-.e¢ Ba Pel em, =! fe ec wa eee 7 . epee SO TED > Experimental Investigation of the Air and Fuel Heating Devices Used on Tne Case 15-27 Kerosene Tractor. ; , A xeport Submitted to The Faculty of MICHIGAN AGRICULTURAL COLLEGE By 17 4 2 Richard Boonstra wi Arthur Tobey Candidates for the Degree of Bachelor of Science. June, 1921 THESIS CASE 15-27 KEROSENE TRACTOR $4097 EXPERIMENTAL INVESTIGATION OF THE AIR AND FUEL HEATING VEVICES USEUL ON THE CASE 15-27 KEROSENE TRACTOR PURPOSE The purpose of this investigation was to study, ex perimentally, the air and fuel heating devices necessary to the efficient us of kerosene in tractor motors, especially, the devices used on the Case 15-27 Kerosene Tractor. APPARATUS AND EQUIPMENT The apparatus used in the investigation consisted of ‘the following: Cask 15-27 Kerosene Tractor, No. 4<526. Prony Brake, with its equipment. Fuel Weighing Apparatus. Thermometers. Speed Counter. Incidental equipment. Fig.1. VIEW OF APPARATUS, THE CASE 15-27 KEROSENE TRACTOR NO. 42526 For our experimental work we secured, thru the m& A. C. Farm Mechanics department, the use of a stock 165-27 J. I. Case Kerosene tractor from the Branch office of the Company in Lan- Sing. Mr. Miller, General Manager of the office, generously gave us the use of the tractor and the permission to make any tests we desired on the tractor. The Case Tractor as-shown in Fig. uses a special de- Signed intake and exhaust manifold. The details of this mani- fold are shown by the blue print in the envelope in the back of this report. by the use of the manifold, the temperatures of the vaporized mixture as it comes from the carburetor can be raised untii it will completely burn in the cylinders of the motor. In addition to the heating within the manifold, the air is heated by an exhaust air heater before it enters the car- buretor. The air-heater, -washer, and -passageways are shown in Fig. < and also on the blue-print in the envelope on the back cover. RRONY BRAKE EQUIPMENT The prony brake equipment consisted of a water-cooled brake pulley mounted on a two-bearing shaft, a belt pulley, brake and arm, and platform scales. This equipment was mounted on a heavy iron bed. A 5-inch rubber belt was used to connect the engine with the brake. This equipment is shown in the photograph Fig. 1. " HOT AIR Fig. 28. Air Intake and Manifold AIR HEATER COLDAIR 4 ” CARBURETOR Fig. 3. Di- To- T3- T4- T5- THERMOMETERS IN PLACE. Temperature Temperatare Temperature Temperature Temperature left manifold intake, right manifold intake. preheated air. vaporized mixture. incoming air. FUEL WEIGHING EQUIPMENT This equipment consisted of platform balances, fuel reservoir with stop-cock connections, and weights. This equip- ment can also be seen in the photograph Fig. l. THERMOMETERS The thermometers used in this investigation were of Fanreheit scale. Two were high reading mercury thermometers, reading to 4004 and the other three reading to 220F, . The two 400° thermometers were placed in thermometer wells in the mani- fold intake close up to the cylinder blocks. One 220 thermom- eter was placed in a well at a point in the passageway for the heated air. The third was placed in a well just above the air washer. In our preliminary tests we used oil=-thermometer wells. These wells were made of a piece of 1/4 inch copper tubing, S or 6 inches long, one end hammered shut and soldered oil tight. we found thet in the manifold temperature wells the high temperature melted the solder and-oil leaked out. To remedy this, instead of using oil we plueged the space around the thermometer tightly with asbestos paper. This type of well proved to be satisfactory as fluctuations in manifold tempera- tures were easily detected. " For the manifold thermometer wells, a short piece of copper tube closed at one end was pressed into a <-inch pieceof 1/4 inch threaded iron pipe. A hole was drilled and tapped for this pipe in the manifold intkae in place of the priming cup. The other thermometer wells were soldered in place. INCIDENTAL EQUIPMENT Incidental equipment such as speed counters, wrenchs, etc. , need no explanation. THE TESTS After our preliminary tests had been made to determine - the behavior of the tractor and other apparatus, we started the experimental tests. These tests were really divided into two main parts. The first part consisted of the tests made on tne tractor without any change in its standard equipment. The second part consisted of the tests made after the standard e- quipmenthad been changed. The tests themselves wrre practically the same in both cases. _ The change in the equipment for the sscond group of tests was this: the manifold was taken apart and the exhaust manifolds for the two outside cylinders were truned so as’ to exhaustthe gases out into the air instead of out the exhaust pipe. Asbes- tos board was bolted to the ends of the main part of the exhaust manifold to cover the opening made by the removal of outside cylinder manifolds. Fig. £ shows the tractor with the change made. Both of the groups of tests were divided into three parts. The first division of tests under this classification were the tests made using the air preheater. The second division were the tests made with the air preheater off. The third division were the tests made using air taken in at the carburetor direct- ly from the room. This classification might be more clearly understood if put in this way: the air taken in at the carbur- etor was heated to a high temperature under the first division of tests, was heated slightly under the second division, and un- der the third division the air was taken into the carburetor at room temperature. YESCKIPTION OF TEST Before any of the tests were begun, the engine was start- 6d on gasoline and allowed to run a few minutes under load. As soon as the motor became hot enought to vaporize the kerosene, the gasoline was turned off and the kerosene turned on. The engine was always started with heated air. The tests were nev- er started until the engine had run long enough to adjust itself to the load and its speed had become fairly constant. At the beginning of each test, the fuel in the fuel reservoir on the balances was weighed, just at the second the time was taken, the thermometers having been placed in their proper places be- fore the starting of the test. Every five minutes the tempera- tures were read and recorded and every ten minutes the spped of the brake was taken. The brake load was kept constant during the test, one man doing nothing but watch and adjust the brake. At the end of each test, the unused fuel in the fuel reservoir was weighed just as the time was taken as in the beginning of the test. The barometer readings were recorded with the other data taken. All measurements, weights, time, etc. , were taken with great care, so that the results of the tests might be as accurate as possible. From the date obtained for each test, the brake horse aL) 19 power, the thermal efficiency, and the fuel consumption was calculated. Every test was made in the manner described so that we are reasonably sure that the averages which are the results of all the tests in each group are data that show the true performance of the tractor. The averages were made showing the results of each test in each group and from them the curves were made. The curves show graphically all the average results of our tests. LESCKIPTION OF FUEL ANALYSIS A distilling apparatus of 100 cc. Gapacity was used to determine the different vaporization; p@ints of a composite sample of the kerosene used in the tractor motor. The vaporization points so obtained in the chemical laboratory were duplicated and the results plotted on a graph, using volume in cubic centimeters as abscissa and temperature in degrees centigrade as ordinate. The results so plotted show a wide range of temperatures. Within this range of temperature there are two hydrocarbon compounds, C,Hyand CgHx. The carbon content in these two compounds is 84.77, and 84.8% respectively. The hydrogen content is 15.3% and 15.4%. The average theoret- ical 5. T. U. value of these compounds is 20,276. assuming complete combustion the following method was used to calculate the B. T. U. value per lb. of fuel. C,H SQ = 11 CO,+ 12 HO Carbon Content = 122 = 84.77 186 Hydrogen Content = _24 18.297 156 . 7. f Heating value 4 = 14,600C¥5z ,230(H - fp | Heating value = (14,600 x 84.7+ 52,230 x 15.3) The same method was used with C H and average B. T. U- uséd in our calculations was 20,376, the average B. T. U. value of the two compounds. The specific gravity was determined by weighing a portion of the composite sample in a specific gravity bottle on an analytical balance. The specific gravity was found to be 0.8038. The weight per gallon was 6.70 lbs. at room temperature of 74 F. CALCULATIONS The calculations necessary to complete the report were quite simple. The calculations that were used are: Brake Horse Power Brake Constant = .0004 . Brake Horse Power = .0004 x R.P.M. x Load Thermal Efficiency By fuel analysis, Kerosene = 20,276 B.t.u. Per lb. 1H. P. per hour = £,546 B.t.u. ¢.Thermal Efficiency in #=_2,546 x Horse Power per hour 20,276 x Fuel Consumption (1lbs.per hour) - WEEL CONSUMPTION 1 gallon = 6.70 lbs. Kerosene (By Sp. Gr. ) .3 1b r sed 1 hr. = gallons used 1 hr. 6.70 Horse Power i hr. = H. P. hrs. per gal. Gallons per hr. 8. 12 CONCLUSIONS Air Conditions: (1) The air conditions under which these tests were run close- ly approximate the average conditions of air temperature, pressure, and humidity under which tractors in thés part of the country are likely to operate. Air Heater: (1) In starting the engine the air heater is advantageous because it aids carburization until the engine is thoroughly warmed. (<) Our tests show that the air is heated to quite an ex- tent with the air damper in the cold air position. (3) Heated air has a higher saturation point than cold air, consequently, when passed thru the carburetor it absorbs more fuel than is used in the engine cylinder. This excess fuel is vaporized in the exhaust manifold. Its latent heat of vapro- ization is ppobably responsible for the lower manifold temp- eratures which we obtained when using heated air compared to the higher temperatures which we obtained when taking cold air at room temperature in at the carburetor. (4) Thus, the use of heated air tends to lower the thermal efficiency and to increase the fuel consumption. Air Wasner: (1) The temperature conditions within the engine are not effected by the use of the air washer. Ihe Use of Cold Air at the Carburetor: (1) Our tests show that the use of air at room temperature in the carburetor after the engine has been thoroughly heated increases the temperature in the manifold, decreases the fuel consumption, and increases the thermal efficiency. (Zz) That in order to use the air washer and at the same time take in air at room (atmospheric) temperature, it would be neéc- essary to pass the air from the air washer to the carburetor Without its being heated. The Effect of Lower Manifold Temperatures: (1) Our tests show that the lowering of the temperature with- in the manifold (by by-passing some of the exhaust gases) and at the same time using air at the carburetor at room temperature increases the thermal efficiency and decreases the fuel consu™r- tion. 3a. Ave. Gve. Sa4 oe 355 S35 S34 S54 I l. Air Preheated before entering Carburetor by . Preheater. poner an 4S. - on, - RO .- 80 -. 3375 166 130 342 168 129 880 545 168 129 348 166 128 R74 248 168 128 350 170 128 ~360 344 169 129 72 29.c5 4.26 6.385 871 27.8 11.9 Same as (3a) but with better adjustment of carburetor. 742 80 :>. photoes | 30 - > S38 164 126 340 166 128 900 346 167 126 348 169 128 892 3546 168 129 244 168 129 880 | 345 167 128 62 29.25 ¢.36 6.55 ' ah dae! per gallon. 891 28.6 l2.c The kerosene for these tests weighed 6.70 lbs. in degrees F. Fuel consumption given per hour. Temperature With Preheater as before. 14E 80 00 Sa 331 364 184 144 S53 366 185 145 880 (S85 367 #186 146 : 538 368 186 145 900 S38 S70 186 146 258 369 186 146 880 Ave.S555 267 186 145 84 $31.28 4.66 6.682 890 28.5 11.8 With Preneater and Air Washer. 742 (CC , 80 os 30 6a. S82 0 180 144 566 802 18 14 R60 564 S02 ig 14 564 305 185 147 870 — 567 304 186 146 S67 3506 186 148 884 Ave.565 205 184 145 74 31.13 4.66 6.03 871 29.0 11.7 The kerosene for these tests weighed 6.70 lbs. per gallon. Fuel consumption given per hour. Temperature in degrees F. Ve, a ee ee oR ve SF : . . a. @ eet The exhaust from the two outside cylinders was directed into the air instead of into manifold heater. with Preheater. mometar FER ron. : = «RO - oe eo RO <46