NNO CAMIMNN AN EFFICIENCY COMPARISON ace eT A SCAVENGING AND NON-SCAVENGING GASOLINE MOTOR Cc. P. THOMAS R. E. BRIQHTUP M. A. C, pas) Lem w1at mL THES. Re-vncttin Mag 4 i a This thesis was contributed by lire ©. 2. Thomas Lr. Re. &. Brightup under the date indicated by tne denartment stamn, to revlace tne original wnich was ucstroyed in tne fire of liarch 5, 19lo. ORO AIR RIG RI OR IK RK aK a ka aK ek AN EFFICIENCY COMPARISON BETWEEN A SCAVENGING AND NON-SCAVENGING GASOLENE MOTOR C. Pe THOMAS R. HE. BRIGHTUP Me Ae C. spring Term 1911. FOC OR IR GK OR A RRC a Ka aK kk ok ok THESIS OBJECT OF THSTS:- First, - To determine the brake horse power of the motor, its thermal efficiency, the gasolene used per brake horse power per hour, and a heat balance for different angles of ignition and throttle openings with the motor running on a four stroke cycle. Second, - To design the required cams and gears for changing to a six stroke scavenging cycle and repeat the first series of tests as nearly as possible in order to obtain a comparison of results from the use of the differ- ent cycles. MOTO R3= The motor used was of the two cylinder, vertical, water cooled, high speed type and was built by the REO MOTOR COMPANY for experimental work. It was of four and one fourth inch bore and five inch stroke with mechani- cally operated poppet valves for both intake and exhaust. Ignition was by means of a jump spark system, using dry batteries and a separate vibrator coil for each cy- linder. Timing of the spark was obtained by means of a cummutator revolving at the same speed as the cam shaft and containing a contact point for each cylinder. The motor was hand governed by the use of the throttle and commutator levers. 264830 ~2- The carburetor was of the float feed type and was provided with fuel and air adjustments besides a variable gate throttle. APPARATUS AND METHODS:- The brake horse power was determined by means of a rope brake shown in Plate I. It consisted of a strong wooden frame set over the pulley and resting on platform scales. A double rope, which was attached to the bottom of the frame, passed once around a water cooled pulley, which was arranged on the engine for this purpose, and thence to a tightener at the top of the frame. With the brake wheel revolving as shown in the figure, the net pull at the rim of the wheel was read directly on the scale beam after deducting the weight of the brake. Therefore, B.H.P. =» W.C.N. where W = the 35000 net pull in pounds, C = circumference of the wheel in feet, and N =» the revolutions per minute. According to some authorities, this would not give the correct horse power, as the pull is delivered to the frame thr ough the center of the rope and, therefore, half the diameter of the rope should be added to the radius of the wheel in computing the circumference. However correct this may be, the diameter of the rope would, due to wear, not remain constant, and it was decided, that -3— since the object of these tests was essentially a compari- son, better results would be obtained by using the actual radius of the wheel in the computations, as this would re- main constant throughout all the tests. The total number of revolutions of the cam shaft during each test, was registered by an automatic counter, which was so arranged that it could be stopped whenever it was so desired. By this arrangement, it was possible to take the initial and final readings of the counter without having to read it while in motion. The number of revolutions of the crank shaft was Obtained by multiplying those of the cam shaft by two for the four cycle tests and by three for the six cycle tests. Cooling water was taken directly from the mains and entered the cylinder jackets near the bottom, while the outlet was at the top. The initial and final tempera- tures were taken by calibrated thermometers and the read- ings were taken at intervals of five minutes during each test. The final temperatures were kept as nearly con- stant as possible by adjusting the quantity of water used. This was done in order to prevent any variation in ef- ficiency which might arise due to different cylinder temperatures. The water was collected in a tank and weighed on platform scales at the end of each test. For the gasolene supply, two tanks were used. One rested on platform scales, which weighed to one one-hundredth -4- of a pound and furnished the supply while the test was being run. It was connected to the pipe leading to the carburetor by a flexible rubber hose, which provided for accurate and free action of the scales. The other tank was used to furnish the fuel between tests and while ob- taining proper running conditions. Hither or both of the tanks could be shut off from the carburetor by turning a stop cock. By this method, the changing of the source of fuel from one tank to the other on beginning or ending a test, was very easily and accurately accomplished. In setting the valves, which was done for both cycles, the proper points for the different events were laid off on the flywheel and suitably marked with reference to a pointer attached to the crank case. Then, with the cam shaft gear in proper mesh with the one on the crank shaft, thin shims were placed beneath the caps, with which the valve push rods were equipped, till the valve movements checked with the corresponding events marked on the fly- wheel. This setting was checked occasionally during the tests to guard against any changes which might occur. The four cycle valve setting was obtained from the construction drawings of the motor as designed by the builders o The lay-out of the cams is shown in Plates ITI and III. The valve setting for the six stroke cycle was one which had been found to give the best results by the REO COMPANY. The necessary cams to give these events were de- siened as a part of the work and are shown in Plates IV and V. The diagrams used in placing the cams on the shaft are shown in Plate VI. In changing from the four to six stroke cycle, it was necessary to arrange for a three to one reduction for the cam shaft. The two gears designed for the purpose are shown in Plates VII and VIII. All the cams and gears were made in the College shops. The timing the spark was obtained by laying out the degrees, on each side of dead center, on the flywheel. With the spark circuit closed, and by turning the flywheel slowly by hand until contact occurred as evidenced by the sound of the vibrator, the position of the commutator was noted and marked permanently on an are of tin around which a pointer, fastened to the commtator, moved. This gave the point of ignition when the wheel was turned by hand, but as is well knom, the lag of the spark coil is very preat, especially at high speeds and to say that the spark was set at forty degrees ahead of center whe the k. ?P. ii. was eight hundred does not mean that the ignition was actually occurring forty degrees ahead. This method simply provided a means whereby a former commutator sett- ing could be accurately duplicated at any time and must not -6= be understood in the tests to give the real time of ig- nition. The throttle gate opening on the carburetor was divided into four equal parts for use in duplicating throttle settings. The motor exhaust was very little muffled, it passing through about five feet of one and one-fourth inch pipe from each cylinder and then through a long four inch pipe to the open air. The extra two strokes on the six stroke cycle were used for the purpose of scavenging the cylimers of burn- ed gases. An automatic poppet valve was attached to the exhaust pipe of each cylinder near the exhaust valve, to allow fresh air to enter during the suction scavenging stroke instead of drawing in the burned gases again from the exhaust pipe. The inertia of the gases moving up the pipe tended to help the piston suction to open these valves and during the exhaust stroke they remained clos- ed, and forced the exhaust gases and the scavenging charge to pass up the exhaust pipe. Compression cards were taken from each cylinder be- fore starting both series of tests. To obtain these an indicator was attached in place of the spark plug and the engine cranked by hand while the cord was drawn out slowly, giving the diagrams as shown in Plate IX. These diagrams were taken only for the purpose of showing any difference ~Yo of compression in the cylinders for the two series of tests. Calibration tests were made on the scales and ther- mometers used and correction curves plotted for the ther- mometers and gasolene scales. The brake scales and those used in weighing water were found to be correct and, there~ fore, needed no curvese METHOD USED IN MAKING TESTS. Before starting the engine, the cooling water and the gasolene in the supply tank were turned on and the gaso- lene weighing tank scales were balanced. The brake scales were balanced before the rope was put onthe wheel. After the motor was started, the spark and throttle were set at the desired angle and opening respectively and as much load applied as the engine would carry without too great a re- duction of speed. These conditions were held constant for about ten minutes before starting the test proper. At the moment of starting the test, whoever was tending the brake took the initial reading of the counter while the time- keeper changed the gasolene supply from the supply tank to the weighing tank and closed the outlet of the cooling water tank. Readings of the initial and final cooling water temperatures were taken every five minutes during the test, the final temperature being kept as nearly constant as possible by adjusting the amount of water used. At the N°d°d OL6st a QTV A UVaH TQ VUGAY °93eT Te cl SesOTO yeneyxyg “ATIVE ,TS OF suedo ysneyxy °948Il PE SESOTO 4OTUL °39498L LT sBuedo 4eatur TIOKO 9 248T ,0Z 4 SasOToO yeneyxy £(lee ,OS FG susedo 4yBnByxyY 948T ,02 9¢ BeB0TO 4eaTU 948T ,OT 9 suedo yetuy GHITOAO V SONIGLUS WATVA 8TTOOO* = QOoOgs =~ gt - 4? ‘y X peot x 4ue }su00 exBig =y “Wed °Y — *“q°H°’d 4uUB YSU0O SABI_C uZv - [T99UM 9HBIQ FO gouerezunoItoO "LL°9 = TeeyMATZ Fo uy O8S8T O9T6T 6VOET "aT Wd °n*a°d GOTVA LVdH 2uy U0 aT u8/T £G - Tee4uMsTF FO euNdITH uG 8014S uzb - GSLepuyTso so wet SENVESNOD Sad “I gbcd °2 gOTT° “I 9S8°2 °IZ 8623° "dg bs°e °d gOTT’ "d §=gGere "13 HE9d" “I 9466°S "I g8%s° "Hd 9G73°S "13 G¥e° TV OINAHO TUNG Ha L GANA TOSV) aSIY °iWWG % ASnd dod NI dSIy dO DHOIZM CaeboOddxOO NOTOX4AOO Ha GALAN LS ad (A) (B) (Cc) (D) (BE) (F) (G) (H) (I) (J) (K) (L) (M) (N) (0) (P) (Q) (R) (S) (T) (U) @ol0e@ Duration in minutes Angle of Ignition Throttle opening Re Pe. M. Net load on scales Brake Horse Power Lbse gasolene used " " " per hr. " " per B.H Pe hr. B.TeUe per lbe gasolene BeflU.ek supplied per Be H. Pe hour Initial Temp. of water (average) Final Temp. of water (average) Temperature change Weight of water used in test Weight of water used per hour B.T.U-e absorbed by water per hour BTU. absorbed per BH. Pe. hour Percent of heat in use~ ful work Percent of heat absorb- ed by cooling water Per cent of heat given TEST TEST 1 #2 30 x15° x15° z t 476 516 75H 754 4,22 4.57 320 341 6 «40 6082 1.52 1.49 18930 18930 £8773 28205 53.39 55.2° 104.19 102.1° 50.8° 46,.9° 301 318 602 636 30581 29828 7230 6530 8.85% 9.02% 25.1% 23.1% to exhaust rad. & friction 66.0 67.88 TEST (TEST TEST #3 #4 #5 0 30 BO x15° x25° x250 Full 4 Full 6%6 565 687 so# =" 75# 90# 6.38 5.00 7.30 3.915 3.4% 4.255 7.83 6.94 8.51 1-225 1.385 1.166 18930 18930 18930 23189 26218 21632 56.1° 62.29 60.2° 103.1° 105.79 107.9° 47.09 43.5° 488 384 976 768 45872 33408 7180 6680 10.98 9.7% 31.0% 25.4% 58.02 64.9 47.78 411 Re 39209 5375 11.75% 24.8% 63.45 (A) (B) (Cc) (D) (E) (F) (G) (H) (I) (J) (K) (L) (MM) (N) (0) (P) (Q) (R) (8) (T) (U) TEST TEST TEST TEST _#6 " #8 #9 #10 30 14 30 30 20 x35° x35° x35° x45° x450 1/2 full full 1/2 full 645 728 761 666 738 60 90 90 70 90 4.57 70% 8.08 550 7 83 4.535 22289 4.385 3.863 2672 9.07 9.84 8.77 7.726 8.16 1.985 1.272 1.085 1.405 1.042 18.930 18.930 18930 18930 18930 37576 24079 20539 26596 19725 60.89 60299 60.4° 71° 69.20 101.1° 105.2° 108 .0° 117.69 115.5° 40.3° 44 43° 47 6° 46 6° 46 63° 369 239 521 407 369 738 1025 1042 814 1107 29741 45407 49599 37932 51254 6510 5870 6130 6890 6540 6078% 10.57% 12.4% 9.57% 12.9% 17 4% 24.4% 29 8% 25.9% 33.1% 75 82% 65.02% 57 «8% 64.53% 54.0% (A) (B) (Cc) (D) (BE) (F) (G) (H) (I) (J) (K) (L) (M) (N) (0) (P) (Q) (R) (S) (T) (U) ~] 20 17 15 20 20 x55° x55° x65° x650 1/2 full 1/2 full 622 841 700 806 65 80 55 70 4.77 7.95 4.54 6 66 2.045 2.307 2.70 3.02 721 9.228 8.10 9.06 1.511 1.161 1.783 1.36 18930 18930 18930 18930 28603 21978 33752 25745 7003 53.19 53.9° 53.6° 107 .2° 107.2° 103 .3° 106.6° 369° 54.1° 49.4° 53 .0° £83 258 244 359 998 1032 132 1077 36826 54799 36160 57081 7730 6880 7950 8560 8.88% 11.6% 7 54% 9.88% 27 .0% 31.4% 23 .5% 31.2% 64.12% 57% 68.96% 58.92% o Qu ~~ SE Ww H+ oO yy 2 c¢o oF BB B KY RFR eae cr «@|4= SIX CYCLE T "hea 30 30 30 30 2 x15° x15° X250 X250 x350 1/2 full 1/2 full 1/2 481 479 513 639 561 60 60 60 60 60 34 3.39 3.65 3.82 3.98 1.935 2.26 1.935 226 1.235 2.87 4.52 2487 4.52 3.705 844 1.334 079 1.182 0931 18930 18930 18930 18930 18930 15976 25252 14954 223475 17623 5670 55 «80 56 20° 558° 57 .7° 109.29 109.7° 109.3° 112.90 108.7° 525° 53.99 53.59 571° 51.00 304 295 314 305 230 608 590 628 610 690 31920 31801 33472 34831 35190 9380 9390 9220 9120 8840 15.95% 10.01% 17.01% 11.4% 14.4% 58.7% 368% 61.6% 40.8% 50 62% 25.2% 53.19% 21.39% 47.8% 35 4% oe o p B KY FF wow» FP wR Fb OF LF 0 HH 2 Bb SIX CYCLE COMPUTATIONS TEST TEST #6 #7 20 £0 x350 x45° full 1/2 65 55 655 489 5 02 3.18 1.655 1.435 4.965 4.305 .989 1.355 18930 18930 18722 25650 56 .3° 563° 113.5° 109.9° 57.2° 53.69 235 187 705 561 40326 30069 8025 9450 13.6% 9.93% 42.8% 36 .8% 43.6% 53.27%, Item ~15- SAMPLE SET OF COMPUTATIONS Test #1 Four Cycle Series. a dD Cc From Log Sheet - 30 minutes. vr oon of ~ x 15° "woof - 1/2 open Total number of revolutions -=- duration - RePeM. or 14288 -- 30 min. -- 476 R.P.li. From Log Sheet - 75# BeH-P. - RePelie X load x K - where K - .000118, or BeH.P. - 476 x 75# x .000118 - 4.22 B.H.P. From Log Sheet - 3.20# Lbse used in test Lbs. used per hour DURATION x 60 min. -~ 3.20 x60 = 6.e4# per hr. ~ 350 Lbs. per hr Lbs. used per BeH-Pe hre = ~BeHeLe = 6.4 “1.27 4.22 B.T.U. per # gasolene = 18930 from an average of the Parr Calorimeter tests. BeTeUe supplied per B.HePbe hre = BeHePe hour x BTU. per hre = le = 28773 BeTeUe # of gasoline per 52 x 18930 B.T.U. Initial temperature of H \9 = = Avge. from log sheet = 53.3° F. Final temperature H 20 = Avgee from log sheet 104.1° F. Temp e change = Item (m) ~ Item 1 = (104.19 = 53.39) & 50.89 Ff. . Weht. of H.O used in test (from Log Sheet) = 301#. a -]16<- p --- Weight of H.O per hr. = Item (o) x 60 min. = 301 x 60 Item (n) 30 a 602#. q --- B.T.U. absorbed by HO per hr. = Item (p) x Item (m) - 6027 x 50.8 = 30581 B. T. U. r --- B.T.U. absorbed per B.H.P. hr. = Item (q) + Item (£) = 30581 B.T.U. * 4.22 B.H.P. = 7230 B.T.U. HEAT BALANCE gs --- Percent of heat in useful work = B.T.U. equivalent of 1 B.H.P. hr. * Item (k) s 2545 B.T.U. * 28773 BeT.U. = 8.85% t --- Percent of heat absorbed by cooling water = Item (r) « Item (k) = 7230 B.T.U. * 28773 B.T.U. = 25.1% Uo-r- Percent of heat given to exhaust, radiation and engine friction = 100% - (Item s) plus Item (t) - 66 005%. =~17- CONCLUSION The results of the foregoing tests show very conclusively that there was a marked increase in thermal efficiency due to the change from four to six stroke cycle. Taking the average of all the efficiencies obtained from the four cycle tests, which is 9.96%, from the average of those obtained from the six cycle tests, which is 13.18%, gives an increase of 3.22%. This is a 32.3% increase in ef- ficiency and compares very favorably with the results ob- tained by others in the experiments of the same character. The efficiencies obtained, although seeming rather low, are about what would be expected of the common high-speed automobile motor. They would have been slightly hirher had the diameter of the brake rope been taken into con- sideration in computing the B. He Pe, as explained in our introduction. The motor ran very well under the six stroke cycle, with the exception that the carburetor coulda not be adjusted to give the proper mixture at all throttle openings and had to be readjusted with each throttle change. Tnere was a very great decrease in the vibration of the motor, when changed to six cycle, due to the explosions beings balanced, while they were un- balanced under the four stroke cycle since the cranks were 180° apart. The six cycle B. He. PF. was quite a lit- tle less than the four cycle, as vould be expected. ~18- APPENDIX OUTLINE OF PROPOSED WORK. The object of the test is to obtain a comparison of the mechanical and thermal efficiencies of a two cylinder gasolene motor having a scavenging stroke in addition to the regular four stroke cycle, with those of the same motor without that stroke. The load will be applied by means of a prong brake and measured by platform scales. The speed will te taken either by a tachometer, checked occasionally by a hand counter, or by a hand counter over a period of several minutes. The jacket cooling water used will be taken from the mains and weighed in tanks after using, the temperature being ta-en just before entering and as it leaves the cylinder jacket. The I.H.Pe will be obtained by indicator up to as high a speed as is found possible and it is proposed to take all cards above that speed by monograph, or to com- pute the li.D.Pe from Grover's formulae (M.E.P. - I.C. - .01C*) if it is found to be fairly accurate by trial. In this case the compression would be obtained by taking com- = °20< pression cards at the various speeds. Since the motor is hand governed, it is thought best to make a series of tests at various angles of ignition, the throttle being adjusted to give the best running conditions of the motor under that angle of ignition. The number of tests will have to be determined by the angle through which the ignition may be varied, which is not known at present. This series will be run on the motor when using a four stroke cycle and all the conditions duplicated as nearly as possible in running the same series using a six stroke cycle. The length of the tests will depend upon the diffi- culty found in keepinge constant conditions, but will be made long enough to give time to take the required cards, and at the same time, to use considerable fuel in order to re- duce the danger of error in the weighine of it and in the depending computations. The best value of the fuel will be obtained froma calorimeter test made on the gasolene used. The items to be recorded on the running log will be as follows: (1) Time (2) Angle of Ignition (3) Brake load (constant during each test) (4) R.P.M. (readings at certain intervals) (5) Initial temp. of cooling water (read- ings at intervals). (6) Final temp. of coolins water (readings at intervals). =2]- (7) Weight of cooling water. (8) Weight of gasolene used. (9) Room temperature. (10) Barometer. This will give the readings to be taken at intervals during the test besides indicator cards. Item 8 and probably Item 7 will be obtained at the end of the test. 1. Re De 4. De 6. 8B. 9. 10. ll. 12. 13. 14. 15. 16. ITsWS TO BE COMPUTED. No. of test. Duration of test (minutes). Angle of ignition. Re P. li. Be He Pe = K XWXR. P. M. K - Brake constant. W - Net scale reading. Explosions per cylinder per minute. Average M.E.Pe cyl#l. Average MeE.P. # 2. 1 H.eP.cyl. #1 1H PP. " #2 Total I. H. i. (9) plus (10) friction H. Pn = lLlHP-BHP. Mech. Eff. = Item 5 . Item 1l. Pounds of gasolene used during test. Pounds of gasolene used per hour. Pounds of gasolene used per 1 H P hour. 17. 15. 19. 27 28. £9 « 30. elca Pounds of gasolene used per Be H. P. hour. Be T. Ue. per pound of gasolene. (Calorimeter) Be Te Ue cupplied per I. H. P. hour. B. T. Ue supplied per B. He. Pe. " Initial temperature of jacket water. Final temperature of jacket water. Temperature change of jacket water. Weight of jacket water used during test. Weicht of jacket water used per hour. Be T. Ue. absorbed by jacket water per hour. Hi A BALANCE (2545 x item 5) Heat equivalent of useful work ( item 20 ) (2545 x item 10) Heat equivalent of engine friction ( item 20 ) ( Item 26 Heat absorbed by jacket water (Item 15 x item 18) Heat to exhaust and radiation =I - (item 27 plus item 28 plus item 29). BIBLIOGRAPHY OF MATERIAL READ. The Beck Gas Engine, Six Cycle. (Engineering 1888, pages 433-466-468); giving a very complete account of a series of tests, mechanical and thermo-dynamic, on a four HePe Beck six cycle engine. High mechanical efficiency and thermal efficiency of 19.6%. Shows both the actual and =o Z— theoretical cards for this stroke. "Getting Burned Gas out of Engine Cylinders." (POWER, June 2, 1909) Setting forth the advantages of the auxiliary exhaust. Scavenging. (text book by Jones) Scavenging. (text book by Donkin) "Testing Gas Engines & Motors" (E. S. Frost - POWER, Dec. 29, 'O8. Methods used in making trials and in keeping the running log, also for finding results. Test on a four cycle, four cylinder automobile motor by prony brake and indicators. Cards and tabulated results given. "The Exhaust of The Internal Combustion Engine." (POWER, February 25, 1908). Taking up the effects on the color, smell and sound of exhaust, of the mixture, governing, ig- nition, valve setting, etc. "The Indicated Power and Mechanical Efficiency of The Gas Engine.” (Bertrand Hopkinson before I. of M. E., ENGINEER- ING, October 25, 1907). A very technical article on the methods of indicating (Manigraph) indicator, etc. A special Optical Indicator. aye "Griffin Three Cycle (six stroke cycle) Enclosed Gas Engine." (ENGINEERING, December 4th, 1908.) Description of this engine with discussion of scavenging stroke. "he Effect of Mixture, Strength and Scavenging upon Thermal Efficiency." (Prof. Hopkinson, ENGINEERING, Vol. 85, = '08 (Pages 520, 630, 665, 558, 658.) Extracts from paper given before the I. of M. Ee. with discussions by Mr. Atkinson, Mr. J. H. Hamilton and others. Results and conclusions from a number of tests. SUMMARY OF PROGRESS REPORTS. Mar. 24. Work was. started in preparation for the tests to be made and much time was spent in setting up and cleaning the engine and in piping for the exhaust, water and gasolene. Apre 8. The four cycle series of tests was begun, and 98 Ars five half-hour tests had been completed when, due to the water pressure being shut off at the power house, one cylinder was so badly cracked as to require new ones. Apre ll This required considerable work and the engine 101 hrs. was not in running shape again until.April 2Oth. ‘Apre 20 The series of tests was begun over again and 120 hrs. progressed very well until it wes decided to Apre 26 142 hrs. May 27 198 hrs. May 30 cll hrs. June 5 £45 hrs. =~25 = stop with fourteen tests completed. The work of designing and making the six cycle cams and reduction gears was now taken up and good progress was made, with the exception that after the reduction gears had been finished, the distance between centers was found to be greater than that given by the engine blue print book. This necessitated a new pair of gears being made. After setting valves, etc., the engine was start- ed and found to run very satisfactorily. Tests were begun and the work progressed very well until during the eighth one both cylinders cracked and loosened from the crank case, bring- ing the wor to an end. The work of obtainins the heating value of the fuel samples was then undertaken with the Parr Calorimeter. The remainder of the computations and drawings were finished and the report handed in for correction. 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LW Qa aiG Te fel +b aie ote COMPRESSION CARDS. 60* SrFrING. ere spate fcourny meraeerre wrens: tert aaa roa oD SVOLLDZ. Ue ae MICHIGAN STATE UNIVERS ina TR