THESIS

ae

Lee ee am
OOS Orne O RE

SB 8 Me @. H. BRIGHAM

1918
THesis

 
aft.

¢)
Ensine Test
end
Study of the Valve Action
of a

Willys-Knisht ctor.

A tnesis subdinitted to

the Faculty of

MICHIGAN ACRICULTURAL COLLECE,

S. T., Wellman G. H. Brighem
Cundildates for the UCesree cf

BACHELOR CF SOTaNOs,

May, 1918,
THES} c

 

 

 
TABLE OF CONT S.

Introduction -<«------<<------------- wee ene ne

Purpose and extent of investigation eee-----

Specifications encnees--- een een nen ne- “2

Study of tne Valve action -ece--------------

Wo ~a ~~
Bnseine test aonmrewrw new were er ewer nme ame we me ew we & = ao ae ow om om oe oe

E
Rules of testing, S. A. hy, ------- we2e---- m=
Log sheets --=------ wwe nm mm meme nee ee wee meee
Re@eSUultg eon e new n nnn ew mm ew ne eee ne eee ee ee ee ee
Sunmary cccccccc- (eee ene ee ee ene ee eee ee eee

Acknowledsinents ------- aiuhaiaiakatatataietetatetatabeienatete -

Reference for enzine drawing -cnece---------

to

 

 

 
IJUTRODUCTION.

The double-sleeve ty,e of valve for gasoline enz-
ines was invented by Ch:rles Y,. Knizht in Chicazo in 1903
and wag ,;atented in the United States in 19le, A test
tar was built in tne Carford factory in #lyria, Ohio in
1905, and the motor was used in the cars menufactured by
tne Daimler Cozeany in England in 19°06, Altho it differ-
ed radically from all cther valve forms that were used
up to that time, it has been aioyted and kas remained in
zontinued use by several automobile manufacturers both
in furo,e and in this country, While the Knight valve is,

\

in effect, a hollow=;iston valve type, it has distinculsh-
ing characteristics, in tnat it is made to surround tne
mzin engine ,;iston instead of being located in a se;arate
valve chest, «end in that it is built in two separate cyl-
dndrical ijurts. By using two sleeves, necessury freedom
in securing a desired timing of events is secured with
tne simple use of ecesntrics instead of cams. A single
sleeve may be used if a cam cor other suitable mechanism
is designed to operate it. Mr. fnicht's first sleeve-
valve fatent, taken cut in 1910, was fcr a single sleeve

valve, Several sinzgle-sleeve valve enzines are now be-

inz built both in this country and abroad,
ha

PURPOSE AND EXTiitT OF TNVeSTIGATION.

This analysis of the valve action and the engine
test were undertaken in order to determine the advantae-
reg of this type of motor and to obtain a comparison with
other tyres.

The sotor was a stock four cylinder, fourecycle
automobile motor manufactured by tne Willys-Overland Co.
and used in the Willys-Knight automobile, Model 8&-4, It
was a 4 1/8" by 4 1/2" motor with double sleeve valves,

This type of valve consists of two sleeves sure
rounding tne enzine piston which are moved vertically
by csonnectinz rods from a sinzle eccentric shaft. This

ntric sheft is driven tnru silent chain drive at half

es)

ece
the crunksnaft speed and is made with 70 dezrees as an
anzle of advance between tne eccentrics of the two sleeves
of each cylinder. Forts are cut opposite to each other

in each sleeve, one of which serves as an, intake port and
the other as an exhaust port, The ;ositicns end widths of
these ports correspond to the determined best valve action,
The valve action is obtained by the ports in the sleeves
passing each other and tne cylinder wall iort at the de-
sired time, The purpose of the stuty of the valve action
is to become acguainted with the orizinal methods of dete
errmining these positions and to check the results obtained
from the theoretical design,

The engine test was necessurily reduced due to the
fact that the ~aximum sceed that tne dynamometer could

ce driven was acout 1400 r.p.m Thies resulted in the
curves being only purtially drawn end deteriorated the
extent of tne com rerison vith cther types of motors,

The test was run to cotazin curves between tne Brake
horsziower und the Fuel seonomy, and tne RL. P. MY, end
trese vere comz:red with tnose of motors with other tyv.es
of vulves, Tests were run with four cerburetor settings
to corres,ond a,;roxlimately to 1/4, 1/2, 3/4, and meximum
throttle opening at 12£C0O r.4.m. Tests were run with lowe
er throttle settings but they ure inveluebdle since they
2ould be used at cnly tuo cor three of the lower s;eeds,
The time for tne occurence cof the spark was set at-the
point of tsaximum advance during all cf the tests. Also
tne frictional nors2,cuwer could be obtuined at but cne

ot

point, 7CO r.g.m, Which was cue to the fact tnat the
dynamometer wren used as a motor did not reve a varieble
gsjeed, This allowed the Mechunical Efficiency to be ccne

puted at but tne one screed of tre enzine,
SOP scl ftCaAT lOiS.

Name and iodel Willys-Knight,
Model 88-4, #A11146,
Manufacturer Willys-Overland Inc.,
Toledo, Ohio,
Number of cylinders Four.
Bore and Strcke 4 1/8" -= 4 1/2",
Fiston displace ent <40 cuble inches,
Tyve of cylinder custing Block casting,
S/&" offset.
Type of valve Double sleeve,
Cooling system Thermo syphon,
Fistons Cast iron,
Piston rinss3 Two, eccentric tyre.
Connectins rod Droy forged, 10" cg
Crankshaft bearings Three, plain,
Valve timing Inlet opens & desrees

after upper dead center,

Inlet closes 37 degrees
after lower dead center,

axhaust ofens 48 dezrees
cvefore lover deudcenter,

ixhnaust closes § degrees
after upper dead center,

Carburetor Tillotson,
Heating Air from exhaust stove,
Frinciple of o,eration Single nozzle with steel

Spring air valve in inlet,

H.2
8
Tenition

Firing order
Type cf breaker
Siark plugs

J.0 cation

Conneticut distributor
and coil,

1-33-42,
Closed,
Champion, 1/2" rerular,

Center of corrsbusticn
Chamber e

Splash-pressure, with
plunger pump,
STUDY OF THe VALVE ACU ION.

The valve action ani the effect of various face
tors upon the valve ti:ning can best be studied by means
of timing and sexling diagrams. To construct these dia-
grams it is first necessary to construct a sinusoidal
diesran for each sleeves,

To construct the sinusoldel dicgrams, the eccen-
tric radius and the sonnectinz rod length must be known,
This was obtained from blue jtrixnts Juoned by tne manuface
turers, Twelve inches was laid off cn the caper on which
the diagrem was to be made and this distance was divided
into twenty-four equal parts, Ordinetes were erected
through these goints. Tne eccentric circle was drawn and
placed .4375 inch to tne left of the first ordinate as

re eccentric snaft or cum shaft is offset this amount
from the connecting rod pins in the sleeves, This circle
wags divided into twenty-four parts and the corres,onding
positions cf the connecting rod and the sleeve found,
From these points lines were drawn to the correszonding
ordjinutes und the sinuscidel curve drawn throuzh these
points. Hach diucran for the two sleeves was constructed

by the same method exce;,t that the 2itferent lensths cf?
the vsonnecting regis mede it necessury to find the vericus
cositicns of the sleeves «ni the tonnecting rods in each

Cusce

The sinuscidael curve fur e€aor. sleeve ravire heen

>
drayn a piece of tracing eloth wus pluced over the curve
and the curve wes traced tnreusgn the tracing cloth and
extended to each side. A au.zlicate of the curve for the
citer 3leeve wes drava at a distence on the tracing cloth
eousl to the port widths in tre cuter sleeve. The sume
veg dione with the inner sleeve exce;t that fue to the
exhaust and intuve ports being of different widtns, a
curve iad to be ccustructed for each of these widths,

The folicwine dimensions were obtained from the

blue prints:

Cylinder intuke port width ----------------- .500 inch,
Cylinder exhaust sort width ----------88---- , 500 "

inner sleeve intake port width ---------2e--- ,3¢])] "
inner sleeve exhuust rort width eWwn-eennrnnee-— . 500 i
‘Outer sleeve intake jort width e----eeeeee-- , 469 "

utec sleeve exvaust icrt widitn -e--ec--ee-- 469 "

Bottom of cylinder head ring to the
vettom cf the cylinder ports eH nennnen meee £575 "

The travel of each sleeve ecneenecnennnnnenee ,9055 8

Anzie of advance between the sleeves e------ 70 de-rees,

(na separate snect cf ;ayer, two parallel lines
were dravn at a ai3st nee ayurt equcl to the port width
ig the eylinder wall. A third parallel line was drevn
re,resenting the bottom edse of tne cylinder read ring
which acts as &@ sealing surface and an inside cuteoff
edee, On tnese tines a lenvtth was laid off euvel to one

wave lenzth of the sinuscidael curves, This was civided

into twenty-four perts in the same ranner that the cupve
w493 divided, This total lenctth re.resexts tvo cecurlste

° em 4 ’ wa] <a yt wl . cs : q
cevolutions of the creuksiu Tt cr 720 detrees and each

p- Je

; ; 4 4 = ’ — Ts yy - mo. 2 rm - a — e »% +s . ~ 5
vision would re.reseat 2C ce creeca, Tbe 6 scentric ary

ad

a
being set vith 70 desrees between ther, tnis 70 aecrees
is the encle cf advance by which tre inner eccentric ,;re-
ceeds the cuter eccentric, Ecnever, on the cdiacrams tris
aypears as 140 decrees, since the eccentric sheft runs

at hel? the sceca cf the crankshaft.

This ensle of advance being known, tusether with
the distances from the centers cf tre cunneécting rod tins
in each sleeve to the tottcm of each port in each sleeve,
the timing diacram can be drawn, Ey marking these rose

itions on the churt as zero aezrees and then placing the
two tracings on €ach other end on the chart, the correct
cositions of the curves were found, When found, the trac-

t

Ca

med and the points marked cn the corde

CD

ing cloth nas fa
inates of the chart. The solid lines reyresent the jos-
itions of the inner sleeve corts end the dctted lines tke
uter sleeve ,;orts. The cross-sectioned areas show the
emount of tort cyeninge and the rericd of the intake and
exhaust openings,

From the Giagram it igs seen that the exhuust bezins
to o¢en when the lower edge of the port in the inner
Sleeve, neving dewnvwards, sasses tre lower edre of the

cylinder lead ring, Tne exhaust closes wren the top edge
of the port in the cuter sleeve, moving dcwnvards, passes

the lower edze cf the port in the cylinder well. The
a)

exhaust openinzs extends over £33 degrees of crank motion,
Tre exnuust besins to open 48 degrees ahead of the lower
dead wenter and closes 5 degrees past the tog dead center,
The intake begins to oven when the bottom edge of
the jort in the outer sleeve, soving downwerds, passes
the tog edge cf the ,ort in the inner sleeve, moving in
a downward direction. The inteke closes wnen the bottom
edse of tne inner sleeve port, moving ugwards, ,;asses the

bottom edse cf the cylinaer head rinz, The intake is ojen

Lu

10

an
KH

over a ji cf <09 desreés cf crenk votionu, begins to

Q,

oyen @ degrees after to, cead center, and closed 37 cee
iS a) 9

grees after lower dezd center,
Tne timing points for the diazram are as follows:

~y
~~

Exhaust closes --0-------- enn n nen nee 265 "
Intake opens ------- n-ne eee 268 "
Intake closes ------+---+--+------ ++. ++- wae 577 "

The sealing diacran was next to be 2enstructed

D
F4)

end is useful in s}l.owing th: vrresete of the overlarpe

a

A
ie

ping edges which tend to grevent leckuse, The diagram

is taken from tre timing dilagrim ancve it. Any total

GQ

ordinate included in the crossesecticned urea above the
line shows tne cancant cf sealing of the intake fort at
that crank ,;osition, At «zero degrees, for example, when
the explosion is about toe tazve place, the bottom port

edve of the inner sleeve is above the cylinder head ring

toy ths emocunt that tre sinuscidal of the immer sleeve
intake port is above tie line representins the bottom

edee cf the cylinder read ring in tre timing diagram,
The seme method is used in finding the amount of seale
ing at each of the other ordirates voth for the intake
and the exhaust sides, The exhaust seal, kowever, is
shown below the line and it will be seen that the seal
at zero devrees crank position is made up cf three dise
tinct lappinges. First, tre auount the lower port edzre
of the inner sleeve is atove the top edge cf the cuter
sleeve; and second, the amcunt the lower ,;ort edge cf
the inner sleeve is avove the ease cf the cylinder read
ring. It will be noticed that the greatest seal cecurs
at €40 desrees of crank travel during com:ression, when
there is a trizle seal cf the exhiiust comrcsed cf tre
cylircder, sleeves and the cylinder head ring,

Ancther was drawn showing the relation between
tre intere und exraust port openings and tr.e rate cf
Change of the ,iston displacernent, Wrere the double
sinuscidel curve crosses tre korizontal line there is
no chagge in the ,;iston dis;lacement, wnich would karren
at upper and lower cead centers, The other curves give
the amount of the valve cpenines and are the same as the
port cypening curves shcvwm cn the sealing lap diazrrem,
They were otteined by transferring the ordinates of the
exhaust and intake o;eninges from the timing diasram,

the exhaust valve opening occurs <8 decrees before

lower dead center, and has its waximum opening curing
the maximum rate of change in the ,;iston dis lecerent,.
The armcunt of opening of the intuke valve end the rate
of change in the ,;iston displacement are approximately
proportional, excert thet the intuke cicses 27 degrees
after dead center cr during a i:art cf the inteke stroke

the piston is traveling in un upwara direction,
12

BNGINE TST.

The motor was run witn « direct connected cradle
dynamometer with a water rheostat to vary the load. Runs
were made at 45C, 700, 950 ena 12£CO ree.m. for horse;cwer
and fuel economy. The curation cf the runs wes tne time
required to consume five ;,ounds cf gasolire., The fric-
tional rorsepower tests were run throvgh a ;eriod of five
minutes, The cynamometer allcwed only one frictional
horse;ouer test to be run which wes at 700 rium,

The horsepower censtant cf the dynamometer was
computed and found to be ,OOOSI1E?, The brake load read-=-
ines were taken on platform scales every five minutes
curing the tests, The encine speed was kect constant
enc. the load allowed to vary to cbtain this constant
speed. A;yyroximate readings on the speed were taken from
a tachometer and accurate reanaings were taken with a

screed indicator from the eccentric shaft every five rin-

ad

utes, Tne lead was varied by means cf a water rr.ecstiat
connected with the dynancmeter.

The fuel cconsunption was meusured by takine the
time, with a stoy, watch, during the ,erioc in which the
weicht of the cusoline tank decreased five pounds, From
this time the nuiber of ~ounds cf fuel used per hour can
easldy be obtained, The fuel used in pounds per Bruke
Norsepower per hour can be commuted by dividine the nune-

ber cf gounds of fuel used per hwr in any test by
13

the Erake Horsepower during that test. The time was
aken when a cointer on the scale beam rassed a line
on the frame of the scales,

Tne temperature of the air enterinz the carbvure
etcr was texen every five minutes with a 4CO degree
straicht stem thermometer, Tne temperature of the water
wes taken «et the inlet tc the cylinders and et the outlet
with tnermoreters placed in cil welis in the water ;sipes,
The outlet temperature wus ke:t as near as possible to

150 degrees Fahrenheit. The fan wes removed during 211
the tects,

The fricticnal rorsepower was measured by using
the dynumometer as u rector, wrich made it necessury to
meesure the torque cn the oposite side of the dynumometer,

These tests were run inmedictely after the horsez,ower

off the water to ,revent ecoling,
RULES OF TrSTING.
Society of Automotive Engineers

Transuctions XII, Fart I,

During the complete test, ecntrol cf the encine
Shill be by wreans of thrcettie and spark cnly. Engine
adjustments shall be made for best korse,ower output
(that is, carburetor setting, ssark plug gaps, etc.,)
and in ne case are such acgustments to be changed during
the complete test. Test runs should not be made until
the engine has been run-in sufficiently to show no arprec=
tjeable difference in friction before and after a run of
40 minutes at tne speed of maximum tcerque with the throte
tlie wide cpen, Before beginning any run, the engine should
be brousnt to a conditicn of sustained operation under
the ccenditions of the run end it is ingerative that in
every case the r.u.m, brake loads, rate cf fuel ccnsump-
ticn, coolinz-weter tem,eratures, oil tem ,eruture, etc.,
remain suostantiaclly coenstent, steacy und sustained throvuche-
cut the run,

In every test, encugh runs should be teken thrcuch-
cut the sieed range so that the points therefrom when ;lote
ted will indicute clearly the shape end cheracteristics of
the curves, For horse;ower end fue_ eccncury tests, it is
recommended that runs be rade at intervals of ajpproximately
“CO reu.m. A run shoulc be mede at the lowest steady orer-
atine sjeed cf the enzine. The duration of Brake-ekorsee

tower tests shall not be iess tnan three minutes, Where
15

fuel consumption is measured, the auration of the tests
shall not be iess then five minutes, The curation of the
frictional horse,ower tests shezll not be less than one
-rjinute, The atove steted tires are the minima. In most
cases it is desirable to maxe the runs cf longer duration,
end it is finperative that in every case r.¢r.m., brake locds,
etc,, remain suostantially constant and steaay throughout
the run.

Readiness for Erake Loads sheulc be taxen with
accurately calibrated ,latform cor beum scxules, During
any run, the ;latform cr beam scales are vept balanced,
end the leads resistered thereby must be-substenticlly
constant throughcut tlhe run,

Speed in revclutions :er minute should be invare
jaoly taken from ,;ositively @riven counters which enguge
at the bezinning of the run and dcisenvage at the end. The
difference between the two rezdings, divided by the dur-
ation of the run in minutes, tnen gives the true aver: ce
screed, Taechometers, even thcugh carefully calibrated, are
not sufficientiy reliabie for Yreeem. readinzs, In connece
ticn with the speed counters mentioned, nowever, the tech-
ometer may be used as an a@:;roximate check cn the averurce
speed, also as an incicaticn of variation in s;eed befcre
or during the run, It is recommended that the mexirun
allowatle verlation is speed during a run be 50 rep.7.

Tne method reccrmended for weasuring fuel counsunp=

tion is by noting the decrease in wéickt cf a tank fron
>

‘e)

which the fuel is beirg fed tc the carburetor, Tne tank
should be ,pdaaced on sensitive platform scales at a@ Lrorpe
er level ahove the carburetcr, and connected to the fuel
supply pipe by s short horizontel length cf rubber tubing.
This tubing should be very Tiexible und should not be
drawn taut, to avoid interference with the weighing.
Weirhings should be xde as follows: Set the counterzolse
s0 thet the scxle beam will full just as the run is sturte
ed, Note the setting and the time at wnich the beams fall,
Move the ccounterpoise to scome point such that it will fall
gust before the end of the run, ana note carefully the
time it falls again. From th: difference between the two
times and the two weishts reccrded, the fuel corsumption
rer howr can es.siily be deterz.ined,

All temperatures are to be given in degrees F.ulr-
enheit. A reliable class straishtestem thermometer should
be ;laced near tne carouretor intuke in crder to measure
the temvéruture of the enterirnre air. Tnis tnermometer
sicould be read at least three times during each run,
Therromieters should be placed elso in suitable wells or
sockets, one near tne iniet and moth-r as close as fos-
sible to the water cutlet ct the encine. These wells or
sockets should be in pijes that run full, se that water
continuelly circulates accut them. They should be filled
Nith oll or wereury, end careful readings should te taken
aticast three tiines during each run. It is recozmended

that the maximum allowable temperature chinee shell be ten
degrees Fahrenheit. During the frictional horsepower
runs, the test must be made Ivmediately efter the corre-
sponding brake-korsecower test, before the engine has
cculed, the water should be srut cff,

The aj proximate fricticnal norseyower of an engine
can be measured best by means cr un electric dynamometer,
preferably of the cradle type. The dyna ometer is use
tc drive the engine uscder the test at verious speeds, and
the torque reaction is measured, Ti.is will be in the
o¢cosite directicn to that cbtained while the encine is
driving tne dynamometer, or else suitable linkage must be
provided tc change the directicn cf the pull. The test
for frictiunal horse;ower should be made immediately efter
the brake horsejyower test, oefcre the engine has cooled,
in order to zee, the ccnditicon of the lubricetinge cil
and the friction of the ,arts the sare curing this test
ag during the brake horsezyover test. Com:ressicn-e-relief
cocks should reim.in closed and all accesscries, such es
magneto, generator, ;unps, ete., used curing the brake
norse;over test, should remain in cperaticn,

Ac proximate indiceted-horsejover is obtained by
edding to the brake horsej;over at any siven syeed the

frictional horsepower cbteined at the sume screed,
Tachoe S:,eed

meter

150
150
150
150
150
150
150

259
240
a8
oe

208

3<0
S1&
516
SLE

520

4CO
400
400
400
400

Tndic
ator

9E86
107
55 7X
TEL
1009
1235
1467
1E97

Cz
CS50
407xX
& 4&
11°77
1205

3466
3932
4401
4270
9341
3E1Z

1€14
2403
4172x
47E6
53E4
5°62

LOG SEaetS CF moll

molom
adsl @

lst Carburetor Setting,

Diff-
erence

cod
LLO
Le

eed
CeG
COE
kod

OY
Uh

357
351
349
304

4€6
4EQ
469
471
471

True Brake
REM, 8 Load
442 62,0
450 62.0
450 E2.0
454 62.0
452 62.0
464 E<.0
44 62.0
Xercee 532
644 56.0
714 36.0
102 56.0
6é°B = 6.0
708 56,0
Xeaene 140
932 35,5
S365 25,5
C38 74.5
G42 25,5
942 25.5
1178 ZAS5
11&2 25.5
1188 35.5
1196 35.5
11°6 35.5

Temperatures
Water Carb.
In Out Air
56 140 161
56 142 1621
56 42 161
56 142 161
56 143 162
56 150 162
56 158 162
60 144 168
60 132 168
60 150 168
EO 160 168
60 146 1€8
56 143 148
5? 160 150
57 142 150
B87 128 150
57? 1eé& 150
5&6 142 1176
5& 145 184
58 143 1&5
58 147 186
568 14& 1686

Time

55.55

25,05

25.43

zo, DE
 

 
15

150
150
150
1506
150
150

235
iSO

Oe

Only tires pounds of gesoline

G1 ON CN OA WG

RYE VEV EVD

Oodo00

4COQ
40%
4035
405

41
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bib

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cna Carburetor Settings.

Diff
erence

cel
Lod

20
Cad
ees

mf 4

(NON CA
Hm 7

”
SS
“~
a
1

46
474
474
474
475

Or Chi OY Ci

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True
RFS,

664
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Onde ad
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11é 44
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1202

Frauke
Lcad
69.0
E90
E9.0
EGLO
E9.,0
EG, 0
ESC

E7,0
71,9
E&.0

used in

A
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49,
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qm orécn cn
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E
6

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at

5

cn on U1 oO}

Nn

NOMDMNANDO

O
O
0

Out

13

156
16 O
15&
155
160
144

168
146
148

~Cratures
Cerb,
Air

1E0
160
160
L5E
158
160
160

170
L/é
17é

tris test,

7
7

59

7

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120
142

lee

142

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Tachoe
meter

218
20
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609
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SULETARY.

From the sealing lay diasrum constructed in con-
recticn with the study cf the valve action, it is seen
that during ccem.ression, explosion, ard :sost of the exe
¢losion stroke that the seal oF the intake ;ort is come
posed of a single lap only, which is the cistence that
the bottom edce of the inner sleeve intake jort is above
the lower ecdse of the cylinder Lead ring, which at its

i)

ne I+ seems doubtful if this

C>)

maximum is only 3/8 in
would serve us a sufficient retainer for the ccmpressbon
of the cases,

From th: results cbotained from the ensine test,
the sascline used in Feurds ;er Rrake Herserover per HEcur
seems to be hizh for this size end ty;e of enzine. Tk
lowest result cbtcined at meximun horsezover output was
found to be .779 #/BHE/Hr. as cunpered to .61 cf a 4x 6"
xi¢line Knisht wetor, .62 of a 3 2/4 x 5 1/8" White motor,
and .77 of a 4 3/4 x 5 1/2" six cylinder Alcc motor. From
the curve sreet for reximum nersepcver output the follcwe-
ing facts can ve nuted from the curves: The hersejcove
curve increases at a@pyroximetely tne sa:ne rate from 450
to 1200 ree. and -culd undoubtedly increase more with
the speed; the turque curve increases slowly until the
g.,eed reaches ©OO to 1000 r~pm at vwhuich sroint it starts
to decrease slowly; the ret= cf fuel ccnsumpetion in

#/EHP/iir. decreeses slowly from tne speeds cf 450 to 1200;
and the thermal efficiency curve recches its raximum et
acproximately 9°50 r.p.m

A curve skest is inserted with hrorse,ower, torque,
end the fuel consumpticn ;lotted tc tre r.p.m as abcissae
for a six cylinder Alco motor manufactured by the American
Locomctive Co. , Providence, R,I., which is 4 3/4" x 5 1/en
Tekead type with a nigh tension mesneto, and spark ,;lugs glace
ed over the inlet vaives; a four cylinder White mctor, 1913
which was Lehead type witn s,erk gluss ;leced over the
inlet valves, size 3 3/4" x 5 1/6" ani used a raeeneto

for igniticn; a four cylinder Molineefrnicht notor cf

9)

size 4" x 6"; and tnis WillyseFnicht rotor which haus the
cylinder dimensicns cf 4 1/E€" x 4 1/2", There is no
important difference in the curves exce;yt tiat of xcse
itéon ana that the larger Alco mctor ef tre
“as its fuel eccnomy curve increasing «cre ravidly and
its t@que curve decrezsing more reridly as the speed ine

creases near tle maximum sy eed,
ACKNOWLEDGIO3T S AND TECHEICAL RePeREMORS.

 

 

In our endeavers in this wovk, we are indebted
to Fret, J. A. Folso.: for his advice and assistance; to

"Wolves and Valve Gears", Vol. II, fernem, fcr the general
<

cconstructicn ari the study cf the velve aecticn; to Trane

s.cticns XII, Fart I, cf the Society cf Avtomotive Enz-

ineers, Inc. , for rules ena methois of testing; and to

——

the "Gasoline Automobile", Heldt, for the histepy of t&
Qa Ww >

0

4

Hom 4

RUPERLUCK FOR EVIIME DRAWING.

Cylinder read,

Cylinder head packing rirnzs,
Tmner sleeve exhaust port.
Cylinder exnaust port.

Outer sleeve exreust cort,.
Fiston rises,

Cylinder end water faacket walls.
Cocling water Spece,.

Guter sleeve connectirs rod sin,
Inner sleeve cornnectinz ro? gin,
accentric shaft.

Cranxsrift.

Immer sleeve intaexe ;ort.
Cuter sleeve tateke port.
Oylinder latexes port.

Fiston cin,
 

 

 

 

 
 
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MICHIGAN STATE UNIVERSITY LIBRARIES

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