. Puel consumption on Fuel Oil, valwe timing game as A-3. alow -ADJUSTU“NTS AND TeSTING PROPaR- After making the change in the method of holding the cylinder head gasket the test proper was started. During the time that the cylinder head was off the clear- ance volume of the engine was determined. This was accomplished by placing the cylinder head in a level position with all valves closed and filling it level full of water. Care was taken to get the water into the fuel cupe This water was then poured into a graduate and measured. Correction was made for the tongue of the cylinder which projected into the cylinder head. This gave a net combustion volume of 1.428 cubic inches with a 3/32" plate between the cylinder and the crank case. This plete was the necessary correction due to the change in the cylinder head mentioned above. The engine proved very hard to start and after having used muoh energy an electric motor was belted to one of the fly wheels. The belt was thrown off during all tests. After the engine had been worked in, it was noticed that it had very little compression when turned over slowly and by listening clogely one could hear the air blowing by the piston into the crank pit. One of the covers was removed and it was found that the oil «13- was very thin due to fuel leaking by the piston. Com- pression pressures were then taken with the following results: Hand rotation 325 pounds per square inth. Motor rotation 430 Re Pe hie 450 pounds per square inch. The above clearly demonstrated the necessity of using more than three rings on the piston as it was then equipped. A new piston was made carrying six rings- A core from the foundry was filed so as to allow enough metel in the wal of the piston for the extra rings. This eore was then used in casting a new piston. When the new piston was put in a thinner plate (1/16" thiek) was placed under the cylinder instead of the 3/32" plate. This made the combustion volume 1.209 cubic inches or a decrease of 15-5 percent. The engine was run for a period of 4 hours start- ing with no load and gradually working to a full load be- fore any tests were attempted. This was done so as to work the new piston and rings ine Pest Noe A-2 was started and run as indicated on log sheet (original data). At the end of the test compression pressures were again taken with the following results: Hand rotation 400 pounds per square inch. Motor rotation 430 R.P.Me 500 pounds per square inch. Explosion pressure 500 pounds per square inch. w]4= Several indicator cards were taken, one of them being reproduced in fig. 4. This card clearly shows that the valve timing was wrong, exhaust valve closing too early, (shown by rise at A). The timing was then checked and the results as given in fig-e 6a were found. This probably accounted for the fuel blowing back es noted in some cases, and it also accounts for the ongine not developing its rated power. The cam shaft was removed and it was found to be badly bent (due to accidently running a piece of cloth into the gears) running out about 1/16" at the center. The shaft was straightened and the back of the exhaust can machined away, thus giving a greater included angle. The cam shaft was then put back in the engine and so adjusted that the timing shown in fige 5b was obtained. This was the best timing that could be obtained with the cams as made. The exhaust opening was too late and the intake opened too late and closed too early. A timing something like fig- 5¢ should be used. Due to the lack of time it was impossible to make new cams so the tests were all run with the timing eas shown in fige 5b. Fuel consumption, maximum power and governing teste were run on kerosene without any further trouble except that efforts to obtain indicator cards were abandoned. The inertia of the moving parts on the indicator at high speeds Pree e belbeh he lemme tee. Pek Ried ir tel ie PE teed tel bee 2 le, IsnYHY¥3 INIMOHS Sutuii MIN share mor ae) Dab Re ie? ilo me kee aye Oe a —~— iad i>) Im ¢ a ba SJ ° ey 4 iz >» ce Lemp! E 4 a i a Re QNISOTD JATHA LSNHHYZ A 2 | r Pe Si U in 7 S < < oy @ we mn o 4 o = Ps = ed Bi g p) a a a 3 GW ote jo ~ i] fe) “ a + on 1 R aN g _ H Oo = ° re) co eae ©, bs sas) ba) YD Cel ieee foi eke ees a be 7) ae Bl ely i] tel Be he Bt AAONN04 of Le oP i. mel) Srl) 8] 2 ae: el BE PS) oF ber Rael) Pee el) L411 SATHA IBHXD 2} EIDE L aCe Men FTE: L ~ Lame lbs RET E) rs Sei E led eT ETS INIOND JIONYAG SoC Peo] nD) GS 9IJ SNIWIL SATHA made the card worthless when it was obtained. A short fuel consumption test on fuel o11 was rune Also a quantity of oil from the crank pit was burned with good results. The engine starting easily on both fuel and pit oils. The fuel cup used on the above tests had two holes 031 in diameter. A second cup with one hole .044 in diameter wes used and seemed to give the same results as the first one. Due to the short time it was impossible to run an exhaustive test slong this line. -DesCRIcTICN OF RaSULTS- Table I contains a summary of all data taken. Curve sheet I gives a graphical representation or the results. ~ SULLARY= From the results obtained this engine ought to develope two horse power or an over load of 33 1/3 per cent if it had the proper cam shaft, although the crank shaft is not heavy enough to stam that much. The operation of the engine was very satisfactory after once adjusted, demanding wery little attention. The fuel consumption was about .8 of a pound per horse power hour when fully loaded, which was very good for such a emall engine. The compression pressure necessary for easy 4 aa: a a ee I + MICHIGAN AGRICULTURAL COLLEGE pete tacit th tn ehh tee Rei ee Le | OY =l6= starting has to be 400 pounds per square inch or more. When dropped to 375, starting was very hard while at 500 it was very easy to start. The explosion pressure is only a little more than compression pressure at light loads but rises very rapidly with increased loads reaching a maximum of twice the compression pressure at full load. “GOVERNOR CONTROL]- The governor held the engine speed very close allowing a variation of less then 3 per cent from full load to no load. By experimenting with different pistons, pressures, and needle points, a closer regulation could be obtained. xperience seems to indicate that the blunter the needle and the smaller the piston, the better the regulation. | Provisions will have to be made for different fuels for when the governor is set for 700 Re Pe Me on kerogene it will only allow the engine to run at 300 Re Pe Me on fuel oile This is due to the difference in viscosity o~ the two oils. When the crank pit 011 was used the envine would not run until the governor was changed. vy “es . & o L . C & Ck: o “ Oo. Z. 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Due to a tendency toward preignition when the engine was pulling hard for a long period it was deemed necessary to water jacket the head. The preignition is probably due to the hot exhaust valve and for that reason the following has been suggested. By 80 arranging a sleeve valve about a poppet valve that both incoming and outgoing gases pass through the same valve the cool incoming gas will cool the hot valve and also receive heat which will give a better explosion. This is accomplished in the following manner: See sheet #1. F is a cylinder sleeve valve with ports cut in such a manner that on the exhaust stroke when poppet valve @ is open the port in the sleeve will uncover port H in the head, thus allowing the gas to pase out. On the suction stroke the sleeve moves down closing port H and uncovering port I, thus allowing air to enter. The poppet valve remaining open during the entire time of exhaust and intake. It is believed by this method that the poppet valve will remain comparatively cool. The valve and sleeve are to be operated by cams through push rods and rocker arms.