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Calhoun: The NPS Institutional Archive
Theses and Dissertations Thesis Collection
1941-05-21
The mixture requirements of an internal combustion
engine at various speeds and loads
Fawkes, Emerson E.
Cambridge, Massachusetts; Massachusetts Institute of Technology
http://hdl.handle.net/10945/6498
LIBRARY
U^ RAVAl POSTGRADUATE SCHOOL
^AONTEREY, CALIFORNIA
A Thesis Entitled
THE MIXTURE REQUIREMENTS OF AN INTERNAL
COMBUSTION ENGINE AT VARIOUS SPEEDS AND LOADS
Emerson E. Pawkes, Lieutenant, U.S. Navy,//
Edward H. Guilbert, Lieutenant, U.S. Navy,
John H. Morse, Jr., Lieutenant, U.S. Navy,
Robert R. Porter, Captain, U.S.M.C., and
Harry Sosnoski, Lieutenant, U.S. Navy.
Submitted in partial fulfillment of the
Kequirements for the degree of
Master of ScienceIn
Aeronautical Engineering
from the
Massachusetts Institute of Technology
1941
•P:.4r \ \
'. »
PREFACE
The investigation herein reported was conducted In
the Sloan Automotive Laboratory, Massachusetts Institute
of Technology, over the period February 10 to May 1,
1941.
A Ford V-8 eighty-five horsepower engine was used
for all of the tests.
We thank Messrs. J. R. Diver, G.B.Wood, Jr., C.F.
Wood, and W.A.Leary for their many helpful sxiggestlons.
We acknowledge our gratitude for the cooperation.
Instruction, and guidance of Professor C.P.Taylor, Assoc.
Professor K.S.Taylor, and Asst. Professor A.R.Rogowaki,
of the Massachusetts Institute of Technology, who gave
freely of their time and knowledge during the progress
of this investigation.
The opinions and assertions contained herein are
the private ones of the authors and are not to be con-«
strued as official or reflecting the views of the Mavy
Department or the naval service at large.
TABLE OP CONTENTS
Page
PART I - INTRODUCTION
1. purpose --------------12. Laboratory Data Required- --------i3. Theoretical Considerations --------2
Mixture DistributionDetonation ControlThermal and Volumetric EfficienciesFriction HorsepowerSpark Setting
4. Laboratory Equipment and its Operation - - - - 6Provisions NecessaryEngine
*'vr? • Carburet IonIgnitionFuel MeasurementAir Measurementpower MeasurementSpeed ControlThrottlingInlet PressureExhaust PressureInlet TemperatureCoolant TemperaturesLubricating Oil Temperature
5* Laboratory Procedure -----.--.--.-nPreliminary RunsMethod of Making Record RunsFriction power MeasurementDetermination of Best Power Spark SettingLean and Rich Limits DefinedValues of Coolant and Oil TemperaturesDetermination of Fuel Specific Cxravity
PART II - RESULTS
1. Accuracy ---------------------18Fuel MeasurementTime MeasurementsAir Plow MeasurementsTemperature MeasurementsSpeed ControlPower Measurement
11
Detonation Power L033Throttling OpeningFriction HorsepowerY/ater Jacket Tenperature ControlSpark SottingOverall Accuracy
2, Presentation of Results --------.-----263, Discussion of Results ----------- -.--26
Brake Power BasisIndicated Power BasisTheoretical Treatment of Trend in Indicated •
Efficiency
4, Conclusions ---- ------ ----.-.-.-.--34
PART III - APPENDIX
1, Detailed Description of Special Apparatus - - - • 36Fuel SystemPressure Control ValveFuel Flow Control Needle ValveInduction SystemIgnition SystemCooling Water System
2, Difficulties Encountered ------------41Fuel PressureCooling Water TemperattiresBackfiresIncompleted Runs at 4000 r.p.m.
3, Bibliography ------------------454, Data Sheets «---«-,-.----.----- 45
Sinnraary of Some Engine ConditionsLaboratory Data SheetsAir Measuring Orifices - Calibration Ciirves
Ill
Plate
I
II
III
LIST OF ILLUSTRATIONS
PHOTOGRAPHS, Appended to PART I
General View of Apparatus
Front View of Apparatus
Rear View of Apparatus
DIAGRAMMATIC SKETCHES, Appended to PART I
Figure
1
2
3
4
5
General Arrangement of Apparatus
Carburetlon System
Cooling Water System
Fuel Flow Control Valve
Fuel Pressure Control Valv©
GRAPHICAL RESULTS, Appended to PART II .
Figure
6 Variation of BMEP with f/a - 1000 r.p.m
7 " n » - 2000 r.p.m
8 " •* " - 3000 r.p.m
9 n H w . 4000 r.p.m
10 Variation of BSFC with f/a - 1000 r.p.m
11 « " " - 2000 r.p.m
12 " •* " - 3000 r.p.B
15 !• " " - 4000 r.p.m
14 Variation of BSFC with BMEP- 1000 r.p.m
iv
of BSFC with BMEP - 2000 r.p.m.
** » - 3000 r.p.m.
* " - 4000 r.p.m.
of Minimum BSPC with SPEED.
of Best Power BSAC with SPEED.
of IMEP with f/a - 1000 r.p.m
" - 2000 p.p.m
» ' • li ."^3000 r'.p." " - 4000 r.p.m
of ISPC with p/a - 1000 r.p.m
" " - 2000 r.p.m
" " - 3000 r.p.»
" " - 4000 r.p.m
of ISPC with IMEP - 1000 r.p.m
" " - 2000 r.p.m
" » - 3000 r.p.m
" " - 4000 r.p.m
of Minimum ISPC with SPEED.
3J> Variation of Beat Power ISAC with SPEED.
34 VARIATION OP PMEP with SPEED and POWER RATIO.
35 Throttling Orifice Calibration Curves.
36 Variation of Best Power and Best Economy p/a withPower Ratio. Brake Power Basis.
37 Variation of Best Power and Best Economy p/a withPower Ratio. Indicated power Basis.
15 Variation
16 n
17 R
18 Variation
19 Variation
20 Variation
21
22 N
25 M
24 Variation
25 N
26 H
27 V
28 Variation
29 a
30 H
31 ft
32 Variation
PART I
INTRODUGTIOl
1, Purpose.
Valuable Information on the steady-running mix-
ture requirements of an internal combustion engine, as
affected by speed and load, is contained in the report
of the classic experiment conducted by Messrs. 0, C,
Berry and G, S. Kegerreis at the' Engineering Experi-
ment Station, Purdue University, in 1920, Since that
time many advances have been made in the field of the
internal combustion engine, both in engine and acces-
sory design and in operating procedure. Gasoline fuela
have been improved and considerably standardized. There
is now available much more Information on the nature,
causes, and effects of detonation than in 1920, It was
therefore deemed appropriate to check the conclusions
of these experiments using a modern automobile engine
and possibly more accurate equipment.
Of particular interest were determination of (a)
the maximum economy fuel-air ratios for various speeds
and loads, (b) the best-power fuel-air ratios for vari-
ous speeds and loads, and their possible variations
v/ith speed and load, and (c) possible variation in the
mixture ratio versus power ratio relation for maximum
economy, v>rith change in the basic speed,
2, Laboratory Data Required,
It was decided to make test runs at four speeds.
namely, 1000, 2000, 3000, and 4000 r.p.ra. For each
speed four series of runs were to be made v;ith constant
throttle settings such as to give full, and approxi-
mately tliree -quartera, one -half, and one -quarter power,
respectively. This would then give sixteen series of
runs, each at constant speed and at the appropriate
throttle setting. For each series the fuel-air ratio
would be varied from the lean to the rich Units of
smooth running, and at arbitrarily selected fuel-air
ratios the power output and the specific fuel consump-
tion determined. In all cases the variables of the test
would be fuel-air- ratio,, mean effective pressure, and
specific fuel consumption. Prom such data it is pos-
sible to plot curves of mean effective pressure versus
fuel-air ratio, and of specific fuel consumption ver-
sus fuel-air ratio. These curves may be plotted on both
the brake power and the indicated pov/er bases, ?rom
these basic results and derived curves the desired in-
formation, previously discussed, can be obtained,
3, Theoretical Considerations,
Mixture Distribution, The authors of reference (1)
found that the fuel-air ratios for hlgliest efficiency
and for highest power are affected by (a) the dryness
of the mixture, (b) the quality of the fuel used, and
(c) distribution differences between cylinders. Those
m-r"-' C •>
conclusions havo been amply supported in subsequent
practice and experiment. Effects of (a) and (c) could
be eliminated by the use of a completely dry and homo-
geneous mixture, and it is believed that such was the
case in the investigation here reported. While a dry
and homogeneous mixture does not necessarily eliminate
any difference in the amount of mixture supplied to the
individual cylinders, it should eliminate differences
in the quality of the mixture supplied to the various
cylinders, and the latter effect alone is of interest
in an investigation of this nature.
Detonation Control. It is well known that deto-
nation usually affects power output, the normal effect,
with detonation of sxifficient intensity, being a reduc-
tion in power. It was therefore considered desirable
that, if possible, all chance of detonation be elimin-
ated. Reference (3) indicates that a G.P.R. engine,
operating under conditions similar to those of the teat
runs most conducive to detonation, will not detonate
with compression ratios of less than 8.5 when 100 oc-
tane gasoline is used. Also under these conditions, a
C.P.R. engine with compression ratio of 6.3 (that of
the engine here involved) will not detonate when fuela
of higher than 81 octane number are used. Therefore 100
octane gasoline was used throughout the investigation,
and the authors believe that detonation did not occur
in any of the test runs.
Thermal and Voluinetrlo Efficiencies , If a series
of test runs is made at constant speed and constant
throttle setting but at various fuel-air ratios, for
proper comparison of the runs both the thermal effi-
ciency and the volinnetrlc efficiency should depend only
upon fuel-air ratio and spark advance. This will be the
case if the values of all other engine variables are
maintained constant. Reference to the djita sheets indi-
cates thatsensibly constant values were maintained dur-
ing each series of runs for coolant inlet temperature,
coolant outlet temperature, lubricating oil temperature,
mixture inlet temperature, mixture inlet pressure, and
exhaust press\ire.
dynamic effects in the induction system will in-
fluence volumetric efficiency, but with constant values
of speed, throttle setting, and inlet temperature, dy-
namic effects in the induction system will be constant.
Dynamic effects in the exliaust system will also
influence volumetric efficiency but with constant val-
ues of all engine variables except fuel-air ratio and
spark advance, these effects in the exhaust system will
depend only upon fuel-air ratio and spark advance.
Since these latter variables will have little effect
upon the exhaust temperature, changes in the dynamics
of the exhaust system will be negligible.
5
Friction Iloraepower . If the friction povirer is
properly determined for the particular series of riins
in question the friction power may be. added to the
brake power to give indicated power and the results of
the series may be compared on an indicated basis. Like-
wise, series of runs at different speeds and different
throttle settings nay then be compared on an indicated
basis.
The shortcomings of the motoring method of obtain-
ing friction horsepower were recognized. However, be-
cause of the prohibitive inconvenience of any more accu-
rate method, the motoring method was used throughout
this investigation, in accordance with common practice.
Spark Setting , In an internal combustion engine
the time required for combustion results in a loss of
area of the indicator diagram with a corresponding loss
in output and efficiency. The time of combustion is a
fuction of speed, load, and fuel-air ratio, which are
the primary variables in these tests. It is a function
also of the pressure, temperature, and exliaust-gaa dilu-
tion of the fresh charge and several other variables,
all of which vary with speed, load, and fuel-air ratio.
The variation of time of combustion in these tests was
consequently of considerable magnitude.
Loss of output and efficiency due to combustion
time is ralniramn at best power spark advance. It appears
logical to employ this best power apark advance for
each experimental point in order to place all experi-
mental data on the most rational basis for comparison.
This practice was followed througliout the tests.
Although modern operating practice is not to use
best power spark advance under all conditions, when the
spark is retarded from this optimum setting it is retar-
ded only sufficiently to limit detonation. Inasmuch as
detonation was controlled in these tests by use of 100
octane gasoline, such deviation from the best pov/er set-
ting was not necessary and it is believed tliat the prac-
tice followed herein represents the mode of operation
which ia most desirable.
4, Laboratory Equipment and its Operation .
Provisions necessary . In conducting the tests it
was necessary to provide means of accurately measuring
(a) the rate of fuel consumption, (b) the rate of air
consumption, (c) the power output, and (d) the friction
power. Constant values had to be maintained for (a) the• **
desired speed, (b) the desired throttle setting, (c) the
inlet pressure, (d) the exhaust pressure, (e) the inlet
temperature, (f) the inlet and outlet coolant tempera-
tures, and (g) the lubricating oil temperature.
Engine . All of the testa were made with a Ford V-G
engine, model of 1935, bore 3-l/l6 Inches, stroke 3-3/4
Inches, displacement 221 cubic inches, compression ratio
6,3, rated at 85 horsepower at 3800 r.p.m. It was
equipped as furnished by the manufacturer except where
modified as indicated below.
Carburet ion . Instead of the carburetor supplied
with the engine a large steam- jacketed mixing tank was
used. The tank was internally baffled and had a capacity
of appro::inately nine cubic feet. Air was drawn through
the tank into the engine, i^uel was discharged into the
tank tlirough an adjustable valTB" and steam- jacketed
passage. In this tank the mixture had ample opportunity
to become homogeneous, and the steam jacketing allowed
the inlet temperature to be maintained at a value which
would insure dryness. The fuel valve permitted adjust-
ment of the fuel-air ratio. A sketch of the tank and
Induction system is shown in Pig, 2,
Ignition . The standard ignition system was used,
but the/distributor was modified to permit manual ad-
justmeht of the spark setting. On the forward end of
the engine was attacked a disk containing a grounded
ne6n light behind a radial slot. When a graduated arc,
secured to but Insulated from the frame, was connected
to one of the spark plugs, and the disk properly syn-
8
chronlzed, the neon light would flash at such a point
as to indicate the actua 1 spark advance. Thus the spark
setting was accurately indicated while the engine was
running and there was provided a means of iviaklng and
indicating desired changes,
?uel Heasureraent , The fuel system is shown in
Fig, 2, While neasuring flow rate, fuel v/as supplied to
the mixing tank from a graduated burette. The tlr.ie for
consumption of a volune of gasoline as Indicated by the
burette was measured by means of an electric stop watch.
Upon completion of a timed run, the supply of fuel in
the measuring burette was replenished by proper manipu-
lation of the three-way valve, A more detailed descrip-
tion of the fuel system is contained in the appendix.
Air measurement . The rate of air consumption was
measured by means of a graduated set of calibrated ori-
fices. Prior to entering the mixing tank the air passed
through an air barrel in the entering end of which ori-
fice plates could be mounted. An inclined alcohol mano-
meter indicated the pressure drop between the inside of
^e*'Kk^rel and tire -atmosphere. Calibration charts fur-
nlshed with the orifices showed the time rate of air
flow versus pressure difference.
Power Measurement . Load or motoring power was
applied to the engine by means of an electric dynamora-
9
eter. The stator of the dynamometer was linked to a
Fairbanks beam balance, on which restraining force was
measured. The dynamometer was manufactured by the Gen-
eral Electric Company, and was rated at 885 amperes at
250 volts (300 horsepower).
Speed Control . Speed was controlled by varying
the load. This could be done by varying the armature
resistance and the field resistance. Pine control was
obtained by a vernier in the field rheostat. Speed was
indicated by means of a mechanical tachometer and coun-
ter. However, the speed was accurately indicated, for
any even hundred r.p.m. , by a stroboscope and disk on
the crankshaft. The tachometer was used for a rough in-
dication and the stroboscope and field vernier were
used for accurate control.
Throttling. Throttling was accomplished by placing
a brass plate, containing an orifice of a selected size,
in the flange connection between the induction pipe
from the mixing tank and the infet manifold of the en-
gine. This location was chosen to limit to as small a
section as possible the low pressures of the inlet man-
ifold^ thiXa minimizing the effects and possibilities of
leaks in 'the induction system,
inlet Pressure . An adjustable gate valve was
placed in the air line between the air barrel and the
10
mixing tank, Tliis valve was manipulated to maintain the
absolute pressure in the mixing tank at a value slightly
below that of the lowest barometric pressure expected.
This value was 710 millimeters of mercury, which corres-
ponds to an average altitude (for standard atmosphere)
of about 2000 feet above sea level. Mixing tank pressure
was indicated on a water manometer. The valve gave good
control over this small pressure difference and required
only occasional attention.
Exhaust Pressure , The exhaust pressure was main-
tained at an absolute pressure slightly above the high-
est barometric prosnTire expected. Pressure was indi-
cated on a manometer and controlled by means of an ad-
justable valve between the engine and the laboratory
exhaust suction line, Tliis valve required only occasion-
al attention.
Inlet Temperature , The inleti temperature was con-
trolled by regulating the amoiint of steam entering the
jacketing space of tiie mixing t&nk. Lllxture inlet tem-
perature was indicated by a thermometer which was loca-
ted in the induction pipe between the mixing tank and
the inlet manifold.
Coolant Temperatures . The water pumps supplied
with the engine were left intact, but instead of Uie
radiator a water reservoir tank of about ten gallons
11
capacity was used, and adjustable thermostats were
placed in tlie dlscliar^^e linos. The thermostats (^ave
very acc\irate control of the temperature of the outlet
water. The Inlet water temperature was controlled "by
manually regulating the amount of cold water from the
laboratory mains that entered the reservoir, a like
amount of warm water overflowing to the drains. This
gave very accurate control of the water Inlet tempera-
ture. A sketch of the cooling system is shown In Pig. 3,
and the system is :nore fully described in the appendix,
LuWlcatlng Oil Temperature . It was found that the
oil temperature varied over a range of only a few degrees
for a series of runs at any particular speed and throttle.... —
^
setting. At the higher powers it was necessary to keep
the coolant temperatures at lower values to prevent the
temperature of the oil from exceeding a safe value. At
the highest powers it was necessary to direct the blast
from one or tv/o portable blowers onto the crankcase,
5, Laboratory Procedure .
Preliminary Runs , In order to determine the sizes
of the throttling orifices that would give the desired
power ratios it was necessary to make orifice calibra-
tion runs. For these runs a set of orifices were pre-
pared. The sizes of these orifices v/ere so selected
12
that the one set would produce from less than one -quar-
ter power to full power at each of the four test speeds
with approximately equal increments of pov/er ratio. With
this set of calibration orifices a series of runs was
made at each of the test speeds. For each run the fuel-
air ratio and spark were set at values to give approxi-
mately best power. Prom this data it was possible to
plot curves of throttle orifice diameter vernus "beat
power" ratio for each of the test speeds. Prom these
curves were obtained the orifice sizes necessary to give
the power ratios desired for the tests.
Method of Making Record Runs . For a series of test
runs the proper throttle orifice was put in place and
the engine brought up to the proper speed. Before taking
any data, temperatures were allowed to stabilize and the
proper adjustments were made to the inlet and exhaust
pressures.
Conditions for a run were established by arbitra-
rily setting the fuel-air ratio tlirough adjustment of
the fuel needle valve. Before the taking of data for
each run, the spark was set to produce optimum power as
indicated by the brake load. V«hen the fuel-air ratio was
changed to establish conditions for the subsequent run,
sufficient time was allowed for the engine to settle
down to the new fuel-air ratio and the 3Park was set
13
for optinun power before data was taken. The speed was
at all tines maintained constant by an observer who had
this duty alone.
The fuel-air ratio was varied back and forth be-
tween the llmitB of smooth running. Near the peak of
the power versus fuel-air ratio curve the points were
taken closer together than in the definitely lean or
rich portions of the curve. The fuel-air ratio was arbi-
trarily changed in either the rich or the lean direction
fts appeared desirable. In almost all series of runs
large changes in the fuel-air ratio were at some tine
made, but it was found that neither t}-Le direction nor
the amount of tliis chaii/e affected either the regularity
of the measured data or the smoothness of the resultant
curves. Runs were continued until the rich and lean lim-
its of smooth running had been reached and points suf-
ficient to :^ive a good curve had been secured.
As each point was obtained it was entered on a
laboratory plot of brake load versus fuel-air ratio.
This plot indicated wlien additional runs were necessary
to fill in gaps in the curve and v/hen check runs might
be advisable, so that these runs could be made while
the proper throttle orifice wa's in place and the oper-
ating tenperat'jres and pressures were at the proper
values.
14
Friction Po\Yer I/leaa-'aremeat . v^Tien the last of a
series of runs had been completed the ignition sv/ltch
was cut and tlie engine w&s iirmiedlately motored to deter-
mine the friction power for the aeries of runs. Because
of the constancy of engine operating temperatures
throiighout a series of runs, the friction power, as
measured by the aiotoring method, was the same for all
runs of a series.
Determination of Beat Power Spark Setting . In the
preliminary runs best power spark setting was determined
by holding the load constant and noting the effect of a
two degree change in spark setting on speed as indicated
by observation of the stroboscopic disk. When a spark
setting was found such that a change in either direction
resulted in a reduction of speed, it was assumed that
best power was being produced.
The dynamometer field was separately excited and
liable to fluctuate with any sharp change in the load
on the electric system. This fact made possible false
indications of the effect of change in spark advance on
speed. For this reason the method of setting spark ad-
vance during the test runs was changed to the more cer-
tain one of actually measuring pov/er output at each
spark setting. As many as three passes back and forth
15
over the beat power setting were nade, changing the set-
ting in one, two, or three degree increments as appeared
desirable. Since the speed was maintained constant dur-
ing this procedure, tabulation of the brake loads at
each apark setting enabled tiie observer to select the
exact spark setting to give best power. This procedure
was followed prior to the taking of data for each run .
Lean and Rich Limit a Defined, Prom previous exper-
ience and prelimin^iry running of the engine it was known
that the limits of smooth running for rich and for lean
fuel-air ratios could be extended by use of the proper
spark gap in each case. Inasmuch as spark setting is not
adjustable in the case of an engine in operation, and in
view of the fact that onefixed spark gap setting will
provide satisfactory ignition over the most useful range
of fuel-air ratios at all speeds and loads, a fixed
value of the gap setting was maintained throughout the
testa. This gap was .025 inch, the value reconmended by
the manufacturer for normal operation.
Preliminary operation of the engine showed that
even an occasional misfire would so disturb the speed
control and so Jeopardize the obtaining of a correct
brake arm reading, as to place in doubt the accuracy of
the data obtained on any run in which missing occurred.
Of the two factors mentioned, the effect upon speed was
16
the most important. Since not only tho value of the
fuel-air ratio but alro the equilibrium value of every
temperature and pressure varied with speed, it v/as found
Imperfitive that speed be maintained absolutely constant
at the desired value, not only while tal'4ng data on a
record run, but also at all tisies during tlie progress
of a series of runs.
In viev/ of the critical effect of even minor speed
fluctuEitions no runs were made at values of the fuel-air
ratio for which running was not sufficiently smooth to
ensure the obtaining of accurate readings. Therefore,
the limits of smooth running at both ends of the useful
range of fuel-air ratios, as found in these tests, are
truly th© limits of smooth running. In each case the
limit is such that if the mlxt-are ratio is enriched (or
leaned) the slightest amount, running of tiie engine will
become so erratic as to mal<:e questionable the accuracy
of data.
Values of Coolant and Oil Temperat^ores . It was
not possible to keep coolant inlet and outlet tempera-
tures and oil temperature at the same value for the
various series of runs, Ilov/ever, these temperatures
were maintained at sensibly constant values for all
runs of a series at a particular speed and particular
throttle setting, and v/ere carried at values reasonably
17
close to those which one night expect in the operation
of a modern engine at the outputs in question,
Detepmination of Fuel Specific Gravity . The main
fuel barrel was refilled from time to time during the
course of the investigation. At each refilling a ssnple
of the gasoline was drawn off over water. Its teiipera-
ture measured, and its specific gravity determined hy
means of a hydrometer. It was found, throughout the
period of the test runs, that the specific gravity of
the fuel remained constant when referred to a standard
temperature of 73® Fahrenheit, and the specific gravity-
temperature relationship for the fuel used was deter-
mined experimentally to be:
SPECIFIC GRAVITY =» 0,699 - 0. 00046 C^F - 73)
The temperature of the fuel- was then taken for each run,
the specific gravity calculated from the above formula,
and this value tr.en used for the determination of the
fuel rate.
>-*»» mr "• x"^» c *v •
l-hotograph on follovjinp^ P&ge.
A« Dynamometer control panel.
B* Beam balance.
C« Fuel measuring burette and accumulator tank.
D. Air measuring orifice in air barrel.
B. Fuel thermometer.
p. Mixture inlet thermometer.
0. Air inlet check valve.
PLATE I
General view of apparatus
PLATE I
General viev/ of apparatus
Photograph on following page.
A. Engine control panel showing, left to rl^^ht, top row:ignition switch, oil temperature gage, water tempera-ture gage (left bank), water temperature gage (rightbank; bottom row: fuel pressure gage, cooling watervalves.
B. Mixing tank.
C. Air barrel.
D* Air Barrel manometer,
E. Fuel needle valve. Linefrom this valve to mix-ing tank shows steamjacketing.
p. Inlet air pressure con-trol valve.
Q. Mixing tank pressure re-
lief valve.
H. Three-way fuel valve.
I. Exhaust pressure con-trol valve.
J. Fuel thermometer.
K. Mixture inlet thermom-eter.
L. Fuel sampling line.
PLATS II
Front view of apparatus
PLATE II
Front view of apparatus
ihotop;ra.ph on follovrinp; v^ae.
A. Engine.
B. Throttling orifice flange.
C» Water outlet thermostats.
D. Water reservoir tank.
S. Dynamometer reduction gear.
P. Fuel pump and motor.
0. Fuel pressure regulating valve.
H. Exhaust pressure manometer.
1. Inlet pressure manometer.
J. Electric lead from spark plug to spark protractor.
PLATE III
Rear view of apparatus
PLATE III
Rear view of apparatus
in
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FROMPRESSW^lii:e
RUBBERDIAPHRAGM
RUBBER
lIEOPREiraDIAPKRAGI
NEOPRSNESEAT
OUT .'TO
•AUCTIONSI^DE OP GA^
;PUT.i?
II; PI 41.1
GAS AGGUlflJLATORTAflK'
• -GOUTT?Or, V^.l\nr
PRESSURE GO^JTROL
VALVB
SIshowing notificationof original reducingvalve design to giveaccurate control or pressure in Tuel system/
FIGURE 5
18
PART II
RESULTS
1. Accuracy .
Fuel Measurement , The rate of fuel conaumption
was determined by measuring the time for a known quan-
tity of fuel to be consumed. As the fuel level was
lowered in the measuring burette the watch was started
and stopped when the level passed calibration marks on
the burette necks. These necks were of small diameter
and repeated tests showed the error in measurement of
fuel quantity to be negligible.
The burette volumes were checked independently
by two different observers on different days. One ob-
server measured volumes by filling the bulbs with hun-
dred octane gasoline whose specific gravity was meas-
ured. The burettes were then weighed before and after
addition of fuel. This was done both filling and emp-
tying to take into account the wetting of the glass
surfaces. The second observer checked these results
by filling the bulbs with distilled water from an
accurately calibrated graduate. These independent de-
terminations checked to within 0.1 percent.
The brake reading for each run was taken after
all conditions had stabilized, and with the fuel level
8t its normal point in the accumulator tank. During
19
the measurement of rate of fuel oonsumption the actual
head of gasoline on the' discharge line to the mixing
tank was decreasing so that the rate of fuel flow was
less and the measured mixture ratio, leaner th|||fi^at the
time of power measurement. Investigation of this error4
established that the maximum change in head amounted to
about 0,3 pound per square inch (the average difference
during the course of a run being somewhat less than
this). Accordingly fuel flow was measured" at high and
low rates when the pressure wa3 that used in the test
runs, and again at the same needle valve settings when
the fuel pressure had been reduced by 0.3 pound per
square inch. This test showed a maximum error of 2 per-
cent which is within the limits of experimental accura-
cy. The authors therefore believe that this error does
not affect the validity of the results.
Preliminary running established best-power fuel-
air ratios at about 0.065 to 0.070, values unexpectedly
low. The authors at first suspected the accuracy of
timing, and made tests of the stop-watch and of the tim-
ing procedure described elsewhere. Finding no import-
ant error there, the authors suspected the possibility
of fuel leakage through the three-way valve, although
this did not seem p;?obable with the maximum pressure
differential across the valve only 0.3 pound per square
inch. However, an additional gate valve was installed
20
in the fuel lino adjacent to the three-way valve and
throughout the period of running occasional runs were
immediately repeated with both gate and three-way
valves closed, thus insuring fuel supply from only the
calibrated burette. No error from this source \»a3
found.
The question of inaccuracies resulting from the
email amounts of fuel measured in the tests was invest-
igated by preliminary runs in which varying volumes of
fuel up to the full capacity of the burette were used.
Regardless of the volume used there was no change in
the measured fuel rate.
Time Measurements. Time was measured by an elec-
tric stop-watch whose accuracy was carefully checked.
Readings could be estimated to 0.01 second and errors
from this source are considered negligible.
Air Flow Measurements. Air flow was measured
by admitting air through one of a series of sharp-edged
calibrated orifices long in use in the Sloan Automotive
Laboratory for this purpose. Pressure drop from atmos-
phere to the inside of .the air barrel was measured by
an alcohol manometer with a slant height of ten centi-
meters for each inch rise, thus increasing the sensi-
tivity about four times, and permitting the pressiire
drop to be read accurately to 0.01 inch of alcohol.
21
It is believed by the authors that the accuracy of
calibration of the air measuring orifices was consid-
erably greater than the accuracy with which tlie mano-
meter could be read. An error of 0,01 inch in mano-
meter reading would produce a maximuni error in calcu-
lated fuel-air ratio of about 0.1 percent.
After the induction system was set up it was
tested under air pressure as one unit from the air ori-
fice to the throttle orifice. This included all of the
systen except the intake manifold and six inches of '
pipe bolted to it. All searas, joints, and connections
were painted v/ith soapy water to aisclose several small
leaks which were then eliminated. Under a pressure of
ten inches of mercury there was a drop of 0,1 inch in
ten minutes. This pressure difference was about five
times as great as any imposed during the experi-nent.
The portion of the system from the tlirottle ori-
fice to the intake valves was made as airtight as the
rest of the system, but not tested under pressure.
Since any air leakage would have produced measured
fuel-air ratios richer than actually existing, and since
all data of this experiment indicate maximum power at
mixtures much leaner than found by previous investi-
gators, (Ref, (1)), it is believed that the air leak-
age in this experiment was negligible.
22
Temperature Measurement . All thermometers could
"be read to within one degree. Water outlet and oil tem-
peratures were measured with bulb thermometers, all
other temperatures by mercury-in-glasa thermometers
placed with their bulbs centered in the fluid streams
to be measured.
Speed Control . Speed was controlled at all times
by an experienced observer using a vernier rheostat in
the dynamometer field. Speed variation was observed by
means of a stroboscope and striped disk on the engine
shaft, so divided that its pattern remained visibly
stationary at every even hundred r.p.m. Speed was
checked as necessary by use of the electric stop-watch
and a revolution counter. It was possible to control
speed so accurately that errors from speed changes
were negligible.
Power Measurement . The dynamometer had a power
absorbing capacity of about three hundred horsepower;
much more than required, pedestal bearings were care-
fully freed so that static friction of the dynamometer
stator was less than could be measured by the beam bal-
ance. Windage loss of the dynamometer was considered
negligible. The beam balance could be read to within
one tenth of a pound under smooth running conditions
23
with an experienced observer controlling speed. At
rich and lean limits of running, motion of the scale
arm was erratic and no data were taken beyond or below
fuel-air ratios where accuracy of balance readings be-
came less than described above.
Detonation Power Loss . Reference (3) Indicates
that under the most severe conditions of the test, 100
octane gasoline should not detonate. As discussed In
the introduction, it Is believed that there was no deto-
_
nation under any conditions of the investigation.
Throttle Opening . As discussed elsewhere, throttle
opening was constant, the actual throttle consisting of
a hole drilled and carefully machined In a brass disk
bolted between gaskets and the flanges at the Juncture
of the inlet pipe and the engine Intake manifold. This
system was similar to that employed In the experiments
of reference ( 1)
.
Friction Horsepower . This was determined by
motoring the engine. In the shortest possible time
after cutting the ignition, the engine was motored by
the dynamometer, and the beam balance read. This read-
ing was obtained in eech case about one minute after
the ignition switch had been opened. Temperatures and
pressures v/ere held as closely as possible to values
existing during the preceding run. The regularity
24
**'of friction horsepower measurements la shown by the
curves of Pig. 34.
Water Jacket Temperature Control . Preliminary
running established the fact that It would be necessary
to exercise careful control of Jacket temperatures.
When outlet temperatures and rate of circulation of
cooling water v/ere controlled by automatic thermostats,
with no control being exercised over water Inlet tem-
perature, the variation In friction horsepower, end
consequently In speed, was so great and so erratic that
accurate speed control was impossible. The cooling
system was then modified to produce the following con-
ditions: (a) outlet temperature maintained constant by
automatic thermostat, (b) Inlet temperature maintained
constant by manual control, (c) rate of circulation of
cooling water varied by means of thermostats as re-
quired by variation in amount of heat rejection. It is
considered that errors from variation in friction horse-
power and speed produced by the cooling system were a
minimum under these conditions.
As the recorded data indicate, the water inlet
temperature was maintained within four degrees of a
predetermined constant value. ^Vhen operating conditions
were radically changed (usually in connection with a
radical change in fuel-air ratio), accurate control of
water inlet temperature was temporarily lost. At such
25
times the operations of obtaining beat-power spark set-«
ting and of making test rxins were discontinued until an
equilibrium condition had been reestablished in the cool-
ing system.
At the lower spfeeds the thermostats functioned
very satisfactorily in laalntalning constant outlet tem-
perature and in varying the rate of circulation as re-
quired. At 4000 r.p.a. it was necessary to adjust the
thermostats to their lowest temperature setting to main-
tain lubricating oil temperature at a reasonable value.
At these settings the sensitivities of the thermostats
were reduced. Th'e curves obtained at 4000 r.p.m. Indi-
cate that this condition did not have any detrimental
effect. . ,
Spark Setting . Spark advance was set within one
degree of the correct best-power value in every case.
Because of the small change in b.m.e.p. with spark ad-
vance near the correct value, this small variation of
one degree introduced negligible "terror.
Overall Accuracy . It is believed that any accumu*
lation of errors would have resulted in considerable
scattering of observed points. The regularity of plot-
ted points, as shown on the curves of this report, in-
dicate that the experimental error was very small.
2C
C-v- *
2. Presentation of Result s.
The results of the investigation are presented in
cjraphlcal form in figures 6 to 37, Inclusive. The curves
on the brake basis are first in order followed by curves
on the indicated basis, with the exception that the curves
of maxinum economy fuel-air ratio versus brake power
ratio and versus indicated poiver ratio, are the last two
figures presented. The throttle orifice calibration and
friction power curves follow the indicated basis general
curves,
3, Discussion of Results.
Brake Po./er Basis. Examination of the cvirves of
mean effective pressure versus fuel-air ratio shows that
naxiauin power, for all speeds and loads, occurs at a sub-
stantially constant fuel-air ratio of about 0.07, In in-
dividual curves variation from this value may be account-
ed for by choice in fairing in the curves and experiment-
al error. However, siich variations as do exist are of
small majjnitude and indicate no systematic trends.
Theoretical analysis of the fuel-air cycle indi-
cated that for a compression ratio of 6,3 rnaxiiaum power
occurs at a fuel-air ratio of 0,0715. The value found
in the investlgat Ion is in close a^jreeraent, and the dif-
ference nay be attributed to experinental error. The
close a^:reement seems to support the belief that a dry
27
and homogeneous nixtare was used and that distribution
was good.
If the mixture ratio is leaned from that for "best
power, the power falls off at a greater rate than if the
mixture is enriched.
It is also seen that the rich limit of smooth run-
ning decreases with increase in the reference speed, and
that fuel-air ratio adjustiaent has nore pronounced ef-
fect on the power output at 4000 r.p.m, than at the low-
er speeds. During the progress of the experimental runs
It was also found that spark setting had nore critical
effect on power output at higher than at the lower speeds.
Figures 10 to 13 show that nininum specific fuel
consumption alv;ays occurs at a value of fuel-air ratio
leaner than that for best power. This miniiivurn, for all
speeds, occurs at leaner fuel-air ratios with increase
in the power ratio, and the rate of change of the minim-
um point v;ith change in the power ratio is about the same
for all speeds. At zero power ratio (idling conditions)
best pov;er and nininum specific fuel consumption occur
CO incidentally at only the best povirer fuel -air ratio.
The increase in brake specific fuel consumption
with throttling is due to the fact that at lowered power
ratios friction power becomes a greater percentage of in-
dicated power.
Pig, lb shows curves of minlniiim brake specific fuel
20
consunptlon versus speed for four power ratios. It was
obtained by Interpolating as necessary between the curves
of brake specific fuel consumption so as to ^ive in all
cases the same power ratio. It is interesting;^ to note
that bralre specific fuel consumption is substantially
constant for all speeds up to 3000 r.p.m, (piston speed
1875 feet per minute), beyond which point it increases
with speed. This may be accounted for by the almost lin-
ear variation of both air capacity emd friction poy/er
with speed up to about 3000 r,p,m,, as found by previous
investigators using this same engine.
This relation between air capacity and friction
power may be shov;n as follows j"
Fuel rate
At constant ?/A — Fuel rate'^^Air Capacity
Assuming that IIIP'^AG1
then S3FC/V/ .
'^^ f,,.v>=
"i"^^
If AG '^^ Speed
and Pl'IP'^ Speed
then S^ = K, and
DSFC'^.j-L^ = K»
Beyond 3000 r.p.ra, air capacity increases at less
than, and friction power at greater than the linear rate,
accounting for the increase in brake specific fuel con-
29
stunptlon beyond this point. This relation between air
capacity and friction pov/er v;ith change in speed is also
shown by the curves of brake specific air consumption
versus speed. Pie. 19, These latter curves are for best
power fuel -air ratio and the data was Interpolated where
necessary so as to sive constant power ratios.
The cin-'ves of brake specific fuel consumption ver-
sus brake mean effective pressure are shown in figures
14 to 17, inclusive, and curv.es.for tUfi^spJU^.-S^eed but
different power ratios are shown on the same sheet.
Tangents to these curves, as dravvn, then indicate nost
economical operation at the speed in question. As de-
temined by operating conditions at these points of tan-
gency a curve of maximura economy fuel-air ratio versus
power ratio was obtained. This curve is shown in Fig,
36, Since tho points of tangency were so ill-defined
and the selection of the points a matter of considerable
personal choice, the tangent curves v/ere displaced 5 per-
cent in the direction of greater specific fuel cons^oaip-
tion to obtain more certain intersections and consequent
deterralnation of operating conditions. The resultant
curve, as so determined, is also shown in Pig, 36, The
relative displacement of these two resultant curves
8hov;s that nearly naxlmuni econony can be obtained over
a fairly wide ran^e of fuel-air ratios. This ran£^e is
greatest at the low power ratios, decreasing as the pov/-
30
er ratio increasea.
Indicated Power Basis. The curves of indicated
specific fuel consumption versus fuel-air ratio, fig-
ures 24 to 27, show higher consiomptions for the throt-
tled conditions. This difference is nost apparent at
1000 r.p.m,, decreasing: vyith increase in speed to "be
almost absent at 4000 r.p.m. This trend is shown in
Pig, 32 v/hlch presents curves of minlmuin indicated spec-
ific fuel consumption versus speed. The trend may be ac-
counted for by the greater heat loss to the coolant when
throttled due to increase in time of combustion of a
diluted mixture, and also by the theoretical loss in
efficiency with increased dilution as predicted by fuel-
air cycle analysis, (Reference (2) page 41) Heat loss
caused by increase in time of combustion is almost pro-
portional to the reciprocal of the speed, and I's much
less pronounced at the high speeds.
This curve also shows a decrease in indicated spec-
ific fuel consumption with increase in speed. This trend
is due to the decreased tine available for heat loss per
cycle with increase in speed, since combustion rate in-
creases almost in proportion to speed. The net result
is an increase in efficiency with increase in speed. This
trend is also shown by the curves of indicated specific
air consiCTption versus speed for four power ratios, B'ig,
31
33, This curve shows indicated specirio air consump-
tion at best pov;er Tuel-air ratio. The data v/as inter-
polated as necessary so as to give constant power ratios.
This increase in efficiency with speed mi^lht be at-
tributed to errors in the determination of friction pov/-
er. However, assuming that indicated power is directly
proportional to air capacity:
-
HIP1000 full - ^^'"^
•*• ^^^4000 full-'^^'^ ^-1^ = 9.3.S
^^^^4000 full = 5-'^
• • ^^^^4000 full = ^^-5 - ^^-^ = 2^-^
^^'^4000 full ^^ i?ieasured = 56.7
Therefore the measui'ement of FIIP would have been
56,7 - 35.4 21,3 ^^^ ,
if it were true tiiat IliP is directly proportional to air
capacity. This error seems entirely unreasonable, par-
ticularly since the values of friction horsepower as
found agree very closely with those found by previous
investigators usinc; the same engine, and the curves of
friction pov/er versus power ratio and speed. Fir;, 34,
show- the determination to have been fairly consistent.
Both best power fuel-air ratio and change in. in-
dicated eff ic.lcenoy with speed closely follow theory
v/hich further shows that the mixture 'was dry and homo-
geneous and that combustion and distribution were ^ood.
32
The curve of best economy mixture versus Indicated
power ratio is shown in Pig, 37, Only one curve is pre-
sented since no systematic variation with speed is In-
dicated, and the scatterinf^ of points is considered to
be due to experimental error.
It is to be supposed that the experimental error
on the indicated basis will bo lar(7;or than on the brake
basis, since in reducing the data to the indicated bas-
is the friction power must be used, the measurement of
which Introduces a source of additional error not present
in the analysis of the data on the brake basis.
Theoretical Treatment of Trend in Indicated Effl-
cienoy , The trend in indicated efficiency nay be ex-
plained on theoretical grounds as follows :-
-r„, ^f.^ _ 55,000 X 60Ind. eff,
~ 770 X ISAfi x P/A x 1^,900
For the full power condition
ISAC4000r.p.n. = S-°
'^Gnnnn ^ ^ ^ =7,4J-Oi- '1000 r.p,m.
J. x..p _ 55,000 X GO
• ® '4000 r.p.m, 778 x G.O x .0/ x 18,900
= 32,1^
TnrJ Aff - 55,000 X GO• ®^ '1000 r,p.m. - ilQ X 7.4 x ,07 x 13,900
= 26.0,<
Theoretical fuel-air cycle efficiency for F/A ,07
and compression ratio 6.3 is 57.5$^,
53
where Q, = heat transfer, BTU/raln,
A T = average temperature difference
A = area exposed
p = density of gases
8 = piston speed, ft./mln.
n = enpirical. coefficient
A la constant and AT and p are sensibly con-
stant.
To the first approximation, disregarding hlow-
down losses, etc., and assuming that the change
In efficiency is due entirely to direct heat
lossesj-
Heat loss to exhaust, theoretical cycle,
^ {1 - ,375) « .G25
Total heat loss, 4000 r.p.m. , per cycle,
^ (1 - .321) « .679
Total heat loss, 1000 r.p.m., per cycle,
/s/ (1 - .260) = .740
Direct heat loss per cycle, 4000 r.p.n.
^^(.679 - .625) = .054
Direct heat loss per cycle, 1000 r.p.m,
^ (.740 - .625) = .115
So, ^^^^ = (4/1)^
n = .455
34
This approximate val^ie of the exponent "n" is
reasonable and. agrees with general theory and practice,1
3. Conoluelons,
(1) The fuel-air ratio for best power does not de-
pend on speed or load, but is a constant for all speeds
and loads,
(2) Best power occurs at a fuel-air ratio about
equal to that of the fuel-air cycle for the sane com-
pression ratio (,07 for the engine of the tost) when the
mixture is dry and honogene^us and the distribution good,t
(3) The fuel-air ratio i^or maxiraura econony depends
on the pov/er ratio and varies as is shown in Fig, 36.
There was no indication that this relation changes with
change in the reference speed.
(4) For this en/j;ine brake- efficiencies are sub-
stantially constant for a given power ratio up to the
speed to which air capacity and friction power vary in
linear fashion with speed. Beyond' this -^peed, where air
capacity increases at less than and friction power at
greater than the linear rate, brake specific fuel consurap*
tion for a given power ratio increases with increase in
speed.
(5) Indicated efficiency decreases with throttling,
this effect being nost pronounced at lov/ speeds and prac-
tically absent at speeds close to the rated.
35
(6) Indicated efficiency increases with increase
in speed.
(7) The naxiniTJim econoray fuel-air ratio as deter-
mined by indicated power ratio was shown not to vary
with change in the reference speed,
(3) With a dry and homogeneous mixture and good
distribution, indicated perfornonce as affected by fuel-
air ratio, power ratio, and speed raay be closely predlc
ted on theoretical groiinds,
(9) An engine is more critical to proper adjust-
ment of the fuel-air ratio and spark at higher than at
lower speeds.
.04
FI3UKE 6Variation of BMSP with F/a - IQOO R.P.M.
FiaUlvE 7Variation of BI.IEP with V/k - 2QQ0 R.P.!.!.
.04 .05
FIGURE 8
Variation of EI.IBP with F/A - 5000 R.P.IJ.
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FIGURE 9
Variation of BI.iS? v;lth ?/a - 4000 R.P.:i.
.11 .1
:Jtt^';j.Mj-n:|^}i{^i,p-!^^;fj:Hi^mH!4-tnp|---f^^^^^
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FIJURS 10Variation of BSFG with F/a - 1000 R.P.*.'.
PiGimE 11Variation of r:S?C with F/A - 2000 R.P.!.I.
.07 .OS .09
FIGURE 12Variation of PS?C with F/A - 5000 R.P.M.
.04 .07 .03 .09
Fia^JRE 13Variation of rsyp with T/a - 4000 R. P.I.I
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FIGUIIE14
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.
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<M Hfigur:: 16
Variation of DSFC with BMEP - 5000 R.P.r.U
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FIGURE 17Variation of BSFC \7lth BUSP - 4000 R.P.TI.
..., .1- :\ , [ 5 1ST QN. Sf'SEDI -. FjP./]
1000 2000 3000
FICJURE 10Variation of Minimum DSPG with SPEED
;
flgTOM. spSgPj - FT./MjIN.;|
1000 2000
FIGURE 19Variation of Best Power BSAC with SPEED
3000
V
|.._,^..:pu|.4..ji, ,:..,., J^,-r|'i:'ji^ -j- j-.-j ^i' IT'l-JM- j,: !''-!, Mf:I •"f»^'fM-'h'^l^SH
vr^ :;;i-:h{:-[:4-rj44--Pr -'-:!- '^^
.07 .08PIGUKE 20
Variation of r.iEP with F/A - 1000 R.P.M,
.04 .05 .06 .10
V
.07 .08 .09
FIGURE 21ariatlon of IMBP with F/A - 2000 R.P.I!.
.12
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.05 .06 . 07 . 08
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.09 .10 .11
FIGURE 22Variation of IMEP with F/a - 5000 R.P.':.
.12
.07 .00 .09
FIGURE 23of IIvlEP with ?/A - 4000 R.P.T.I.
.00 .09
FIGURE 24
JVariation of ISI-^C with ?/a - 1000 R.P.M
.04 .07 ,0B
FIG''JRE 25Variation of ISFG v/ith F/A - 2000 R.?.!,!.
.04 .07 .08 .09
FIGURE 26Variation of ISFC v/itli F/A - 5000 R.P.M.
.04
FIGURE 27Variation of ISFC \Yith P/A - 4oOO R.P.M,
R0Iii5ig!gl&0 "•I^rfe '""! :a3Jj^5
CO to to vj* to 03
FIGURE 28Variation of ISFC with II.IEP - lOOO R.P.I;!,
FIGURE 29Variation of ISFC with IMEP - 2000 R.F.i-I.
FjTWpf-fnYO
:-|:.|.:|--|...!.:i.::!,,^H
[__! :
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PIGURE 30Variation of IS?G with i:.:EP - 3000 R.P.M.
rrrr-rrt T-r—r
F.f5!::l$dMilSyffl^jE?^^
L-U:CO
[.:'^<!iEii7^^gii"p:jacii4^A^to "^ to
asi>yDj:(i^xT:
H O OFIGURE 31
Variation of ISPG with II.IEP - 4000 R.T . I.l
.
JPisTbi^^^id '^m ./^!"^.;.t':-
•
1000 2000FIGURE 32
oOOO
Variation of I.Iinirnur.i ISFO with SPEED
:|..[..^j -| :j.r.,|:;.:(l:.!.p:^-^|V!|^
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FIGURE 33Variation of Best Power ISAG with SPEED
:-| h-:h^:i: i-r-i^--4^H^i
.,-^;x
--+:-
3000
FIGURE 34Variation of FIiEP with 3PE'::d and POV/ER RATIO
-WWp!^
.25 .75.50
FIGURE 35Throttling Orifice Calibration Curves
1.0
FIGURE 36Variation of Best Pov/er and Best Economy F/A v/ith Power Ratio
Brake Pov;er r-asis
FIGURE 37Variation of Best Power aiid
IndLid Best Sconoray ?/a with Pov/er Ratioicated Power Basis
36
PART III
APPENDIX
1, Detailed Description of Special Apparatus *
Fuel System . Fuel under pressure was furnished by
a Nichols rotary pump capable of pumping more fuel than
that consumed at highest powers. The pump, driven by a
constant speed electric motor, discharged to an accum-
ul&tor tank es shown In Pig. 2. Prom this tenk there were
direct connections to a three-way valve and to a press-
ure control valve (Pig. 6), which discharged to the
sucytion side of the fuel pump, and which was set to
maintain a constant gage pressure of 10 pounds per square
inch. Into the accumulator tank from directly below pro-
jected the standplpe of a burette with a series of cali-
brated bulbs • Prom the bottom of this burette a line
connected to the three-way valve. By this valve fuel to
the mixing tank could be drawn from either the accumu-
lator tank or from the burette. Fuel level In the accu-
mulator tank was controlled by varying the volume of air
in the ^tank so that the level of fuel was at all times
below the t6p of the burette standplpe.
Since adjustment of fuel level caused a change in
fuel pressure, with consequent change In flow rate and
fuel-air ratio, all necessary adjustments of level were
made immediately upon completion of a run, and equilib-
rium obtained before data for a subsequent run was taken.
37
Only occasional adjustment of this level was required
during operation. Prom the three-way valve fuel to the.
mixing tank passed through a flow control needle valve,
and then through a steam Jacketed line approximately
one foot long. Continual steam supply to this jacket
furnished heat to Insure maxlmvim possible vaporization
before discharge Into the mixing tank below.
In normal operation the three-way valve was turned
to Interconnect all three lines so that fuel flowed di-
rectly from the accumulator tank to the mixing tank, and
the fuel level In the burette was the same as that In
the accumulator. Excess fuel from the pump flowed through
the pressure regulating valve back to the suction side
of the pump. To measure fuel flow, the valve was turned
to close the direct line to the accumulator, and to
tak'e fuel from the burette. The fuel system was most
satisfactory in operation. Plow control was accurate,
and the pressure remained substantially constant,
except as discussed under "Accuracy".
Pressure Control Valve . The sketch of this valve.
Pig. 5, Is self explanatory. Modification was accom-
plished by simple machining operations, by substitution
of neoprene for rubber throughout, and by use of a con-
trol spring which was weaker than the original. The
operation of this valve was moat satisfactory.
36
Fuel Plow Control Needle Valve . Hoke and other
typea of metering valves were found unsatisfactory, so
a special valve was designed and made. This valve is
shown In Fig. 4. The thread of fifty turns per inch on
the valve stem, and the small taper of the needle valve,
permitted accurate control of fuel flow for the range
desired. The valve seat and guide holder were made sep-
arate from the valve body so that different seats mi^ht
he used. It v/as originally intended to use various
valve stems if necessary, each with a different taper
for the needle valve so that different seats might have
been required. A steel scale was mounted parallel to the
valve stem so that a graduated br&ss dial on the end of
the stem could be used to indicate needle valve settings
Induction System * The air flow was measured by
means of an air barrel, in the end of which was mounted
any of a graduated set of 6rifi6«B whose calibration
curves, as furnished by the Bureau of Standards, are
appended. Pressure differential between the barrel and
the atmosphere was measured by an inclined manometer.
In the air line Just beyond the barrel was a throttle
valve, followed by a check valve to prevent excessive
pressures reaching the air barrel, should explosions
occur in the mixing tank. The check valve was mounted
with the flapper hinge line slightly displaced from the
39
vertical 30 that the force of gravity held the valve
open against the atop when air was not flowing. The
fact that the mixture inlet manometer indicated very
steady pressure differences throughout all runs is evi-
dence that the amount of check valve opening did not
fluctuate during engine operation.
The mixing tank was surrounded by e water jacket
whose temperature was controlled by steam and water so
that the fuel-air mixture temperatures could be main-
tained within very close limits. A manometer to the
mixing tank measured inlet pressure. Between the mixing
tank and engine manifold were placed two brass wire
screens as flame traps to prevent backfires from igni-
ting the contents of the mixing tank. As an additional
precaution, in the event of backfires, the mixing tank
had a pressure relief valve set to operate at a pres-
8ur« of four pounds per square inch. The throttle ori-
fices were placed Just before the inlet manifold.
Ignition System * The distributor was the stand-
ard Ford 1941 model, except for modifications to per-
mit manual control of the spark advance through a range
of about 60 degrees. In these modifications the counter-
weights of the automatic spark control were taped and
wired down. No vacuum connection from engine manifold
to distributor was made. Slots were cut in the distrib-
40
utor and counterweight cases so that the disk holding
the breaker points could be rotated from the outside,"
through an angle of about 50 degrees, thus changing the
spark advance. A wire connection between the breaker
arms and the coil was soldered in place. The disk hold-
ing the breaker assembly was moved to and retained at
various settings by means of a small locking bolt
extending outside the case.
Cooling Water System . The cooling system finally
adopted is shown in Pig. 3. Water discharged from each
bank passed through an adjustable thermostat and then
through a common line to the reservoir tank, where it
was cooled by the addition of cold water. The common
discharge line was used only to take advantage of
equipment available. A line from the bottom of the
reservoir tank branched to the water inlets. Excess
water, equal in amount to that of the cold water flow-
ing into the reservoir tank, passed to the drain through
an overflow line. Connections were also made directly
from the cold water lines to the water jacket inlets to
permit introduction of cold water to each bank if the
thermostats became steam bound or did not operate. In
order to relieve any pressure which might build up when
the system was not in equilibrium, standpipes were
placed between the pumps and the thermostats. The system
r
41
was quite satisfactory in operation. When equillbrlLUB
was reached the Jacket temperatures could be closely
controlled. Under these conditions the water circulated
nnich as in the 0l^dlnary automobile Installations, except
that the water was cooled In the reservoir tank Instead
of by a radiator. By carefully controlling the amount
of cold water entering the system, the inlet temperature
to the Jackets could be held to any desired value so
that the thermostats could maintain the jacket tempera-
ture at the outlets within very close limits. The cold
water supply direct to the jackets, and the standplpe
overflows, came into operation only when the system was
Rtlll warming up or for any other reason was not in
equilibrium.
2. Difficulties Encountered .
Fuel Pressure . Control of fuel pressure was the
first problem encountered. Several types of pressure
relief and control valves were tried and found umsatis-
factory before the modified control valve previously
described was installed. For the control of fuel flow,
Hoke and other available metering valves were tried,
but they were found to be too sensitive or of too small
capacity for the purpose. This fuel control problem was
solved by the construction of the needle valve shown in
Pig. 4.
42
Cooling Water Temperatures . As soon as the engine
was operated It became apparent that to maintain con-
stant speed, constant cylinder jacket temperatures were
imperative. If these temperatures changed, the speed
and power changed accordingly. A number of different
cooling systems v/ere tried. The original installation
provided cooling by a simple recirculating line with
cold water injected directly into the suction side of
the pumps, and equivalent overflow from stcndpipes.
This control was not sufficiently accurate so adjust-
able thermostats were installed in the original system
without other change. This arrangement was very unstable
and produced large and rapid oscillations of Jacket tem-
peratures .
Cooling by use of a reservoir tank was then tried.
In the initial installation of this system the discharge
lines from the banks led to the bottom of the reservoir
tank €(0 that good mixing of the warm discharge and the
cold water entering et the top would result. However,
convection currents were so great that they overcame the
engine water pump pressure and so prevented coolant
water circulation. When the discharge lines were changed
to enter the top of the tank, satisfactory operation and
accurate control of inlet temperature resulted. The dis-
charge lines to the tank and the suction lines from the
45
tank to the engine pumps were placed as nearly level as
possible to closely simulate the actual conditions in an
automobile installation. With constant and controllable
inlet temperatures, the outlet temperatures remained con-
stant.
Backfires . Despite safety valve, flame traps, and
a check valve, the first backfire buckled hose connect
tions and blew fluid from manometers. As a result, flame
traps were improved, and the safety valve on the mixing
tank was reset to a lifting pressure of four pounds per
square inch by use of lighter springs, it wa^ .found thct
careful checking of spark advajace prior to starting was
most effective in eliminating backfires.
Incompleted Runs at 4000 r.p.a . To save the engine,
calibration runs were not made at 4000 r.p.m. as it was
originally intended to run at only the lower speeds
until all other runs had been completed. When these
lower speed runs were completed, a series of runs was
mede at 4000 r.p.m. full power. Upon their completion,
a series at about one-quarter power was made using a
throttling orifice of estimated size. Prom the data of
these two series, the orifice calibration curve for 4000
r.p.m. was then faired in to get the orifice sizes neces-
sary for runs at one-half and three-quarter power.
Half power runs were then made. On the next series
44
of runs, at three-quarter power, four runs had been made
when a bearing burned out and the connecting rods on the
two rear cylinders broke. This accident damaged the engine
beyond repair and terminated the investigation.
45
BIBLIOGRAPHY
(1) O.C. Berry and C.S.Kegerrola, THE CARBURETION OFGASOLINE, Bulletin Ho, 6, Vol. IV, No. 1, April,1920. Engineering Experiment Station, Purdue Uni-versity, Lafayette, Indiana.
(2) C.P.Taylor and K.S.Taylor, THE INTERNAL COMBUSTION *
ENGINE. International Textbook Company, Scranton,Pennsylvania, 1938.
{'6) E.B.PawkGs, E.H.Gullbert, J.H.Morse, Jr., R.R.Porter,and Harry Sosnoskl, THE RELATION BETlVEEN OCTANENUMBER, COMPRESSION RATIO and FUEL-AIR RATIO ASDETERMINED BY INCIPIENT KNOCK, Special Report,Course 2.802, Massachusetts Institute of Technol-ogy, Cambridge, Mass., 1941.
46
^» Data Sheets.""
Summary of Some Engine Conditions.
Laboratory Data Sheets.
Air Measuring Orifices - Calibration Curves.
SUMMARY OP SOME ENGINE CONDITIONS
47
Approx.PowerRatio
ThrottleOrifice
Diam.in.
AreaSq.in.
Ave.OilTemp
Ave.WaterInletTempOp.
Ave.WaterOutTempOp.
Mux.BMKPLbs
.
peraq.in
Best-PowerRatio
Speed -, ],OQp r.p,BT
1.05/8Full
0.1100.1960.307Pull
159162167166
150149160149
173171176180
lki.0835.2561.6571.60
0.1690.4930.7231.000
Speed- 2000 r.p.m.
1.0
0.2490.3710.602Full
187187191196
150150150
16916817212^
14,3433.7051.20
0.2100.4950.751It QOQ
speed - 5000 r.p.m
1.0
'3223/7/81-1/16Pull
0.4060.6020.887Full
199196197198
151141140141
173170170172
17.9236.7052.1068.20
0.2630.6380.7661.000
Speed - 4000 r.p.m
1.0
13/161
1-3/16Pull
0.6180.7861.108Full
210216216208
140140140140
161165164156
8,9730.0040.0062.00
0.1730.6760.7691.000
Inlet Pressure - 710 am Hg.Inlet Temperature - 126 op.Exhaust Pressure - 32 in. Hg. at 1000, 2000 amd 3000.
36 in. Hg. at 4000 r.p.m.
Date 2 Mar. 10^/ Experiment No, Onficz. Q^iibrai-ion .M.T.T. Aero Ensine LabEngine ^ord \/-5
^(935 fnfi i00 Oct^aj/s- ^^_ Wet Bulb Dry Ru
ORATORY1 n
(rrip.'^7"
^ C0N5TAWT6 BMEP = B.L K B.H.P =^a^g"*^-
B.&FC. =fjee5. X B.H.*
Remarks TIME ?UN R.PM. Brake BiflEP»/B
aH.p a&fc TIMEPM a
TEMPI OIL FAw/nu OIL H^I^M
-/ zooo Z/.Q /y.v »«v "k"
2 ZOOC xzo /*6e /^t ^k"—
3 lOOO vVf ^•f? <6 ^/^
4 30CO v.v ^f 23 "-/C'-
r lOOO S-S.B /«^ 7 %'—
/; 2ocx> */7.o j/j^ /4 y«"—
3000 i20 ^^.o 20 '/a'-
_fi_ 2000 SSO 3^.4 '7 /'4,'
d /OOO ^<5/f /f.S /^ /^'^"
/^ 3COO 4^.i ^ 'f /V// UOOO Si.Z J7.r '7 /^6"
/2 3*>tio ^1.3 ^/.5 /f /V/.? 1000 j-as ^M 11 z^^'
/•4 JOOO 6o4- .8a/ /^ FwJI
/^ 2000 ihS '^/•<' /f fv/;
/f> 3000 Li.^ 6/.r fB fi.//
P'Y • 32 -'//f —
—
m-r > S 10 mr 1 ^f\
—
— ...
fi>
Date 'Q^p^^^ 41 Experiment No. Tngsis
EN6INE ^o^p ^-^ ^^35 FUPJ_ lOO OCTANI^ ^^BoREJJLSTROKElJilCOMPRESSION Ratio 630— 1 Spapk- ApvANce \/ariabl(L
M- l» T. A^RQ Engine LaboratoryWet Bulb. Dry Bulb
.
Barometer (Act), .(CORR.).
CONSTAWTO BME.P = B.L X 1.195 B.H.P - ^S^^^q'^'^' B.&FC. =^ecs. X B.M.R
REMARKS flMC Rum R.PM. Brake BIdEP BKP asFC TIME TtMP OILPRO
FA
/^/>e £.A9.
T>(-|R TarMR IH.»? inep IS PCw/mi OIL
1035* M- \ooo S'.S' i.i'7 /.»33 2^t^ /o/»^ :2^ //-.5' y3 .osei. /.Wft a.v? 73 2 18 7/ />4 /r« ^y" f.,?oo JS57 .j'^/
lOA^ 4r 8S /o tS ZB93 /.f7P 99.6 '^ '^6 vv ,0^2/ /.rVf 3.4<^ 72. S-IS 75- />r /^o ?7 /C.3 £..f^ j-'i-i Rao » HLLL^ n^ klost ^6 /o.cS 'S.oz J AT /.7A'y ff.4 '% /j"i v/ .^AiTi^ /.^*7 5.vf 72. J.7B TT /3.r is-i ii' /o-m Jt&e/ r43 1 71£.0, '>IPIC -- /IIOO <.7 /O.I i7.oe J.57 /.«fli. f/.%4 "M> ^^y V5 .(^Ti i.i,io :j.V^ 7/1 >.7£ 7^ /vr /Vf 3-/ 'cSsi SS.S7 SLl I'HonriL.C 1 . J/a"noB 6« ^.^ H.B3 J.JO i.f/e? ee-c-j '#' /Co vi »7C^ I.JXo ^.V7 7Z i.,7r 7r />ir /r/ v; to.](,-i ^A£3. .s-af '^(^jSi- ^/S.. 3 » .
^ '/;?;'-
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//34- 7/ B^ /0.-3A XBf t-.^? 7-SW •?ih /^o ¥3 .otl^O a.ietS' J-.V^Z. 7? •1.70 7^ />r /^<? v/ I0.3S7 37.06 .7JU
//40 72. 7.^ f.o& 2.ys Jiii-r ^^fV';^ /^i7 ^Z .ofJ^ J>}o V,V<^ 73 :^.7o 7<:, /vC //-/ 3./ %V1 ^<l^ .^0^//4'? 7J ^.^ 7.Bf 2.-XC y^r ii.3^ ;?^ /^^ y5 .,»q s.'/ec J-. '/AS 7^; Jl^ 7t> (vT /y-/ v^ ftkl 34.i>t, -f>3//r^ 74 i.f 7.2? l.o'S vj-77 jjsr^^ vy ./o(^ ^J-BZ -ui^yd- 7/4 >W. % />r /// V^ fVf7 B4e>i •f7<^/2iS' IS 9.9 '/.B:! 3.30
/7«?«i59¥./o ?^ /6C Vi ,**fj /.i,y* ^.41 72 >.?i' llo />^ 'S-f v/ fo.7^7 AS.k-i. .r4f
fR\C7iON euN 7^1
r Z3A 2C.79 ?-^7 n,oA »/o-*)
1
U^—
-
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/«^f /J/ ^.r iS.-yi- f./j •foe ^a.75^ /«.r *h .•un z4r? Ji>« 73- /// iL />r /ro /H iLSc r-^.v ,r3jr ^if2.(L\Q.H=n\t^ = /!"/rJ"? til. vr^ ?<>-4» ^.r? .gts- 7>,7o :;^ /f5 fb .cfi^ 1.//7 J.W^ 7> /</f J^ />^ /V/ /f //.->« j-y.r ./o/ htejD- TL.13^ '' 'S
^2^'
//OS 1^3 ;7.3 W.7 ^77 /.'33 i'V.// >^ /^^> v> .cHo /.^/3 -'•70 7v l.y^ 11 /Xjr Hi >? 1V.44 <^.4 .r>3 ri)(Si. -Fka fi. - icf^/^"^
//// tM vi.-j. i-//? f7-5 .iU *V.5«^ 'kl ^'V ,0^7 a.j-fo i(r-^ 7T^ i.i^ 77 '^ >ro >o,(,.<H>
rp<^ .r->^
J/ZO 'AT VJ.O 34:1 f67 l.cot /;?5<p ;^ /<i> V/ 43736 v.fcfi 3.U 7v '.i^i 77 .vV iCo /6 '(»^H r^.<, •rf/
JU^ I5L oi,.> 31.4 ^,7J /.'^ 4M>i. ;^ /*? v/ rtXft/ ^'.V^o 5,tv 7v A// 77 -M' .at /f fC.io r.'? .^/^
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'-yf /3f vVr<7 -x.n /OP /.g9> T7.ie> ';^ t^l ^/ .//>/' 4.C7I 3.iv 7> u^i 77 />r /V^ >7 14^-7 r>,^ j.cca
U-^? ^p >S,'^ yi.o 7./^ /.9^% 2y,>o^ /v V/ .//'ry 4.'>ri S.fcV 7V l.'( 77 /v/. >y7 >7 i4.4i r/.f i.oto
^ fe.t(LTio,^ f2jOt4' ' vo.o v^.-y ^^7 ./o-'t ./o^f
-
^1
x^
Date /7/?^ff/A,/?V/E xpepim^nt No. T^E&iS
EN6INE , FuelBORE-
^^,5 T POKE Compression Ratio.
M. I. T. Aero Engine LabqratqpyWet Bulb. Dry Bulb
Spark Advance BA ROM E t ER (Act;). .(Cork-).
Constant© BMEP = B.L x /, /f5- B.KP = g*-^*^^*^*^- B.&FC. =• ,_ ,^
SECS. X B.H.R
Remarks Time Run R.PM. Brake*
BJdEP BiKP ftSFC TIMEFiVtUt
TtMP1OILPgK
FA
FvPi AirA OK
LHP. i«.rp i.i.f:cMfATU OIL
131^ /y/ 1000 i^2 r/.i-i- IH'^ jy? si-m "^ /&y~
MV\ 2-.'^? y.35- 7V I'll 7T ;>v ISt \5- SL/.l 7t,o .5-6T
/3?7 ^y^ H2.Q SV.U H.OO '^Sb '//.^6 y^ /^(; HI OTsi 3.7i y.3r IH hli 7f /JLfc no IS- 9.0.T 7y.^ '(^3
/337 /VJ io.7 iT,l HSi hiiY i^.O 'JYo /^7 HI ono H.-il^ H^l IS hlH 7? /?Lr is-0 n ^M 7 3./ .757
f}f^ /f/ ¥0.0 •ilTS /2^ A2.i6- irf ^p^% /fc7 Hi • lop H.S¥ i-V lb IHH 7? A/ /yf 11 ^.\2 72.Z .J7Z B^R.= 7.r: ,7 & .Ih, H*
MOI ^^ ri.1 ^y,$ /2.V0 /'5>o n7i ';tfr /^6 '^Q HI'S s.q y,3f 77 l,K fo />y 1^1 z^ /^.20 «r.7 .f;^ y
f^ff /f^ i^.o 52?.!- H.Oo -m yj'.f (^ /<&(> Hi oitb Z¥l$ V.S7 77 /'?/ P /»y fS-Q /r ^.T 7y.& .5V Ati : ^fi PICK 'Ik»f
/Vif /V n-i J<?7f 'Y-n ,r*« V77 f^ /^? io .Di^i 3.^3 H^^" % A 73 rt? /?-y /sz fi ^5 '^yvi- 5S4.
/V3^ NT it.Y -f77r ff./i .T/fl yr.y '^ /<>? Ho .Din 3./r y-v 70 /'7^ r^ /»&- ISQ fs- %^'i\ 7^./r -sy/ TiihOTrt,^ Onlr/ce- .^^'.'
/y-il Iff V«.6 ^.tf li.xo .763 r/iy /<^? 'io .0(/f\ i.ol y.5>' l(f /•7? r« /w /sro /r t./u} 7^.y rSIb 4
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'^¥i 1^1 44?^ f?.7S /3.11 7/0 i*f^ ';^ /6? i» 05<^ 'i.^^ y.39 76 /,7^ r3 z^^- 'Co /b *0,/3 n.x .¥?!
/5/2 Kl' 33^ ^t'/f HOC .7r^ ^;5*-^ /67 ¥o ^511 &,^7 y,V3 77 AT? f/ />sr '11 ^3 17. TO ^3,r 'is^
/fs^y lei y»^ ^.f if.n .7/3 ry^fy ?« /67 ¥0 .OMJ 9,r/ y,ar ?7 /'7^ S'/ /^ l¥H f£- UAJ 75:a •^n
FRKTION T^ON «*./ «yY 6. JO t »/o-^t </o-M
S April \^m /Vz7 Ht lopo•5'f? .nr (M ,5%S s^.9 j^ \su HI .oi% 2,7p^ f.vs- 7^ 2.(»r 17 it».V IHT ^0 a3,yy no >1l5
\H\< ^ fZ.^ (f%S ///f? k>/ 'FZ?^!JfeM ¥0 ,dW3V 2,9/3 ^y,f 7(f ^.frf T7 /5^7 is-o 1% IH>* n-T <H3-s
Hiz S\ i'^-S id.<i il'll .<^7/ r/'?"-^ (5^ 11,^ ¥0 oon 3.^TZ ^•y^ 7^ %.(,X 77 /j-r tSQ ts- ^u.f^ 95;^ .SOO
im 57- 5"?,^? i^'f l^^l n<it 3£-,(^ !4 /bi HO .(}TI<{ y.32.f 5:y5- <7^ l4.f 77 /ZiT 16-0 13 a^.yv 9/.?- .si<\ LUR'. l(nO. > *nVf , iHfi.
•
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li^l /Y i"?'? ]I.S' 1%^ .1^10 ^/f 3^f lU ¥0 .mo %.li<i s-.is- 7^ »,tT 77 /ar IH^ n W7o Krf .^OQ A \(\0l AFl^iIS"isn ,ff ^fftb 10.0 /f-S5 .(fi<i not m iilf ¥c? .om 3.^?! S.¥¥ 7^ a.67 77 /!»-r m iz- »6,3<^ 9y,3 Hr\
/r/T fff £l] lo.t 'PI .If If iif.ox vm llel Ufi .Dif/i %.Z¥0 S'¥¥ 7^' 2.67 77 /•^f.- t^z. li 'i^.ii fy.v Hsl IfRtTlis Ok\FlQi--^'J rf-.,.
/5'V 12 5^,2 UM IT'YO .sn si-'i^ I^ I(f1 vo .&5S} 1.001 6'.¥¥ 7^ 2.0? 77 Z^*.' li-o 11 ^'17 ?0,3 .y3o
ISt'i St ST^ m l<\£i ,7y2L 3T.I ^ H^ ^C OWj i.ou S¥¥ 7r Z.i'? 77 /v*- I5Q 13.
r
76.^1 7y.2, 'Sft _ Eli rtf^e^^" ^f /<!%•
/^»< .5''? "f/'Z b^.i (f.t} /./f2- 9^.3/ y^ 111 ¥0 JOli S4fo 5.yy 7^" ^.t7 77 ^9.*' i$o If ^^^ 8V .fyc
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Friction Runf
10.3 av.3 ^'11
«M0^\ wi)-M
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Sl
Date Experiment No. thesisEN3INE Fuel .5.6.
BnpF 5TPOKE roMPRP«i5fAM Patio SpAOKAP^Ah
M. 1. T. AeroWET BOLB
Engine Laboratorynov Rill
'
ACF -Barometer (Act.) (a>RR.).CONSTAKITC BMEP=aLx/./95' BHP= ^'- * "''M. B.&RC. =
3000 ^££5. X B.H.R
Remarks Time Run R.PM. Brake BM£P BHP asFC TIME TEMP 1 OILputs
FA \HP IMfF JSfCWATU OIL
/7/)p*-./L.,/04./ /6So ,s^ 2000 I^.O /-*<51< fp*? /i;?f -*/•<?i^R Igl /3 .fl7c> >7r ^*/ ni J.^/ 7f i-i-r /i-o 2i' -^.•x? 4L.fL .r/r
/fc37 '•^> n.i /V./o 7-0, /•^f*" 4i.3 *^^Ca iSif ^^ .ok1% A^ r.%, 7U A.U/ii'« /><. /rp T^i* ^rot Vii.72. ./ba.
—
/fc4/ '^(f/O.I o-oi* 4.7V /.7Vl 7.1 '^ //^ rz • o^oU />^ *'5; iL >.i5 fo />r /v^ -vi,- >4.4«/ 14.70 .'i*7<' e«e = 753". //>»/* ^0
'<1.^/ <r7 /.3 ii> ^^5 J.e// ^.1^ g^^ r3 .0^11^ J.£>f en 7U ^•fV tc />V /yf^* >«.7? vvrv .V^-?
I'm
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FKtCTiOfsi GO^ >^' ^.3 ^.i> /l>c x/cT't ./d*>
'9^-Ci •«,
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e>ff0 ikl •W.c n\\ /i.Of /.tv< -^ai :^ '(f r> ..109%. 7,ve ^.-^^ ^t i4> 71 /vS' tfc ^"^ J8.?3 sy.^^ f''?/
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1
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Friction Run' '
->4.o ii.oT ^7.»3 ^/d't 'i6'^
(4;
Date Experiment No. Thbs,^
EN31 ne —Bore 5troke.
FuelM. L T. Aero Engine Laboratory
5.6. Wet Bulb. Dry Bulb.Compression Ratio. Spark Advance Barometer (Act:). .(CORR.).
Constawts BME.P = B.L X A/'/^ B.H.P -^^i^""
'"^'^- B.S.FC. =.
ieC5. X BMP.
Remarks Time Run R.PM. Brake BJdEP anp B.SFC. TIME temp OIL FA
fVEL. AiR LAh.
Temp.
AlK
JBMP TBMP _ /A/SPARK
/.rt.f; \ME.i>. i.yp.c*ATtf OIL
'rA.f.,u./^^/ 10^6 ITT ^000 t^O.Z- m,(f^ 2fc«, /./n 'n^i ^^0 /r? 5-Z looc r.Tb f,r6 If 2 2.-i ^' IXC- /J"/ x/ ^5/.r V-Ll .737
llOi r^i 37.Y im '/^i. /.m •J 73m I 53 .ion U3 fY^ n •2 ay 7u /•^'ur '^- y/-rtf 7V-i3 .^^9
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151
dat^ - EXPERIMEINT No. THESIS
Bore 5troke.Fuel
.Compression Ratio.5.6. .
M. i. T. Aero En6ine LaboratoryWET Bulb. Dry Bulb
Spark Advance BA ROM E T E R (Act). .(ComL).
Constants BME.P = B.L. X IJ 95" B.H.R = ^^q^q^*^- B.S.FC. =decs. X B.H.R
Remarks TlMK Rum RPM. BlflEP BKP a&FC tim c TtMP OILPWJ
FA
FUEl- LABrsMF
Fue-L..
-nr<-iP- -^cv. /.H.R /MffP iSFCWffTU OIL
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J/.2- J/. 3 si.-z vr^'^f «/^'^f.
^)
dat^ E XPERIMENT No.. Thbsis
EN6INEBore Stroke.
Fuel.Compression Ratio.
^5^
M. I. T. Aero Engine LaboratoryWET Bulb. Dry Bulb
Spark Advance Barometer (Act). .(CORR.).
CONATAKITrt RMFP-fll M 1 1 ^^K" RHP= SL. X R.PM. C4 C P r -^tt&. X B.N.R
Remarks Time Run R.PM. Brake BklEP«/tB
aKP a&EC TIME TCMR OIL
ESS
FA
f»tLTtmP
AiRl/y
Aof.\HP IMEP ISPCMOtTU OIL
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Date Experiment No. THESISEn6I ne -Bore Stroke.
Fuel 5.6.
M. I. T. Aero Engine LaboratoryWet Bulb. Dry Bulb
.Compression Ratio. Spark Advance BA ROM E T E R (Act). .(CORR-).
CONSTAKJTS BMEP = B.L. X /. / 95 B.H.R = ^'-^^g-^^- B.SRC. =sees. X B.H.R
Remarks Time Run R.PM. Brake*
BkitP«/o
BKP B.SFC TIME TEMP OILputs
FA
FUE-L
TffMPl^
Tsnp i.KP inep i£FCWATtl oil.
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DateENei NE -Bore Stroke,
Experiment No..
Fuel.Compression Ratio.
6.6. .
M. 1. T. Aero Engine LaboratoryWET Bulb. Dry Bulb
Spark Advance Ba ROM E T ER (Act). .{Cor ft).
CONSTAKiTS B,M.E.P = B.L. X B.H.P _ B.L. X R.RM. B.SFC. =StC&. X B H.R
Remarks Time
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\ BlIIDERY
1 AG2660 DIUDERY
Thesis?2L5 Fawkes .
The mixture requirements
of an internal combustion
engine at various speeds
and loads.ClUDERY
f*--^
Thesis 45638F245 Fewkes
The .mixture requirements
of an internal combustion
engine at various speeds
and loads.
