~!SS. I~STITUH
OF
TECllNOLOOV
25 lUL 1907
LlBRARY.
STATIOHA:tY
TESTS
OF
A
\lIIITE
STEAl.f
AUTOlrOBILE.
By O. G. Fales and G.
n.
Norton.
FOnEWORD.
The \1!'itars wish to aoknowledge thoir
variouc Professors
also
to the
at the In3titute who in many ways aided the work,
to the W"ni
t e Cornpa.'t'ly
who furnished
eopecially
obligation
the oar and equipnent,
to Hr. A. K. Miller tmder whose personal
'Work '\Vasdone, and to whom they are indebted
fornation and advice.
supervision
and
the
for much va.luable il1-
ILLITSTRATIOl!S.
Boilel. of Car.
Page 2.
Engine and Thernostat.
Page 4.
Writer Circulation
System.
Page 6.
Engine as Arranged for Tenting.
Page 8. Cut
General Arrangement
v.
of Car.
Par;(3 10. Cut I.
Countershaft
and Driving Belts.
Pages 11 and 12.
Auxiliary
Fuel Tank.
Page 13. Cut IV.
Pyroneter
Details.
Page 14.
Cut \~.
Cuts II. and III.
C01~TElITS •
Object of Thesis.
Page 1.
Description
of the Car.
Pages
Description
2 to 9 inclusive.
of Testing Plant.
Pages 10 to 19 inclusive.
Description
of Tests.
Pages 20 to 23 inclusive.
Precision
of Tests.
PageD 24 to 31 inclusive.
Tableo of Results.
Pages g2 to 66 inclusive.
Tables of Summaries.
Pages C7 to 76 inclusive.
Conclusion.
Page 77.
I
OBJECT OF THESIS.
The object
of this
a..'rJ.d
economy of the povter plant
various
thesio
was to deternine
of a rnli te Stea!l Automobile under
cond.itions of o:pt3rntion.
Inasmuch
8.S
a road tent
was decided to nuke the tests
can be but roughly apy,roxiT.'k'1te,it
ntationary.
car \7an jacked up from the floor,
To do this
In other rBSJ?ect.s the testo
'\"Terecarried
Vlouldbe, the fuel and water cOl1s~tion
preasure
a regular
stock
and the pov:er ta.ken from tho rea.r
wheels, thus mcasurine the exact power availablo
necessary
the efficiency
for driving
out junt
B.S
any plant
being accurately
and tot!J?erature observa.tions
taJ~en.
the ca.r.
test
measured, and
FIG.
1
THE
WI-lITE
SHOWING ALSO THE BURNER, YAPORIZER,
WITH EXTERNAL
GENEHATOR
PILOT LIGHT AND GASOLENE
CASING REMOVED
W~TU
--~
I
FIG. 2 DIAGRAM OF GENERATOR CIRCULATION
CONNECTIONS
:3
The steam Generator or boiler of the ~~lite System consinto of
a aeries of horizontal
tube, the connections
spiral coils co~~e~ted
GO
as to form a aontinuous
being such that the water or steam on louvi1"1[j
any
coil is obliged to pass to the top before entering the next lower coil,
~hus preventing
the water in the top coil fron descending
by gravity,
and
render ing the circula tiol1 tl~roueh the boiler dependent upon the act ion of
the feed :pumps. A distinctive
feature is that tho cold water enters at
the top, and turning into steam as it passes down through the successive
coils., becomes highl~' superheated
at the bottom in the hottest part of
Another peculiar"!ty is the abcence of any resoryoir
the fire.
for steam or
'\Vater. On the '06 Car the coils are eleven in number and of tubing
3/B in. internal diameter.
!b2.
gasoline
Burner, shorn at (P) fig. 1, is a.dapted for the burning
vapor.
The gasoline,
therefore,
of
r.IUstbe first YD.:porizedby
heat or other means, and then mixed with air.
The main burner conoisto
of a cast iron grate (P) with slots for the mixture
to enter the oom-
'hustion chamber.
The gasol i11e conca from a large tank where it ia under :pressur e
to the ttTttconnection
in the lower pipe shown in fig. 1.
Here a portion
turns to the left to 3upply the pilot light (C) \'.'l:ich
i:3kept continually
burning,
ita offico beine to keep the vaporizer
main burner when required.
The tln.inportion
the !Jain burner, paosing main burner valve (J),
(0) hot, and ignite the
turns to the riVlt to surply
r7hich can be controlled
FIG 7 FRONT VIEW OF ENGINE
4
$)
A
A
~.~.
A
FIG.3
THERMOSTAT
--.
lie'
./
/
0
5
ei ther
from the seat
or from the ground,
and next
through
Wili~h it
is discharged
the vaporizer(O),.whioh
into
The thermostat
copp'3r rod. inside
ally
adjuoted
fitted
to close
with plain
trolled
all
oloses
in fig.
enclosed
at a tenperature
slide
by a hand lover
v~lves
asbestoo
a section
A front
and elevation
As operated
The engine
fig.
directly
is direct
rump (n) fig.
6, for p~~ing
and returninc
th.~ latter
ptU:1p3
,
time.
(S) and (T),
motion con-
by a foot
a
pedal,
r.tain a.re heavily
is
lagged
ohown in fig.
",i th
7, and
G.
on air-cooled
of the tests
into
connected
air
cO:'lpound,
The (c:ngine is ball-bear-
the air
to all
the exhaust
as in fig.
and condensed
to the feed tank,
fig.
condenser
pipe
flO.S
removed
7.
pumps:- an air
the l':"ezsure in the gano line
6, for naintaining
cross
und in casen where u
the engine e.xl1austs into
exhausted
m1})2."'ly
It has also
7, controlled
view of the ensine
in fie.
link
of the oporator.
for a short
0.
it being gener-
vertical
fie.
of
in the steam main, and
moved by a Stephenson
sho\111in cut V, but for l)urposes
and the eneine
(Y),
after
conoists
in u two cylinder
and the oylindi:3rs and stean
oement.
It
BOOo}'.
and (11),
maxitltL':1of rower is necessary
3.
or f6.lls,
cut IV, which is always used in starting,
ing throughout,
a hollow grid,
of about
at the side
(10),
the thermostat
or opens the nain bur::er
of the steam rises
The engine
sir:rp1ine :le't.rice (9),
(e)
tube,
expannion
The Engine.
is cinply
is shown in detail
as the tenIHrature
through
the mixing tube (11:).
of a steel
'\Ihose differential
valye
thence
!lump (P)
ta.n1~; a. vacuum air
steam from the condenser
5; also
t\'10boiler
feed
the one shown at (T) beil1:: })rovided with a bY-r>ass
6
FIG.;)
,rATER
CIRCULATION
SYSTEM
p
FIG.4
WATER REGULATOR
7
autormtioally
controlled by otea.!!1
:o:'oGsu::oe,
and tl~G.toho\':11
at (S) wi th
a by-pans controlled by hand by means of the v~lve Cg) cut v.
'rhe throttle valve is controlled oy a small hand wheel lom~.ted
above the steering wheel.
The engine is conneoted to the rea~ axle by ahaft drivG i7hich
is provided 'with a olutch and one ohange gear, allowing the engine to
be run independently,
and also to allow of cha:~gins ratio of 8r~ed of
rear axle to that of engine.
ID1d force-foed
~
lubrication
The oilers are located on tho dash-board,
is obtained by means of a snaIl belt-driven
Fuel Supply. In ordinary operation
the fuel is kept rmder
:pressure in storage tank (h) out- IV, the caraoity of which io aoout fifteen
gallons.
The air pressure
is oontrolled by a foot pedal shown at (m) cut IV.
The tank is provided with three pet-cocks
The Feed Water Control.
fib. 5.
eivin£; rou:;hly tho ganoline
The water circulation
The water is taken from the feed ta.n.~ (28),
level.
systmn in nhoyrn in
through the main
suction (14), alone through pipes (27) und (28), through the lower feed
2
:pump controlled automaticc.lly, through the delivery (29) into pipe (14 ).
Then if :pressure is lO'7~erthan the regulator
to the generator(ahovm
io also provided
is net for, the water goes
at the right) throu{~h pi'pe (29a).
A hand pump (17a)
so that water ms~ be sup~lied to generator
~lcn
engine
is not running.
The adnission of the water to the eenerator
pressure rogula.tor (9) shown in detail in fig. 4.
is admitted against a dluphrc.gm at (n),
is controlled by
In thio, steam pressure
and in opposed. by the recistanoe
of
8
CUT
V
--
9
When tho steam pressure
the spring (G).
comes the resistance
on the diuphrar;n over-
of the spring, the vulve at (P) opens, nllo\."ing
t:::ewater to flow through the regulator
:lnd out at (0),
then back
through the pipe (28) fig. 5, to be pl..W:pedaround the circuit again.
2
into pipe (14 ) and has a by-pass
The other pump delivero
to the feed tank controlled
The vacuum pump (33)
by hand v~lve (28a).
takes water from the condenser
through ]?ipe (34) and delivers
feed tank through pipe (35).
Hence in operation
:lre supplied
becones
intermittently
exoessive,
it to
both fire and ~ater
require;
tllUS
if steam pressure
the water supply is stopped by the ~ater regulator,
and if the temperature
off the fire.
as conditions
(16)
exceeds the correct amount,
On the other hand,
the thermostat
shuts
if there is a large demand for stoan,
the firo and. water both come on and the increased
der..andis 8Up1)lied,
the system thus being self-regulating.
For the purlJoses of the test an auxiliary
on, connections
gasoline
(itt)
being made throueh globe valves
could be taken from oither tank through
to the burner.
tank (11') '\"las
:put
(1) and (i') so that
the main SUl)~ly valve
At first plug cocks were used but could not be made
tight, so the glooe valves had to be substituted.
The joints were all
teoted for leaks when und0r :pressure by using a lighted match, a method
somowhat
dangerous
but decidedly
mainta.ined an previously
hand air pl~
available.
(j)
effective.
Prescure
in main tank is
noted, by air pump on engine; there in also a
cut V, which io used to get pressure
A "Tn was substituted
is not
for the elboVl'at (K) cut IV und con-
n.ection made through a needle valve (1) to the auxiliary
that preosure
~hen po~er
could be kept in ei tIler or 1::oth tanks.
tank (hi) so
10
CUT
I.
11
12
CUT
III.
13
CUT
lYe
14
15
DESCRIPTION OF TESTING PLANT.
The general arrarigement of the apparatus
in 3ho\711by
cuts I, II, and III.
The automobile
itself wao a 1906 model Touring Car.
For
these tests it was raised from the floor by jacks placed under the rear
axle as shown on cut I.
From the inflated tires of the rear ,;,heelsdriving belto extended backward
to pulleys
(0) on counter-shaft
shown in cuts II and III.
To keep the correct tensions on the belts, and to take the atreso due to
the pull off the temporary hangers,
structed
the struts (d) cut II, were 'con-
to extend from the rear a.xle diroct to tho hangers
at the
height of the boxes.
On one end of the counter-shaft
a 5in. belt, an Edison-Type
cut III.
The power developed,by
water rheostat
baing
Compound,
driving by
was a large pulley,
12 Kilo-Wa.tt Generator
thia generator
was absorbed
3ho\'1non
by a
(11) cuts I a.nd II, the bank for lamps shown in cuto not
u:::;ed.
In order that no steam could e3cape and be lost, the oafety
valve in the steam main ~as removed and a blank plug substituted.
A 1500 lb. gage (11) cut V was used in place of tho 750 lb. gage with
which the car \vas originally
.
equipped.
in the steam main, clooe to the boiler;
of the boiler steam "Jere obtained.
Each car has a thernometer
well
thus the presst1~e and tenpcrature
As both of tho3e quantities
were
16
reduoed
in passing
the throttle,
one was introduoed between
with
0.
cut V.
thermometer
a speoial pipe in :place of the regular
the throttle and the stearn chest,
well shown at (0)
These gave the temperatures
provided
out V, and a gage ohov.rnat (p)
and :9reosuroo close to the steam
chest, and the pipe and fittings being ca~erully
lagged with asbestos,
no heat was lost by radiation.
At firct thermometers
was broken by exoessive
were used in these two wells, but one
vibration
was deemed adV'isable to substitute
.plaoes.
This apparatus
of the oar durinG testil~,
Thermal Junotion PYro~etors
was oonstructed
as follo\7o:-
selves l';"ere
of oopper and niokel \1ire brazed
of these junctions was plaoed
and so it
at thece
The jtU1ctio1l3 them-
together wi.th si1vel'. One
in eaoh well and the wires led through :pipe
to the cold junctions,
Tho temperatures
of the cold junotions
out VI,
from the external binding post on each of the oold jtU1ctions
WCTS
!'1.U1
one of which is ohorn at (q) cut
v.
clay insulators
"iere taken by thermometers.
to the double throw awi tch shown at (:::;).The niddle points
wero oonnected
through a 2100 ohm series resistance
wall galvanometer
ohovm at (u) cut VI.
during teste, whicl1 observations,
junotion temperatures
the ter.rperatures at these pointa,
Tb
cut V introduced
to tl1e suspended
Here deflections
~irror
were observed
cold
curve, eave means of oalculatir~
whioh appear in tables nnder colu::ms
and To •. For details of these caloulations
The temperature
of this 3ui toh
together with the oorresponding
and calibration
1/ireo (1')
see page 32.
of the exhaust steam \'Iastaken by thermometer
within the exhaust opening.
The feed water temperature
(v)
17
was taken by a thermometer
suspended
in the feed tank (f)
cut
v.
The feed water was '7eiehed in a barrel on a set of Fairbanks
scales which could be read to 1/2 lb.
The ~1ater wao pumped from thin
barrel through hose (x) cut V, by a small hand pump to the feed tank (f).
At beginning
and end of testa the water level was brought
'to the same point
in rin a~o1.U1dthe opening at the top of the tank.
110 trouble was experienced
vlith the driving belts at (b)
cut I, either from running off or slipping on the wheels, but as the tires
bagged tho belts considerably
.pulleys (0)
an excessive
was aocomplished
it '\7asfound necessary
crown to steady the rmmine
to give the small
of the belts.
This
by surrotU1ding each pulley ~1ith a strip of leather in the
center about 1 in. wide and 1/8 in. think.
the sn~ll pulleys occasionally,
At first the belts skidded on
but increaoed
tension and a liberal use
of belt dressing obviated the difficu lty here as well as in thd vertical
belt (b) cut III. Guides were also used uherc the belts a:pproached the
smll
pulleya.
The length of the struts (d) cut II could be adjusted
small limits by double wedges at (y) cut II.
cut II was attached
A revolution
within
counter at (z)
to the shaft and read during testo, frot! whi~h the
average speed, shown on the ta.bles, wac calculated.
THE ELECTnrCAL
C01HIECTIOlIS.
of the dyn~mo wan separately
anticipate
parallel
During all teots the shunt field
excited front the light r.lainsin order to
any excitation troubles.
A tell-tale
ill the shnnt field circuit,
light was placed
shown at (1) cut III.
in
The nhnnt
field rheostat wan placed on swit~h board and sho\~ at (R) cut I.
The generator
different
oomnutator
times from sparking,
gave a great deal of trouc,le at
causing the loos of several teoto, both
18
insulc.tion and brushes burnil1.g.
The mains 0.0 cut III
led froD the dynano alone; the wall
through two l50-awpere fuses sho,,:n at (F) cut I, through the line
switch (8)
cut I, a.nd the ammeter (A) to the \'iater rheootat
power was absorbed.
The a~eter
was a milli-voltmeter
(V!) ~;here the
used with a
l50-ampere shunt.
The \vater rheostat
brine.
The electrodes
was :::ade of an oil barrel
were two furnace grate bars.
filled
One of the leads
led to the bottom one, a wooden cleat beine placed above this
short cirouiting.
with
to ~revent
The upper grid eG) cut I. was sU3}lendedfrom the
frame work ohownand counterweighted,
so that by raising
it tho resistance
hence the cU'r'rent and load on car,
could be 8.1tored.
of the barrel,"
D.nel
lIo t-:-ou.t.lewas exper ienced from this
cepting once when the lover lead was corroded off.
cut I,
\7US
or 10V!erine
apparatus
ex-
The voltmeter
(V)
tapl)ed into the mains between the fuse and the main s'\7itch.
A diagram of electrical
connections will be shown on Page 19.
19
Stray Power
l/t-'/"ring.
Sh.
S.
B.
D ynOi77
0
I/I//"r/ny .
.f
20
DESCRIPTION OF TESTS.
In view of the diminutive
speed of rotation,
indicator
of tests.
cards;
size of the er~ine, and its high
it huo been found irrpracticable to take accurate
this, therefore,
was not attempted
Ao will be seen from the description
power measured was the actual power available
and on the whole, tl1e results
in the present
of the apparatus,
group
the
for driving tho car,
so obtained wore of more practical
value
for so b0ing.
In preparing
for a test the pilot light (C) fig. 1, was first
ignited and allowed to burn for about three ~inutes,
fig. 1.
thus heating
the-
After ma.king aure by use of the hand pump that the
vaporizer
(0)
generator
was filled with 'Water, the main burner was turned on by opening
valve (J)
fig. 1.
When pressure
was observed
on the boiler gage (n)
cut V, u cock in the steam main was opened, allowing
out of the pipo3.
the water to blow
When steam appeared here, the cock wan closed,
the
throttle valve opened, and the slide \"alveo of the ep.gine moved by
mauns of the reversing
lever, until, all water being thus blown out of the
engine, it started turning over, the car then being ready to start. The
whole operation
of getting under way did not take over five to seven
minutes.
The engine was next run free, (on the neutral)
tine, and then tho rear wheels and generator
were thrown in wi th no load.
After a few minutes the speed und load ~ere grawlally
the desired point.
This :point being reaohed,
for a ahort
increased
the \1holo apparatus
up to
was
21
kept running under load conditions
readings.
for a half hour before taking any
Thus the testa proper Vlere started. a.bout one hour
lighting UP.
after
The fuel for this hour of runnilig came from the regular
tank (11), and was not measured.
On starting readings the water was brought to a leyel in the
rim of the feed tank, the reference
mark being a downward projecting
metal point, the exact time being taken in minutes and seconds.
Before lighting up a supply of gasoline was weigl1ed and introduced
into the auxiliary
tho souroe of fuel supply
tank (hI) out IV.
\'lUS
After 1eveline ~ater,
shifted from the main tank (11) to the aux-
iliary tank (h') by opcming valve (i I) and closing (i) at sane operation.
This too}: v.bout five seconds, and tho gasoline was tined fron the
third second.
The fuel und water SU}):rlyhaYing thus been started, the reading
of the oounter followed on the next full minuto.
Thon followed
in regu-
lar order the readings of am."neter,boiler ter.tperature, steam chest temperature,
pressure
exhaust tOlilperature and feed VIater temperature,
on fuel tank.
oiling apparatus,
end air
These observe.tion3, together wi tll load adjustmontn,
and weiehing and supplying feed water, constituted
IJan's duties; the other oporated
the er:gine, read the voltmeter
one
o,nd
boiler and steam chest :pressures, and kept the tine.
At the end of the test the fuel supply from the auxiliary
tank was shut off and tine noted.
ivnediately,
weighed.
Tho o.p:paratuswas then shut clown
water leveled up again in feed tank, and supply burrel
Thon the gasolil1e re~inillg
in the auxiliary
tank \'Jasdrawn
out through a spout on the botton fitted with globe valve, and weiehed.
22
The differer.co
of tho weighings before
The extreme flexibili
test ing much more difficult
stat
opened the burner
explained,
necessary
fall
all
ready
explained
frequently
attendance
was also
oc~urred
For the first
but
in boiler
it
~ressure
instruments;
voltmeter
'\VOl':>
to disturb
as often
at
test
all
After
thin
three
minutes
correspond
by !fOhn's
This gave the same result
ar.u:leter every minute,
variationfJ
of the feed water
the equilibriun
readings
of the
it
was
control
syster-.
loo.cis,
constant
were taxen at five
the frequent
great
readings
and. 3tearn chest
ninute
fluctuations
of sono of the
and
every r.linute in the succeeding
tests
The ammeter readings
Law", and a reading
reading,
uas found for
of the anneter
and interpolated
as 7t"ould have beon obtained
and consequently
in reaQ.in~s vlera, to a large
so 1011g a time was opent in each test
were taken
to road then any oftener.
of the water barrel
to each voltmeter
uhich
The subsequent
tllt1.s neoecGi tatint;
an it was inpossible
the resistance
in voltage
pressures
be seen from the tables.
every 3rd minute,
an before
150 pounds or more.
a littlo.
for more froquent
\7ere taken
YEhenthe thertlo-
the engine.
uoco!'din.~ly the boiler
readings
accurate
as every minute on the high
then scen that
called
instantly
The effect
on the lOfT loadS,
and regulation
intervals,
alrIost
the throttle
was more eradual.
These fluctuations
alld less
rose
plant.
on tl1() main fire
in speed and rioe
to check by. closing
in pressure
as will
J~hus turning
increase
gave amount used.
ty of the '.':'hite System rendered
pressure
Tllis caused a ~rked
test
than ::-ith an ordinary
valve,
the boiler
and after
the
each
cOLiputed to
in the tc.blcs.
by reaiing
inaccuracie'o
extent,
elininated.
obtainine
unifoTn
the
due to the
!nasrn.t0h ns
cond.itions,
a
22
leneth
of tezt
of warming up,
of 45 minutes,
is believed
tU1forezeen accidents,
in these
cases
together
ytith a rrelininary
to ha.ve been sufficient.
several
of the tests
check runs were alrrays nade.
half
hour
On account
were nhortenedj
of
hoy,'ever,
24
PRECISIOU
.9l:
TESTS.
The product of the voltneter
a.ctual :power output of the generator.
amotU1t of the car power
friction,
power.
VIas
absorbed
a.nd ammeter readings
gave the
In addi tioll to tllis a conoiderable
in belt losses, counter';'chaft
lleating looses in the arnatt~e and series field, n.~d stray
To aocurately
account for these losses, data fo~ a set of
stray power ourves were determined
and armature voltage.
The generator
furnished
under different
oonditions
The method :puroued was as follows:was cOl1nected up us a motor, tho current beir£
from the lieht mains.
A oo.r was jacked up so that the driving
belta (b) ran on the front wheels and the whole belting
by the motor.
The stray power measurenonts
ing and friction
slight friotion
of speed
losses in the apparatus,
system Vlas run
thus taken inoluded all beltthe only error being very
losses in the front wheels ~hich ran very easily in
ball bearings.
The eleotrical
on Page 1.9.
connections
One wire of the light ciroui t is cOll.'1ectedto binding post
(L) on starting box (8 B); in running,
is at the right.
ammeter
other light cirouit wire.
fiold(Sh).
the handle of this sta.rting box
The lead then goes from binding post (A) throue;h the
(I), series resistance
connection
for the stra.y power tests are shown
CRl), series field and armature, to the
From the binding :post (F) on startine box
ia made through the serios reoistance
(nC)
to the shunt
w
Tho othor end of shunt field io connected
outside of the armature.
Thus the armture
to the lieht mains
current could be measured
25
exclusi ve of that e;oing through tho shtmt field •. The voltmeter
gave the drop in potential
around the armature;
uhich, taken together
with the arma.ture current, gave the groao :power used.
pOfler ilas obta.ined by subtraoting
(E)
The stray
fron thio the heat ing loss of the
series field fi.'1d
a.rmature.
.
In "'obtaining
data for anyone
curve the resistanoe
in the
shlmt field was made a certain oonsta.nt 8.nount. Thus the armature
voltage was proportional
to the sreed, or tho ratio of arr.lB.ture
voltage
to speed '7.asa constant.
In a motor the arnature voltage is equal to
the voltage arormdthe
armature minus the drop in potential
to the product of the resistance
of the arr.m.turetines the current
In a dynamo the armature voltage is equal to the ~
through it.
of these two.
resistance
equivala.nt
When the maohine is compounded,
of the series field io reckoned
The series resistance
in the armature
0.0
was this one, the
in with that of the arma.tUre.
circuit wo.s changed so us to nake
the motor run over wide. ranges of speed in the several teots.
sucoessi va op.eed, as determined
voltage,
by a magneto,
and speed of oOlmter-shaft
At oach
readings of current,
wero taken every 30 seconds after
these values had become conotantj and the values given in the tables
for anyone
:point are the meuns of ten succesoi ve readings.
\TIlen
points were taken over the roquired range of sp~eed8, the resistance
in
the sh~~t field was char~ed and data for another ourve ~ere taken.
Thus elata for fOUT curves wero obt.ained; but inasmuoh as the belt losoes
were much greater
than those within the generator
itself, the variation
\'lithchange of speed was much greater than any due to chunge in arma-
26
ture voltage.
coincided,
For this reason the curves fit low speeds practically
and at the higher crpeeds came'so close together that it
was thought best to plot but two.
Since during the car tests there were changes
and adhesiveness
in the tension
of the belts, a series of stray power teots '\1asrnn
after the completion of the tests in order to detect any change in
belt losses which might have occurred; but the results of those latter
tests show no changes at high speeds and very little at the lower sreeds.
The following
computation
for
ffilY
is a sample of the method used illmaking a
one point:-
Data:E, the voltage around the a.rmature = 61.42 volts.
I, the current in armature == 9 amperes.
Speed (connter-shaft)
Resistance
= 422 r. p. m.
of artlature -plus resistance
of series field
= .473 ohma.
Computation:I x E
=
553 watts.
Thin ia the gross power
From this subtract the power absorbed
field,
supplied to machine.
in heating
arnature D.nd series
equal to the square of tho current tines the sum of the re-
,.,
siotances of the a.rmature and series field; (I)"'"x R=
stray po~er = I x E - r2 n= 553 - 43
Va ( the armature voltage)
61.42 - 4.26
= 57.16
=
=
43 Viatts.
510 ~attD.
E - I TI=61.42 - 9.00 x .'173 =
volts.
Therefore:-
V
Sa
0.1354.
27
28
Eaoh curve is plotted
'Poweras ordinateo,
for a oonstant ratio
tables).
with. stray
and the corresponding speed as abscissae.
The use of the curves isw
and current
V
of ~
£ollowo:-
The terninal
vol tago
of the gene-rator are known, (averages of colunms I and E on
Va = E plus I Uj hence ratio ~
in determined.
Then a. value
for the s~ray power is found correnponding to the average speed of
the counter-shaft,
if neccsaa-ry.
heating loss,
nnd tl1e ratio
~
interpola.ted
The sum of load delivered,
ioequal
betveen the curves
J~heatray rower, and the
to the out-put of the car.
Precioion of stray po~er:the readings are surely accurate
Ao all
to r.rithin 1 7~' and hence the stray
power refJul ts are probably good to within 2
most is only equal to 25
% of
inotrumento were calibrated
%.
The stray power at
the car power, so tho percentage
due to the error in stray power cannot be overl.O
The scaleD on r;hich the water burrel
accurate
to 1/2 Ib; therefore
ing at Dtart
Ul1d
c!':.dof a test
used in the tests
water was slightly
the greatest
was 1 lb.
%.
waG weiGhed were
possible
error
in weigh-
The average amount of water
was 117 Ibsj hence the error due to weiehing of feed
less than 1
%.
The a.rea of li:pped ol'ening in the
feed tank (f) on cut V was 16 sq. i11.
The levelo could certainly
determined '\'!ithin 1/4 of an inch of each other,
possiblo
error
00
be
that the greatest
errOT from this source was 4 'ou. in. of water, or .145 of a lb.,
which was well within tho error of the test.
Tho scales on which the gasoline was \'leir;hed ~O!'e gl"8.duated.
possible
to 1/4 of an ounce; hence the rnaxiIIlUl:1
error due to weighing
29
was 1/2 an 01ll1ce. The averar;e
hence the Teroentage
believed
adhering
amOl.U1t
of gnooline used wan 11.82 Ibs;
error due to weigl1ing alone was .38<%.
that some gasoline YTas lost in evaporation
1\3
in pouring
it rras
and by
to the sides of the Vieighir.gvessel, testo \10re made to de-
termine the c.rn.ount
of this 10s3 by ';7oiehi11(;
up nome gasoline,
pouri!:g
about 20 Ibs. (the usual amotUlt) into the auxiliary tank, drawing it
>
off, and weighing again. Tl1io oporation repeated sever~l tines gave a
constant
10130
of about 1.5 ounces, so that this ar.1ountis subtracted
from the apparent amonnt used, thus eliminating
oouroe.
The maxi~~
ceed 0.5
%.
~robable
tIle error from this
error of fuel neasl~enent
In tho first teet tho gasoline was meaoured
graduate,
the Bcales not being available,
error in fuel measurement
were correoted according
80
especially
thermometers,
in a quart
in this teet the
is probably as great as 1
All anmeters, voltmeters,
were carefully oalibrated
and
did not ex-
%.
pyrometero,
and gages
for these tests, and all readings
to theoe ca.librations, hence the error in this
'direction is regarded n negligible.
The variouo instrument
as close no changing cond.itions ~ouldwa.rrnnt,
to this cause is also negligible.
0
I
were read
so that the error clue
30
STRt\Y
Ea
Ia
Speed
POWER
I E
~.
.IaTIa+q
s.
p.
Va.
S
Va
I
91.86
83.32
76.00
68.10
61.12
51.05
43.04
11.52
; 10.74
1p.12
~.55
9.00
8.50
7.92
654
602
536
478
422
3e1
298
Curve No.
1.
1060
895
768
650
553
433
341
63
I
55
48
43
43
34
30
997
840
720
607
510
399
311
86.41
78.30
71.15
63.58
57.1G
47.02
28.29
921
764
G44
500
385
296
192
88.23
80.42
71.99
61.25
51.58
43.07
30.60
824
728
567
465
323
245
93.02
• 1695
84.91
.1715
72.62
.1718
63.01
.lC84
48.89
.1642
30.26
.1611
sum = l.00G5
r.t~~:tJ.
l67 Z
.1322
.1:303
.1326
.1333
.1354
.1302
.1286
.9£2G
sum
rnea1J.=-..13J8
=
Curve No. 2.
93.17
84.94
76.22
65.13
55.13
46.40
33.58
10.43
9.54
8.93
8.18
7.49
7.04
6.25
576
514
476
402
340 .
291
207
972
810
682
532
413
320
211
Curve
97.30
. ?8.97
76.32
G6.51
52~03
42.23
98.53
87.85
79.54
71.32
60.GO
45.25
9.06
8.57
7.81
7.38
6.62
6.26
8.55
7.98
7.50
7.14
6.63
5.88
548
495
4t')t'\
~~
374
298
244
523
467
422
379
326
239
51
43
38
32
27
24
17
58
35
29
26
21
19
Curve
lIo• 4.
842
702
597
508
402
35
30
27
24
21
16
2G6
=
110• 3.
763
506
491
-344
264
88~
.1532
.1564
.1513
.1532
.1516
.147G
.1476
1.0609
Sl.L"n
mean = .1516
= ..
II
1
807
672
570
484
381
250
94.48
84.07
75.98
67.94
57.46
42.47
sum
.__
=
rJ.eD.11.
• 1804
.1798
.1843
.1792
.1763
.177'7
1.0777
=--l'l~
31
STRAY
POVlER DATA.
The fo11ov:ing set of data wus ta.kon after the cOr.1I'lotion
of all of the tests on tll0 car.
ascertain
what ch~~e,
The obj ect of doing this was to
if any, had taken ~laoe in the friction
belt losses" due to adjustnents
and
of the a~paratus.
~.
.s•. P.
Ea.
1a
Speed
IE
IaRa.-ts
92.,05
11.07
10.35
9.89
9.16
7.83
853
588
1018
864
728
563
318
46
40
37
Sl
691
532
23
295
83.76
73.68
60.35
40.73
515
413
273
972
828
Va.
Va
S
87.80
70.88
69.97
56.92
37.79
.1346
.1358
.1358
.lS77
.1385
StL~ =.6824
mean -.1365
Ao shown by the
fo11o\i"ing
compara t i ve columns
in stray power was negligible.
S. P.
s.
970
830
972
828
691
532
295
690
505
275
P.
Diff.
2
-2
1
27 "
20
the
chanGe
I
I
1'0
L
t
"
I
t
~
+
I~ ~
i
I
I
u
U)
~l
~
t
-+-
I
t
I
1
t
1
1
I
~.,
I
I
t
i
i~
~-
t
t
i
I
~ t-
r ...,.
I
I
r--'I
f
i
i
T
J-I
I
i~
I
I
~'t.
I
l
ft
~T
I
,..
en
~
1:
Wc2<9l
2
32
EXPLANATION
The following
tests.
2!
TABLES.
tables are oopies of the 10g13 obtained
on the
The oolu.'?l1s
oontain the follor:ine data::Tine:"I:-
This oolumn oontains
the tine intervals
in ninutes.
This colUDn oontains
the ammeter reading
13 ,
ohov:ing the cu!'rent delivered
E:-
(uncorrected)
by the dynamo.
This oolumn oontains
(lU1corrected) showing the potential
the reading
of the voltmeter,
acrosu the terminals
Pb:-
Tlds ooltunn shows the boiler
p s:-
This oolur.u1ahows the uncorrected
gage at t11e engine, close to the high pressure
of the dynano.
gage readings
(tmcorrected).
readingo
of the
13team cheat.
Tb:-!-'Thi3 ooltttm in the first t\10 teots contains
the temper-
atures (in degrees centigra.de) of: the stean ao it left the boiler;
teots 3 - 13 inclusive have two sub-coltL~s
the general head
To.
(e) and
(0)
tmder
In these testo the tempera.ture was obtained
the ther~al junction pyrometers,
actual galvanometer
headed
by
and tho values in column (g) are tIle
30ale deflections,
arc the oorres!,onding neold junctiontt
va.lues the temperatures
the
and the values in column (e)
temperatures.
From t}lese two
are worked out by the aid of a. oalibration
curve
of tho apparatus.
Ts:-
This oolumn containo
temperature
data for the steam
in the throttle pipe olooe to the atea.n chest; the sub-columns
and (c) as explained above, are T-,yrooeter readings
temperatures
are oomputed.
(g)
from which the
33
At the bottom of each of these columns \ViII be found the corresponding
average temperature
as obtained
fro~ tlle average pyroneter
ree.dings.
Tho colu.'TI!ls
Tf and Te record the temperatures
of the feed
water and of the exhaust atea.'nin. desrees Centierade.
The averages
the calibrations
of all these columns al'e correot.ed aooording
of the various
to
instruments.
Then below, on the lowel' part of the log, are found oo~e a.dditional data relating
to each areoial teat, such as ttVlattsdelivered",
tained by multiplyine
averages
of columns I and E:
"Heat loss"
ob:a
"stray pOVlertl, gotten from stray power curves aD before mentioned
detail.
The value
of average
which is easily obtained
hour.
of air kept on the gasoline
Following
boiler
apeed of the car in niles per
air pressurett
means tLe average prescure
fuel tanks (h) and (11').
each test io8. page of computationo
efficiencies.
in
apoed of counter-sha.ft is given, from
the probable
The value of "Average
r2n;
of engine and
In those latter c01:Iputations the heatine
va.lue
of 18,770 B. T. Uta. ~or lb. 10 given to the ga.soline. this value
having been determined
Bomb in the Institute
gravity
of .701.
by a serieo of careful tests r.-iththe.Mahler
Heat Laboratory.
The saj'i1:ple
showed a specifio
The values for the specific heat of superheated
steam at the varioua pressures
were obtained from Bureoon's
Tablea.
34
TEST NO. I.
I
Tins
Sta.rt
5
10
15
20
25
SO
35
40
45
50
55
60
65
'23.2
23.5
23.4
23.5
23.3
23.0
24.0
25.1
21'.L_
25.0
25.3
26.0
25.7
26.8
SUI:1S
339.5
24.25
Averages
Cor. Av. I 25.45
Watts delivered
n
heat laos
It
stray
E
Ph
100
107
108
105
103
100
102
108
112
106
107
108
400
380
640
410
260
170
190
270
630
400
430
370
105
107
1478
105.6
10G.3
180
260
4990
356
516
I
T
Ps
Tr
100
11.4
12.0
1n.O
12.3
13.3
13.4
13.2
13.2
13.2
13.0
-417
417
13.5
420
13.3
419
305
310
311
313
313
312
312
314
314
420
420
5461
420.1
4~0.1
314
311
4276
305.4
305.4
95
85
90
87
100
100
100
95
95
95
93
13.3
105
102
13~3
1342
181.4
95.9 12.96
95.9 12.8
T h
s
280
282
414
424
424
417
423
424
285
422
'l
e
130
133
135
169
161
161.3
164.0
161.7
160.2
163.3
164.4
163.7
162.8
160.3
2190.7
156.5
155.7
Average speed = 750
II
air presoure = 49.4 1bo.
2710
307
power 1330
Total power 4347 Watts::
5.83 H.P.
Wa.ter ussd in 66.0 minuteo-138.5 Iho.
»
tI
tI
60
tI
=126.0 u
Gasoline used in 66.0 minutes:
II
n
II
60
n
11.64 lbs. water evaporated per lb. of gasoline.
tt
per Horse Power IJGr hour.
21.60 u
1.86 "
gasoline"
It
It
It
It
=
11.901bs.
10.83 II
35
TEST NO.1.
Data,for Engine and Boiler Test.
H. P.
=
5.83.
1
Water per R.P. per hour
Dir.tensions
of Engine 3&5'tx~.tf
Pb= 51~_ 1bs. per sq. in.
Ps.95.9 n
n
»
»
!b= 788°F.
Cp at 516 lbs.
Ta= 582oF.
Cr at 96 Ibs.
Computation
A
=
=
.69.
U. due to auperhea.t
Cp(Tat~.-Tsat.>
by Ene.
1322 B. T. tI. received
=
21.6 Ibs.
.558
t-:.
B. T.
-
B. T. U. :per II.P. min.
=
for Engine Tect.
at Py:_ 111~48
6
=
Ga.soline II It
tt
It
1.50 u
Actual evap. per lb. bauoline = 11.G4 Ibs.
l3226~ 21.6
=
=
=
.558(582-335)=
138 B. T. U.
476. Eff~= 4~~~~~B
=
8.9n;fo
Computation for Boiler Teat •
tf -=
.{ at Pb :, 1226
6 =....@.g!
(
788-1(3)
.69
=
224 B. T. U.
1450 B. T. U. delivered by Boiler.
Eff. of Boiler
=
Eff. of Plant
=
Equiv.
=
(14fiO - 23)x 11.64
8S.~
18770
8.92 x 88.5
7.89%
=
evap. rer lb. gasoline fro~ and at 2120F
=
(1450 - 23)x 11.64 ---------17.31bs.
985.6
36
TEST
I
Tine
start
E
Ph
45.8
102
150
130
51.0
108
52.0
108
2
4
160
6
..8
10
12
120
110
160
150
160
200
230
120
300
160
2150
165
325
14
16
18
20
22
108
49.6
50.2
!Q1.
533
248.6
49.72 106.6
52.22 107.3
24
StL'"nS
Averages
Av.
COT.
Watto delivered
n
tt
no.
2.
P
s
124
120
126
135
130
130
140
145
135
145
138
135
135
1738
134
.134
T
T
b
Tf'
T
s
e
15.0
429.3
329.3
IG3.8
15.0
428.8
332.0
160.3
14.8
411.8
328.4
157. !
15.2
407.0
326.2
157.2
14.4
74.40
14.9
14.7
401.0
2077.9
415.6
415.6
326.3
1642.2
328.4
328.4
15'7.0
7n5.7
159.1
158.3
J
Average speed : 784
It
air preGsure
44.5 lbs.
5600
=
heat loss
1290
stray power 1450
T-ota1 power 8340 Watta.= II.ISH.P.
Water used in 90.0
It
It
If
10.12
15.20
60
minutes =8~.0 1bs.
tt
=170 • 0
tI
Gasoline used in 25.0ninutos=
tt
tt
It
lbs. water evaporated per lb. of gasoline.
It
It
'Per Horse powor per hour.
1.50 1bs. gasoline per H. P. :per hour.
60
It
=
7.00 lbs.
16.8
tt
37
no.
TEST
Data for Engine and Boiler Test.
H. P. = 11.83
Pb
Pooa
---
325 Ibs.
134
Tb
=
7790 F.
Ts
=
Water per H.P. per hour a 15.2 lbo.
Gasoline""
"
"
• 1.50"
Actual evap. ~er lb. gasoline =10.12 Ibs.
per sq. in.
"
"
tf
If
On at
ci> at
6230 F.
./
Comp~tation
A at
Pa
=
6.
325 1bs.=
134 1bs.=
.69
.593
for Engine Test.
6 ~
1193
=
593 (623-36S)
140.5 B. T.
u.
150
1343 B. T. U. received by Eng.
B. T. U. ~er H.P. min.
a
1343x15.2
60
Computation
=
340: Efr.:
=
33000
12.47%
~40x778
for Boiler Test.
6
1213
=(779-428) .69
=
242 B.T. U.
242
1455 B. T. U. delivered by Boiler
=
(1455-27)x 10.12 18770
Eff. of Plant : 0.5~
Efr.of Boiler
Equiv. evap. per lb. gaooline
77.0
%
(from and at) M(145n-27)x
965.8
10.12
=
14.93 1bo.
38
TEST NO.3.
Time
start
1
2
4
5
6
7
8
9
10
11
12
13'
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
I
I
50.8
-
-
-
55.0
I
E
, I
102
-
-
--
105
-- --- - _/-
51.0
---
100
-
--,
-54.0 100--
--
52.2
-56.0
-
--
--
--
104
-105
--~
gSO
270
120
400
230
140
150
180
100
320
320
110
360
240
60
420
250
90
270
330
260
30
320
360
'SO
410
380
120
260
330
240
120
250
300
140
150
240
30
37
- 38
~
- 719.
- 7990
Sum (76.0 tlean 53.71 102.7 205
36
Cor.
57.0
103
56.31,103.4
365
148
-
--
g
15.0
0
23.60 152~6
I
j
I
22~351
20.4
1156.6
I
145
155
-
15.4
23.35 ,58.3
22.40
20.7
156.3
15.3
23.50
56.7
22.35
20.7
155.3
15.2
23.90
54.7
22.40
20.8
157.0
14.7
24.10
53.3
14.3
24.05
53.7
21.80
-
165
148
150
--
145
140
--
170
-
150
148
-
21.2
162.2
22.37
21.2
162.2
-
-
-
-
143
-
155
- -- 150
153
165
2428
151.8
151.8
89.9
14.8
14.6
-
125.0
164.30 329.3 111.87
22.35
80.8
23.47 54.9
T=4170C-782oF T=3650C=689 F
949. 4
158.2
157.3
-
Average speed = 817
Watts delivered
5830
"
air pressure =48 Ibs.
"
heat loss
1500
tt
stray power 1800
Total power 9I3'OWatts = 12.23 H.P.
Water used in 39.6 nin.=110.0 1ba. Gasoline used in 39.83 min=11.35 Iba.
tt
""
60
"= 116.4 1ba. "
tt
"60
":17.10"
Water per 1b.gasoline= 9.73 Water per li.P. hour-13.6 Ibs.
Gasoline per H. p. hour = 1.4 Ibs.
39
TEST NO•
.,v.
Data for Engine and Boiler Test.
H. P. : 12.23
Pb
Po
=
=
Water per H.P. per hour
If
It
Gasoline It It
= lS.60lbo.
=
1.40 If
Actual eve.p.per lb. gaooline =9.73 Ibs.
365 Ibs. lior sq. in.
tt
It
It
152 It
at 365 1bs. • .69
If
= .598
~ at 152
Tb = 782~ F.
689 F.
Ts
C
=
Computation for Engine Teot.
6 =
,;(at P~= 1194
6s=~
598 (689-367)
=
193 B. T. U.
1387 B. T. U. reoeivod by Eng.
B •••
T
U.
=
P' mln •• _1_38_7_x_1_3_.6_
314
per H••
60
Efr.
=
13. 5J~
Computation for Boiler Test.
A
at ~ _~ 1216
..6
.6 -=-(782-4-37) .G9
=
240 B. T. tT •
240
T456
B. T. U. delivered by Boiler
Efr. of Doiler =(1456i~~~~ 9.73 = 74.1%
Eff. of Plant II'.~O.O%
Equiv. evap. per lb. gasoline (from and at)8(1456-26)x
965.8
9.73 =14.4 lbs.
40
TEST
E
I
Ti ne
pt
no.
4
-Ps
T:r
Tb
g
I
st art
1
:3
3
4
5
0
7
78.0
-
11
1
2
1S
14
15
16
17
18
19
20
21
22
:3
24
25
26
27
2B
29
30
31
32
33
34
35
36
-
78.8
-
------
--
--
-
---
--
--
70.0
-
--
8
9
10
91
--
82.8
78
85
--
86
-
--
77.0
--
----
76.0
82.0
Sum 544.6
Me an 77.80
Co r. 80.80
-----
88
82
-
..!2.
596
85.1
85.8
240
150
280
210
10
10
10
20
40
20
20
30
40
40
40
40
----
50.
60
60
60
60
50
40
40
40
--
40
40
860
37
197
175
-
Tn
Te __
g
0
-
19
J
-
-
42.6
12.0
9.50
38.5
10.80
18.8
101.
o
10.5 10.00
S8.0
10.95
18.8
100.
o
13.0 10.10
37.7
10.95
19.0
100~
11.0 10.35
37.5
'10.90
19.5
100
176
-
177
-
160
-
187
-
185
-
195
195
195
197
200
200
195
190
195
195
193
-
1°'}
193
192
192
192
180
188
187
185
180
194
196
'-U
i
9.0
9.95
9.3
-
189
171
11.1
10.9
37.8
10.85
19.4-
--
19.6
133.9
19.1
10.30
232.0
72.75
9.98,
12.13
38.3
T=l950C=S8SoF
5482 7'B:O 49:90
Average sreed = 714
" air pressure
=
v9
100
600
100
100
47.2 lbs.
15.lliI.P.
Ibs.
Gasoline used in 43.0 min.-18.16
1ba.
1bo.
"
tt
tt
60
tt
=24.75 Ibs.
Water per H. P. hour-19.45 1bs.
H. p. hour.
1.63 Ibs.
r
four pressures
I
13.2
Watts delivered
6940
tt
heat loss
3090
n
stray ~ower 1310
Total ~ower 11340=Watta
Water used in 43.33 mi~•• 213.5
n
n
n 60
min.=290.0
Water per lb. gasoline = 11.96
Caso1ine per
First
0
not averaged
in.
41
TEST 1m.
4.
Data for Engine and Boil{~ Test.
H. p.
=
15.24
Gasoline
Pb
=
=
Tb
= 406
= 403
Pa
To
Water per R.P. per hour.
197 Ibs. per sq. in.
171
"
0
It
On at 197 lbs.
Cp at 171 Ibs.
=
1.64
It,
for Engine Test.
=
=
=
B. T. U. per H.P. min ••
1214x19.45
= 394
Eff.
60
Computation
Pb•
19.45 lbs.
.600
at'Pa
1194
~
623 (403-369)
:6 .~
1214 B. T. U. received by Eng.
A. at
=
"
Actual evap. per lb. gasoline =11.D6lbs.
F.
F.
Computation
A
tI
" "
"
0
tt
=
20
B.T.U.
10.74%
for Boiler Tect.
1198
=
Eff. of Boiler
.
Eff. of Plant
=
119ax11.96
18770
=
76.~
8.20%
Equiv. evar. per lb. gaso1ine.(from
and at)
=
l198xll.96
905.8
=
14 8 'b
•
-
s.
42
TEST
Tine
I
E
Pb
Ps
no.
5.
Tr
Tb
g
sta.rt
1
2
3
4
5
6
37.0
103
-
80
105
39.4
100
220
135
41.0
102
7
8
9
37.5
92
49.5
97
10
11
12
13
14
15
28.5
94
29.5
94
16
17
18
19
20.
31.7
31.8
35.3
30.9
34.0
32.3
37.9
36.2
:37.9
37.5
39.0
35.1
36.5
37.5
101
99
110
---
400
300
300
430
110
260
220
450
290
360
160
560
-
.38.3
109
400
108
36
40.4
37
3S
39
40
42.8
104
110
.98
109
96
III
290
450
330
400
200
525
105
115
110
26
27
28
29
30
31
32
33
34
35
41
38.1
40.7
45.8
41.4
96
I
13.5
22.00
41.4
18.10
16.7
123.0
13.0
20.50
42.8
20.35
16.8
147.8
12.3
20.00
43.0
20.70
17.2
153.3
13.4-
22.00
43.0
20.65
17.3
157.8
14.0
23.00
44.0
20.85
17.1
154.8
16.2
23.10
44.4
20.80
17.5
157.2
100
100
90
115
95
94
100
90
110
100
I
41.8
120
103
98
115
108
113
112.
111
100
104
24
Te
c
120
105
22
23
22.20
Ts
g
135
475
220
640
210
390
230
650
210
500
290
450
310
320
21
13.0
c
95
95
105
(over)
43
TEST
NO.5.
(continued)
I
I
Tine
E
.I
I.
Pb
Ps
350
500
340
400 .
140
425
105
Tr
Tb
c
44.6
g
, 42.0
46.3
42.0
40.4
35.1
40~3.
43.4
49.7
47.3
33.2
35.9
42
43
44
45
46
47
48
49
50
51
52
29.3
.53
54
55
56
57
sUm
39.0
38.6
39.4
40.0
l6G6.4
Mean 37.87
Cor.I 39.67
98
108
98
106
92
106
89
102
97
101
109
89
102
101
103
lQE...
4390
lQ2.l
102.8
390
210
310
450
.270
300
190
280
300
i'6'475
336
496
r
Watts delivered
It
heat loss
"
stray power
Total power
12.0 23.00
I
Ts
1
Te
c
~
20.70
17.6
155.0
156.2
115105
13.0 22.30
45.3
20.60
17.8
13.5 22.70
45.7
21.30
18.2
105
115
.
160.2
105
l
18.4
20.70
46.3
12.0 22.00
191.4
3198 1~5~9 242~80 482.1 204.75
17.4
.20.47
~}2.21
43.92
13.3
106.6
107
13.1
T-S800C=2720F T=332oC=630oF
...!Q.2
4050
735
ll'l.Q.
6255
Average
tt
speed
air
=
159.7
1524.0
152.4
151.0
814
preo3Ure::
50 Ibo.
Watts - 8.40 H. P.
Water used in 63.5 0111.:166.0 Ibs. Gasoline-used
tt
If
If 60
u ~156.9"
"
It"
in 62.5 nin.= 14.18 1bo.
eo
It
= 13.61 It
Water per lb. gasoline:
11.53 1bs. Water per li.P. hour
Gasoline per H. P. hour
1.62 Ibs.
=
=
18.66 Ibs.
44
TEST
liD.
5.
Data for Engine and Bailor Tent.
=
II. P.
Pb
Ps
=
=
=
Water per R.P. per hour
18.66 lbs.
Gasoline If 11
It
It
= 1.62 'tl
Actual evap. por lb. gasoline =11.53 Ibs.
8.40
496 Ibs. per sq. in.
107 "
It
tt
tI
Tb : 727oF.
Cp
cp
Ts = 630<7.
Computation
=
.6 =
A at Po
=
at 496 lbs.
.69
at 107 Ibs.= .567
for Engine Test.
=
=
1186.3
~
(630-343 .567
162.7
1349.0 B. T. U. received by Engine.
B. T. U. per .R.P. min.
= _1_34_9_7_,,1_8_._66_
= 412:
Eff. ='16.12
60
Computation
J.. at Pb
,6
Eff.
=
1225
=
.l1l
1462 B. T.' U. dolivered
_(1402-24)x
%
for Boiler Teat.
-6 -=
of Boiler
1627 B. T. U•
11.53
(727-470).69
=
177 B. T. U.
by Boiler.
=
84.7
%
10770
Eff. of Plant
Equiv.
=
8.57
%
evap. per lb. gasoline
(from and at)
=
(1402-21) 11.53
9G5.6
=
10.5 lbs.
45
Time
UO. 6.
PR
Tr
I
I
E
I
Ph
I
91
109
90
109
38.4
32.0
36.9
33.0
36.1
35.1
36.5
38.6
34.4
38.5
35.4
36.4
35.4
3
92
106
96
105
102
106
'112
100
III
102
105
101
37.5 107
35.8 102
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
38.8
110
36.0
20
39.9
34.6
37.1
34.9
33.7
35.1
33.7
102
113
99
106
100
460
270
480
220
370
250
310'
420
300
510
300
510
130
100
112
105
105
110
110
100
100
120
100
120
100
115
290
500
360
95
110
95
115
100
115
110
115
110
115
98
98
90
115
95
110
36.0
102
29
30
3G.8
33.2
41.0
104
94
580
380
400
380
390
370
200
350
180
290
300
150
31
37.2
32
38.0
110
100
.!Qg
338.0
102.4
103.1
380
200
260
11410
346
506
21
22
23
24
25
26
27
28
96
100
96
Sum 1184~O
Yean 35.91
37.51
-
40.2
19.45
15.0
149.0
10.5
24.0
41.0
19.30
15.0
152.3
11.0
23.85
41.2
19.45
15.4
15S.0
12.3
23.90
42
19.40
15.8
152.3
10.a
24.20
42.7
19.50
16.0
153.3
11.0
24.10
43.2
19.80
16.3
154.0
--
3323 67.3
107 .11.2
11.0
=
"
60
II
-13 C•2
914.9
152.5 ,
93.5
251.3 116.90
144.40
15.6
42.8 19.48
20.07
T=411oC=7780P. T=3160C=6000F.
Average speed • 758
tt
air pressure
=
46.7 lbs.
7.92 It.P.
Water used in 33.25 Din~~75.5 lbs.
It
Te
0
24.45
3867
Watts delivered
665
tt
heat loss
1380
"
stray pO\7er
Total power 5912 Watts
tt
g
0
12.0
110
200
550
300
I
Ts
Tb
g
star t 31.0
1 37.2
2
30.7
Cor.
TEST
:r
Gasoline used in 22.92 ~in. • 7.13 Ibo.
If
II
If
60
Water per lb. gasoline. 10.31 Ibn. Water !Jer H. P. hour
Gasoline per H. P.
hour
1.67 Iba.
=
If
=
-13 • 21
17.2 lbs.
tt
46
TEST lTO. 6.
Data for
-
II. P.
==
506 lbe.
107 tt
Tb
=
"'8
=
77SoF•
600oF •
Water :per R.P .. :per hour
17.2 lb3.
It
tt
Gasoline tt It
1.67 tI
Aotual eve.p_pC!' lb. gasoline
10.:31 Ibe.
=
:por sq. in.
tt
It
tt
Cp at 506 Ibo.
at 107 1bs.
cp
Computation
A
at Ps ~
6
B
•
m
J. ••
for
~~ine
--= •69
• 567
Teat.
6
1186
=
Test.
==
7.92
Pb
Pa
rp
Engine and Boiler
=
(600-342)
.567 - 135 B. T. U.
135
1321 B. T. U. reoeived
U :per II••P
.
-tlln.
by Engine.
=
132lx17.2
-----
Computation
379-_
Eff. -
11.1B
60
for Boiler
Test.
122G
6.= (77B-170) .69
212
1438 B. !. U. delivered
=
Efr.
of Boiler
Eff.
of Plant
=
evap.
per
Equiv.
(1438-20) x 10.31
18770
10
=
212 B. T. U.
by Boiler.
=
78.0
%
B.71%
lb.
gasolhle
(from and at)
_ (143B-20}xlO.3l
965.8
-
•
15.1 1bo.
47
I
Tine
E
Pb
TEST
no.
Pa
Tf
I
star t 64.5
1
2
"
OJ
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
. 37
38
39
40
41
42
43
44
45
46
47
48
,
60.3
62.4
60.0
64.2
66.3
70.6
57.6
60.5
65.2
62.3
68.8
66.0
72.7
69.7
66.0
-
67.6
67.5
72.2
65.2
63.3
70.3
74.3
78.0
60.3
71.7
78.0
74.6
62.2'
66.0
78.3
62.7
72.0
66.3
59.7
C8.0
81.7
73.2
64.0
67.2
73.4
75.0
85.6
80.2
72.0
76.5
76.5
77.0
93
87
90
86
92
95
98
80
84
90
86
95
39
98
94
87
310
200
200
170
250
325
310
150
200
210
140
260
440
350
260
140
89
87
93
84
31
90
95
97
75
89
94
90
75
80
95
76
87
80
72
80
96
86
75
80
86
85
97
91
80
325
370
290
250
130
300
325
450
200
390
-
e5
85
86
150
7.
Tb
e
-1
Ts
Te
14.0
19.90
c
46.0
20.60
c
20.6
138.0
14.0
21.95
47.6
21.20
21.2
136.1
14.3
22.90
48.4
20.40
20.4
139.7
14.2
21.75
48.0
19.60
19.6
~ 132.8
13.8
21.00
47.3
10.30
19.3
127.0
12.6
21.40
47.0
18.60
18.0
125.0
12.0
22.30
46.4
18.50
18.5
124. '
12.3
22.00
45.3
18.30
18.3
12.3
22.00
45.5
17.50
17.!5
g
...
145
. 140
145
138
150
140
130
140
150
1.10
155
160
175
155
-
-
140
155
160
155
120
150
145
140
145
150
-
I
-
300
325
300
150
325
250
120
100
350
180
150
150
290
325
370
260
290
160
225 i
,
100 II
I
--
145
160
-
140
160
142
145
165
165
160
140
140
160
175
170
110
150
165
140
130.'
48
TEST
no.
7•
. ( cont inued)
I
I
84.2
82.4
73.0
73.8
69.3
E
94
92
79
80
75
54
55
82.0
86
76.3
56
57
87.7
80
92
93
88
76
Time
49
50
51.
52
53
90.0
58 79.2'
59 68.3
60 71.0 ~
Sufl 4 254~1 5198
86.6
Mean 70.90
B7.3
Cor. 73.7
Pb
360
410
Ps
165
165
-
280
150
130
300
125
325
160
-
350
100
110
100
14340
252
412
160
g
c
g
12.0
T8
Tb
Tf
46.9
20.00
19.45
Te
-C
I
I
121.0
17.5
.
I
-
-
10.S
7210 141.8
150 12.8
132 12.6
18.85
234.05
21.28
46.2
514.6
46.8
T-3750C=7070F
Watto delivered
It
heat loss
It
stray !l0';Ter
I
Average
6434
D570
1J.iQ.
It
17.60
218.50
19.86
104.0
1407.7
127.97
127.5
17.4
208.9
18.1
T=324oC~615<7.
speed
=
7D4
air pressure
==
49 1ba.
Total power 10344 Watts =13.87 H. P.
Water used in 64 min.=207~0
It
It
"
60 min.=194.1
Ibs.
"
Gasoline used in 63.3 nine =21.22 1bs.
It
»It
60
It
=20.10 »
Water per lb. gasoline :9.581bs. ~ater per H. p. hour =13.97 1bs.
Gasoline per H. p. hour =1.44 1bs.
B. T. U. par nin.:
49
TEST NO.7.
Data for Engine and Boiler Test.
=
H. P.
Pb
P :3
=
=
Water per R.P. par hour
13.87
Gaoolinett
412 lbs. per sq. in.
132 u
"
"
"
Tb -
707°F.
'Is -
615°F.
at P
(, 8
:
=
It
=
13.97 lbo.
=
It
1.44 Ibs.
Aotual evap. per.lb. gasoline
=
Cp at 412 1bs.
Cp at 132 lbs.
Computation
A
u
=
=
9.581bs.
.69
.580
for Engine Teot.
6
1191
=(615-357).580
=
150 B. T. U.
150
1341 B. T. U. reoeived by Engine.
E. T. U. per H.P. min.
=
l340x13.97
=
Eff.:
312:
13.58
%
60
Computation
for Boiler Tect.
1220
6 = (707-452) .69
176
1396 B. T. U. delivered by Boiler.
Efr. of Boiler
Eff. of Plant
=
=
(1396-23)x9.58
18770
9.54
=
70.2
=
176 B. T. U.
%
%
Equiv. evap. por lb. gasoline
(from and at)
=
(1396-23)x
965.8
9.58
=
13.6 1bo.
50
TEST 110.
I
Tine
I
E
P'h
I
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
10
20
21
22
23
24
25
26
~7
28
29
30
31
32
33
34
35
30
37
38
39
40
41
42
43
44
Tr
3e.O
38.8
38.0
38.4
3G.8
41.5
40.3
35.7
3"7.0
23.7
39.6
88.5
40.9
39.4
38.0.
39.2
40.4
46.0
45.5
46.3
50.0
39.8
39.0
87.5
39.3
41.8
48.0
39.3
41.5
44.7
42.2
44.3
46.2
40.0
47.1
43.0
49.3
39.9
51.8
41.8
47.2
46.0
47.1
45.1
Sum
1879.7
Mean
41.77
Cor.
4S.67
97
103
105
101
102
95
107
104
92
III
92
108
97
103
99
95
98
101
102
101
103
113
106
104
100
90
96
100
90
95
105
99
104
104
90
108
96
110
89
114
92
104
92
94
....!?lL
4499
100.
100.7
250
360
290
310
340
400
460
520
200
625
200
560
230
530
370
290
aoo
290
320
240
400
400
340
350
270
200
360
350
410
190
240
250
340
370
190
400
230
600
200
580
200
340
300
420
200
15115
336
496
235
230
Ta
Tb
g
star t 35.8
1
2
3
Pa
8.
0
'fa
0
g
11.0
24.30
44.0
20.45
16.8
100.0
12.0
23.90
44.2
20.85
16.0
100.0
11.5
23.90
44.6
:]0.70
18.1
101.0
11.0
23.90
44.8
21.20
16.3
101.8
11.0
23.95
45.2
21.85
16.4
103.0
11.0
24.30
45.4
21.0
16.7
104.8
12.0
24.10
46.4
21.30
16.8
105.4
17.0
104.3
-
235
235
230
230
230
235
235
230
230
225
228
225
230
225
225
220
220
210
210
208
200
205
200
200
200
200
200
200
200
200
200
190
195
198
195
195
200
195
195
190
190
195
9324
212
194
I
11.0
90.50
11.3
11.1
23.90
46.7
-
192.B5 Sul.3
45.2
24.03
T-4150C-780oF
20.90
132.1
le7.05
16.5
20.B8
T=3390C=642oF
(over)
820.3
102.5
102.1
1
I
51
TEST NO. O.
(continued)
Watts' delivered
4400
rt
heat loss
903
tI
stray power 1330
Total power 6633 Watts.
=
.: Average speed
728
ft
air presoure -47.5
B.88
Water used in 45.87 min.=100.0 tba.
n
tI
n 60
min.=l30.8 lbs.
H.P.
Gasoline used in 45.17 nine aO.44 lbs.
tI
ft
If
60
Water per lb. gaooline=10.43 Ibs. Water per H.P. hour=14.73
Gasoline per H. p.= hour 1.411bs.
tI
=
Ibs.
12:54 Ib~.
52
TEST
no. o.
Data for Engine and Boiler Teat.
H. P.
rb
=
=
8.88
496 lbs.
Fa
=
Tb
= 780ooF •
'fa
=
pOl'
»
194»
=
14.73 1ba.
Gasoline tt If
tt
tt
1.41 II
Actual evap. per lb. gaooline = 10.43 Ibs.
sq. in.
If
"
S>
cp
642 F.
Computation
at 496 lba. ~ •G9
at 194 Iba •
•629
for Engine Test.
~ at Po = 1200
(, -
=
Water per H.P. per hour
=
~
(642-38fi) .629
=
162 B. T. U.
162
1362 B. !. U. rooAivod
B. T. U. ~er H.P. uin.
=
by El1gine.
1362x14.73
GO
Computation
=
324:
Eft.
/1
214
1489 B. T. U. dolivered
by Boiler.
=
Eff. of Plant
=
12.70
%
for Boiler Teat.
1225
Eff. of Boiler
=
(1439-20)x 10.43
18770
10.0
=
:=:
(780-470).69
=
214 TI. T. U.
78.~
%
Equiv. evap. per lb. gaooline
(from and at)
=
(1439-20)xlO.43
915.6
=
15.:3 11)0.
53
TiTtle
start
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
10
20
21
22
23
24
25
20
27
B8
29
ao
31
32
33
34
35
36
37
38
39
40
41
I
44.0
48.0
44.0
49.0
41.8
48.0
55.0
47.6
49.7
47.0
46.4
53.8
47.0
50.7
51.7
46.0
54.9
44.8
55.0
56.2
45.8.
60.0
57.6
48.2
52.0
56.9
47.7
52.4
57.5
47.4
53.7
58.2
47.4
55.0
60.3
46.8
48.0
57.4
45.7
56.1
54.8
48.7
E
90
100
90
96
82
94
104
90
94
89
88
102
89
96
I
98
82
98
80
96
98
80
102
98
82
95
104
87
94
103
85
95
103
84
94
103
80
82
98
78
92
90
80
TEST
1W. 9.
Po
Tr
Pb
-
480
190
420
180
290
510
170
310
220
240
460
210
290
340
230
460
160
330
360
170
440
400
170
270
380
190
260
575
190
270
420
210
250
490
240
230
525
170
400
300
160 .
-
170
170
15.0
160
170
170
160
160
160
155
180
170
170
180
140
180
150
165
180
145
125
120
110
110
110
110
105
110
105
110
100
160
140
160
160
140
160
150
150
160
150
B
m
Ta
Tb
0
g
.1.e
c
11.0
24.70
47.3
21.40
16.0
122.6
11.7
24.10
45.0
21.80
16.4
125.6
12.0
24.55
46.2
22.40
17.0
13°tlQ
11.0
24.20
43.3
22.35
17.3
129.2
11.0
23.40
44.2
21.45
17.4
126.9
11.0
23.85
44.3
21.60
17.5
128.2
11.0
24.20
44.7
21.50
18.0
12~.0
(over)
54
TEST NO.9.
( COll t blued)
I
Time
E
Pb
Pe
Tr
Tb
Te
Ts
!
i
g
55.5
56.7
49.3
Sum 2299.6
Mean
51.10
53.60
Cor.
42
43
44
90
92
80
4127
91.7
92.1
300
155
300
155
-2lQ.
~
13470, 6400
308
145
466
144
11.0
24.35
89.7
193.35
11.21 24.17
T=41SoC-780oF
Wattn delivered
heat loss
II
stray power ~
Total power 7828
II
»60
21.70
0
18.0
360.0 171.~0
140.C
::n.78
17.6
45.0
131.0
1022.5
127.81'
127.3
T=354QC-670oF.
=
1368
Watts =10.5 H. P.
Water used in 45.88 min.:121.0 lhs.
"
45.0
g
Avera.ge speed
787
It
air pressure • 49.4 Ibs.
4970
"
0
":158.9
II
Gasoline used in 45.22 min. -10.85 lbD.
It
""
60
"=14.30
It
Water per lb. gaooline=11.04 1bs. Water per H.P. hour =15.14 1bo.
Gasoline ~er H. P. hour - 1.37 1bs.
55
TEST
lIO. 9.
Data for Engine and Boiler
H. P.
Pb
Ps
- 10.50
466
II
Tb
Ts
=
144 lhe.
==
780oF•
670o
F.
II
Water per H.P. per hour
=
15.14 Iba.
"
--
1.37 1bs.
Gasoline
1bs. per sq. il1.
It
Test.
"
It
"
It
Aotua1 ovapa per lb.
C1' at 4G6 1be.
lbo.
p at 144
C
=
gasoline
.11.01
1bs.
•69
.592
Computation for Engine Teot.
~ at Pa
b
=
=
I375
b
=
by Engine.
B. T. U. received
=
1375x15l4
60
Computation
at Pb:
182 B. T. U.
182
B. T. U. per H.P. min.
A.
=
6= (670-363).592
1193
=
347:
for Boilor
1223
Eff.
Teat.
(,=(7BO-4Gl).69
=
B. T. U.
.Jill.Q.
1443 B. T. U. delivered
Efr. of Boilor
=
(1443-20)x11.04
by Boiler.
=
83.9
%
18770
Efr.
of Plant = 10.24
Equiv.
ovapa per lb.
%
gasoline
(from and at).
(1443-20)
965.8
x 11.04.
16.25 Ibs.
TEST
Tir.1e
I
I
E
Pb
I
star t 86.0
1
82.3
82.3
83.2
74.2
79.6
80.0
78.2
78.2
95.5
74.9
82.4
3
4
5
6
'1
8
9
10
11
12
13
14
15
IG
46
46
41
44
44
43
43
51
40
44
87.0
46
75.7
40
46
40
87.0
76.0
87.4
72.2
70.4
86.7
77.0
B6.0
78.2
78.2
87.0
,72.8
93.8
17
46
46
38
27
88.0
28
29
30
31
78.0
41
45
40
44
40
40
43
36
45
44
39
82.0
41
97.0
86.7
47
18
19
20
21
22
23
24
25
26
-
32
42
310
330
240
250
2GO
180
160
!EQ
-
33
84.0
34
35
36
82.0
75.8
78.0
41
40
37
3B
37
86.2
42
Sum- 3038.5 1577
Uean 82.12 42.6
Cor. I 85.22 43.7
t
g
e
23.00
175
165
180 I
155
175
170 . 15.0
170
158
190
160
160
23.90
50.2
20.30
20.3
136.1
170
14.8
23.80
51.0
20.15
20.6
140.2
15.0
23.95
50.0
19.75
20.5
140.0
14.6
24.00
40.3
19.70
;';0.5 140.3
H).80
20.6
13 3.8
I
15.0
23.95
49.0
-
24.00
-
14 2.8
-
am
9280
251
410
- - -122.70 1122.7
8 33.2
'I
38.9
20.45
20.4B
T::3350C=6350F
1 38.4:
74.4 167.45 29rr23.92 49.6
14.9
14.7 T.=418oC:7850F
162
161
,~
3725
Average
"
stray power
Total power
520
7685 Wattn
=
...
lb. gasoline
=
116.5
10.28
speed
=
409
air presnure : 48.5 Ibs.
10.32 H. P.
Water used in 38.16 ~in •• -74.0 lbs.
pOl'
1
,
170
155
160
145
165
..
Water
C
20.2
!
177
155
3440
"60
I
170
heat loss
"
J
48.2
"
"
!
Ts
----T---.
-C
Tb
23.85
150
175
150
160
155
158
165
1.50
165
165
150
150
150
168
170
145
-
Wattn delivered
-
160
190
10.
I Tr
Ps
270
240
250
290
180
270
230
200
190
350
160
240
330
220
330
200
350
160
250
310
180
290
180
200
380
150
310
300
48
NO.
"
tt
B. T. U. per min.=
Gasoline used in 37.87 min.= 7.16 lus.
"
"
"60
Water per H. P. hour:
"=11.32»
11.27 1bs.
.57
TEST
NO. 10.
Data for Engine and Boiler Test.
E. P.
Pb
Ps
=
=
=
410 Ibs.
=
H.P. 'Per honr
11.27 Ius.
Gasoline 11"
11
"
1.10 Ibs.
Actual evap. per lb. gasoline
10.28 lbs.
10.32
VIater per
in.
per sq.
161»
n
»
=
=
"
Cp at 410 lbs••• 89
Cp at 161 lbs.
.594
=
Computation
~ ut P
=
~=
for Engine Test.
(; = (635-371).594 =
1195
157
157 B. T. U.
1352 B. ~. U. reoaived by Engine.
B ••• T
II 'Per II •.•P
.
tl1n.
=
1352xl1.27
-------
Computation
B. T. U. delivered
=
=
16.7%
for Boiler Test.
I:, =(785-451).69
Eff •. of Boiler
Eff. of Plant
Efr. =
254:
60
1219
230
I449
=
(1449-27)x10.28
=
230 B. T. U.
by Boiler.
=
77.9
%
18770
13.01%
~quiv. evap. per lb. gasoline (from and at)
= ...<_1_4_4_9-_2_7...)--.x_l_l..,;;._2 ....7 =
9C5.B
15.:::
1b
3.
58
TEST NO. 11.
Tine
start
1
2
:3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
I
60.0
69.2
55.8
64.3
62.2
68.6
69.5
61.0
71.6
59.0
63.2
62.1
60.0
68.4
61.1
68.0
73.2
58.3
61.0
65.0
85.0
70.4
64.1
69.3
68.4
76.3
'75.2
62.0
69.4
62.0
67.5
67.5
69.7
67.0
64.8
70.2
62.3
71.8
62.8
70.0
63.4
64.6
E
59
68
55
60
58
63
66
58
68
56
60
59
57
65
58
64
C9
55
60
64
64
66
60
65
60
67
66
59
66
59
63
63
85
62
60
65
59
68
59
65
59
60
Pb
190
370
190
260
210
320
320
230
420
160
300
200
190
300
160
260
360
170
190
280
280
380
180
380
310
350
340
200
360
170
280
190
280
350
220
320
190
470
210
340
230
310
Ps
160
175
150
150
145
160
155
150
170
155
155
150
155
170
150
175
170
155
145
175
165
155
Tf
Tb
Tc
Ts
c
15.3
g
23.95
47.3
19.85
20.8
145.2
15.2
24.05
49.4
19.65
21.0
144.3
16.0
23.90
.19.3
19.55
21.1
145.4
16.2
23.95
49.5
19.60
21.3
145.0
15.0
23.90
49.7
19.70
21.4
147.8
15.3
23.85
50.2
19.60
22.0
145.4
15.0
23.85
50.6
19.60
22.0
145.2
0
g
160
170
170
170
175
150
175
155
160
155
165
170
150
170
105
170
155
155
175
155
(over)
59
TEST no. 11.
(continued)
E
I
Tine
Pb
Pa
Tf
g
69.0
61.4
64
43
44
64.7
64
45
62.0
Stun
Mean
3020.8
65.67
68.47
42
Cor.
57
~
2839
Gl.7
62.6
160
340
250
150
280
155
170 ~
'i2460 7380
160
271
138
431
15.3
II
24.00
Te
To
Tb _.~-
c
g
50.4
19.50
C
146.0
22.0
J
123.3 191.40 306.4
15.4 23.93 49.6
15.2 T-4190C=7870F
Watts delivered 4280
11
heat loss
2220
tt
stray power 830
Total power 7330 Watts
157.05 171:'6
19.63
21.5
T-324o'C-6150F.
Aver age speed= 523
11
air prss3ure
1164.3
145.5
144.9
=471bs.
I
=
Water used in 46.3 min.-97.5 1bs.
tt
tt
II
60
It
=126.2
tt
Water per lb. gasoline: 10.43 Ibs.
9.BS R.P.
Gasoline used in 45.75 min.=9.2S lbo.
tt
tt
tt
60
It
=12.10 It
Yater per.H. P. hour
Gasoline per H. P. hour
=
1.23 Ibo.
=
12.84 1bs.
60
TEST
lTO.
11.
Data for Engine and Boilor Teot.
H.
=
p. : 9.83
Water per H.P. per hour
12.84 Ibs.
,t
It
==
1.23 1bG.
Gasoline II"
Actual evap. per lb. gasoline
10.43 Ibe.
=
=
Pb
431 Ibo. per s,a. in.
Pa • 161 II
II
If
»
C at '431 1bo.
C~ at 161 1ha.
Co~utation
A
,,==
at Pa
=
.69
= . 587
for Engine Test.
&
1192
=(6l5-~60).587=
150 B. T. U.
150
1342 B. T. U. received
.
B. T. U. por li.P. T.1l!1.
=
by Engine •
_
1342x12.84 - 287:
Eft.
60
Computation
=
14.76
%
for Boiler Teot.
6 =(787-455).C9
1219
=
229 B. ~. U.
230
1449 B. T. U. delivered
Efr.'of
=
Roiler
Eff. of Plant
=
(1450-27)x10.43
18770
ll.6~
Equiv. ovap. per lb. gasoline
by Boiler.
=
79.1%
(from and at) - (1450-27)'xlO.43
965.8
=
15.6 1bo.
61
TEST
Time
start
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
SO
31
32
33
34
35
36
37
38
39
40
41
42
I
47.5
48.8
49.5
50.0
46.6
50.0
52.8
52.2
55.0
52.0
57.2
52.0
54.4
51.6
55.2
51~4
55.8
58.8
49.0
56.3
49.0
56.8
48.6
53.8
55.0
55.0
53.5
53.8
80.8
49.8
5~.6
59.4
58.6
53.0
52.3
58.3
50.5
60.6
52.1
57.2
56.4
58.8
64.0
E
70
72
73
73
68
73
75
74
78
71
78
71
75
71
76
70
75
80
68
78
68
76
85
72
74
74
72
69
78
64
74
75
74
70
69
77
65
78
67
72
71
74
72
Pb
140
220
230
310
310
330
370
280
330
250
400
190
280
200
300
190
250
460
200
440
160
430
140
290
280
360
270
240
440
160
290
210
280
210
250
520
200
430
140
300
180
300
410
Po
140
150
150
150
145
155
160
150
155
145
160
145
160
155
160
165
150
175
140
160
140
130
140
155
160
155
165
150
165
150
185
145
155
160
150
160
145
135
160
145
150
155
175
HO. 12.
Tr
Te
Ta
Tb
12.0
g
24.60
14.0
24.40
44.2
14.2
24.20
14.7
0
g
-
0
18.8
139.0
20.20
19.2
140.8
45.4
20.20
19.2
142.~
24.20
44.8
19.90
19.0
143.0
15.0
24.20
46.0
19.90
19.0
143.0
13.0
24.15
46.2
19.65
19.0
1"14.6
13.0
24.00
46.4
19.60
18.8
143.8
13.8
23.80
17.0
19.60
19.1
142.2
42.3
(over)
1
62
TEST llo. 12.
(continued)
Tine
E
I
Pb
Pa
Tf
Tb
TJ=
g
43
44
45
46
57.8
67.7
55.0
65
76
60
72
65
73
70
65.0
47
59.8
48
62.5
49
59.8
50
62.5
S,um 2813.3
l.!ean
55.2
Cor.
57.8
160
390
,170
370
180 .
350
20'0
0
I
.
140
165
150
155
'155
175
155
i
14.0
..ll... ...lli!Q. ..J&2.
3G73 14270
280
72.0
440
73.5
Te_J
g
0
7840 123.7
154
13.7
132
lS.5
24.00
46.4
19.55
-
217.55
24.17
408.6 158.60
19.83
45.4
19.4
142.0
171.5
19.1
1281.6
142.4
142.0
T-4170C=78SoF T-S250C-617oF.
Watts delivered
4250
1254
tt
heat loss
ft
stray power 870
Total power-e374
Average
tt
=
speed
538
air pressure-47.3
lbs.
Watto = 8.54 H.P.
\.
Water used in 52.0 min.=108. 1bs.
tt
tt
tt
60
tt
=124.6 tt
Water per lb.
Gasoline
tt
used in 51.85 ~in.
tt
tt
60
tt
gasoline -10.01 lbo. Water per R.P. hour=14.57
Gasolino per H. P. hour
1.3711)s.
=
=lO.G6 1bs.
~12.S3 u
1bo.
63
TEST No •.12.
Data for Engine and Boiler Test.
II. P.
- 8.54
Water })er II.p. p~r hour
Gasoline"
446 Ibo. por sq. in.
Pb
It
ft
Pa = 132 lbs. II
To
=
=
"=
"
78SoF.
617oP.
On at 446 Ibs.
Op at 132 1bo.
Co~utation
=
=
14.57 1bo.
1.37 lbo.
=
10.01 1bo.
.G9
.583
=
for Engine Test.
b = (617-357).583
1191
196
1337 B. T. U. received by Engine.
B. T. U. per R.P. min.
=
Aottml evap. })er lb. gasoline
all
Tb
It
=
196 B. T. U.
1337x14.57 = 328
60
Computation for Boiler Test.
t
1222
=.(783-458).69
=
224 B. T. U •
..EM.
1446 B. T. U. delivered by Boi1or.
=
Eff. of Boiler
Eff. of Plant
=
(1446-24) x 10.01
18770
0.8
=
75.~
%
Equiv. evap. per lb. gasoline
(from and at)
=
(1446-24)x10.01
965.8
=
14.73 Ibo.
64
TEST
. Tine
I
llO. 13 •
E
Pb
Ps
Tr
85
170
420
250
140
140
470
370
290
230
280
190
360
420
150
210
220
230
290
250
180
360
310
360
220
250
140
330
260
410
280
460
290
200
320
380
150
170
330
380
180
170
310
135
150
150
125
125
150
140
140
150
145
125
130
145
130
125
125
145
145
140
125
125
135
130
140
145
125
135
130
145
145
145
135
120
130
140
130
120
130
145
140
120
130
13.0
Tb
g
start
1
2.
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
:13
34
35
36
37
38
39
40
41
53.4
64.2
59.8
48.0
54.9
63.4
62.0
62.7
62.7
55.0
54.2
55.0
60.0
47.2
51.3
54.0
57.0
56.4
53.5
53.5
57.2
55.0
58.7
52.6
54.0
55.3
59.8
57.0
63.7
59.1
68.0
53.9
62.2
64.0
52.7
50.8
46.0
46.9
41.3
49.0
55.5
57.2
102
95 '
' 77
88
101
95
96
96
100
91
100
103
81
88
91
96
95
88
88
94
89
95
85
83
85
92
85
95
88
97
86
99
102
84
81
97
99
87
83
94
97
23.75
Te
Ts
0
47.0
g
0
19.50
20.6
158.0
,
13.4
21.90
-
-
21.0
113.8
14.0
21.95
48.7
18.80
21.3
147.8
14.0
22.20
49.0
18.65
21.4
145.7
13.0
22.45
49.0
18.75
21.4
145.8
13.0
22.50
49.4
18.85
21.7
154.0
49.2
18.80
22.0
154.0
13.0
22.70
(over)
65
TEST
NO. 13.
C contInued)
I
e
Tir.l
I
42
43
56.0
47.7
55.4
55.5
Sum 2568.3
Mean
55.83
Cor.
58.43
44
E
Pb
Ps
Tf
94
80
93
99
4219
91.7
92.1
340
260
130
130
145
125
13.0
-
45
~
12530
272
432
~
6210
135
112
106.4
13.3
13.1
T
b
-
Ts
g
22.90
c
49.2
g
19.05
c
22.0
180.35
22.52
341.5
132.40
18.91
181.4
22.70
48.8
It
5380
Average
1280
rt
stray power 1335
'rota1 :power 799-5 Watts
Water used in 46.97.min.=
n
tt
tt
60
tt
=
=
155.8
1209.9
151.2
150.3
T~314oC.597oF.
T=396oC-7450J.i'
Watts delivered
U
heat loss
I
Te
Dpeed
=
736
air pressure - 49.~
10.56 H. P.
139.5 1bs. Gasoline uned in 46.33nin.-
12.50 Ibs.
178"
16.2
tt
rt
tl
60
tI.
Water per lb. gasoline: 16.86 1bs. Wa.terper lI.P. hour= 11.4 Ibs.
Gasoline :per H. P. hour= 1.53 1ba.
n
66
TEST
lIO. 13.
Data for Engine
H. P.
--
and Boiler
Water per H.P. per hour = 16.86 Ibo.
"
»
1.53 1bo.
Gasoline tt»
Actlml ovap ~er lb. gasoline • 11.0 1bc.
10.56
Pb
Pa
=
=
432 Ibs. per sq. in.
Tb
'Jt
-a
=
=
7450F.
5979F.
112 1bs.
ft
tt
ft
Op at 432 Ibs.
Cp at 112 1bs.
Computation
A
at Pb
l.,
=
=
Teot.
=
=
.69
.569
for Engine Teat.
6
1187
=(
597-345).569
144
=
144 B. T. IT.
1331 B •.T. tI. roceived by Engine.
B. T. U. por li. P. min.
=
1331x16.86
=
375:
Eff.
60
Computation
of Boiler • (1~21-24)xl100
18770
Eff. of Plant
ll.3~
11.32 ~I
for Boilor Teat.
1221
6 = (745-455).09
200
1421 B. T. U. delivered by Boiler.
Err.
=
=
=
200 B. T. U.
81.~
=
Equiv. evap. por lb. gasoline
(from and at) = {14~1-24)xll.00
965.8
- 15.92 lbs.
67
GROUP 1
.
..
Test No.
1
2
3
4
I
5
!
I
6
I
7
7.92
I
13.S7J
!
1041
f
Horae Power.
I
11.18
12.23
15.24
(:per min. >' 1079
1100
11'l5
1028
1110
1001
23.0
23.4
25.1
21.9
25.0
23.3
516
325
365
197
496
506
412
96
134
152
171
107
107
132
(OF.)
788
799
782
-
727
778
707
Deg. superheat(boi1er)
325
351
348
-
257
308
255
582
623
689
403
630
600
615
247
260
t:.Jw
3"''''
20
287
238
258
100
105
102
0
95
93
59
21.60
15.20
13.00
19.45
18.66
17.20
13.97
B. T. U. :per H.P. :per min.
476
340
314
-
379
312
Gaoo1ine :per H.P. :per hr.
1.86
1.50
1.40
1.64
1.62
1.67
1.44
ga3~line.
11.64
10.12
9.73
11.96
11.53
10.31
It
17.30
11.93
14.40
14.80
16.50
15.10
D.58
--.13.00
5.83
Rev. of Engine.
Speed of Car( mi. :per hr.)
Boilor
ste~
pressures.
Chest pressures.
8.40
----J
..,.., ..,
~t:J.
t.l
----
-
Boiler
temp.
e of,.
steam Chest temp.
)
Deg. superheat
( S.
Deg. superheat
in Exhaust.
C.)
Water per H~ P. :per hr.
._-
--
.412
'.-
Actual
Equiv.
evap.
lb.
"
It
--
..
Thermal
eff.
n
n
It
It
--
Engine
%
Boiler
'%
Plant
%
'8.92
88.5
7.90
12.47
77.0
9.53
1~.50
74.1
10.0
10.7£1
76.3
8.20
10.12
11.18
13.58
84.7
78.0
70.2
8.57
--
8.71
---'-
_____
--
9~51
.-
"4
.
68
GTIOUP
1.
This group, conninting
was run at approximately
of tests summarized
might naturally
J\S
eoonomio results varied very nearly
by the plots following
0.0
tho load varied.
ourve of B. T. U. oon-
Even this ourve is somewhat affected
as will appea.r.from tables, was run 'llt1der
condifferent
from the other tests.
this test are as follows: -
regulation
The circu~8tanoos
Aft'3r the first three tests had
been made, it was aden that the s!,eed wao constantly
to the automatio
by the '1tarying
in the exhaust.
Test No.4,
surrounding
to the engine
the curve of water per H. p. hr.
and load is not as omooth as the corresponding
anounts of superheat
the
This in sholm
in tho steam supplied
varied, as did also that in the exhaust,
ditions essentially
be expeoted,
these remarks.
As the amount of superheat
smnptioll and load.
page,
speed, and at tllO same point of
constant
out off, but. '\ii
th va.rying load.
on previous
fluotuating,
of the fire and wa.ter supply;
it wao therefore
decided to endeavor to keep the crpeed more nearly constant
lating the throttle more decidedly
as the fluotuationo
tlea.."1t
a wide open throttlo when the boiler pressures
due
by manipu-
ooourred.
This
'Were low, and the
result was that the tetiporature of the steam fell off greatly.
In fact,
in a very few minutes
after sta:r-t
ing the test, the c:rJlauststeam was
very wet and remained
so throughout
the test.
Tho thermostat,
failed to shut the main fire off at all during the run.
pressures
ceased to fluotuate,
re~~ining
therefore,
The boiler
at about 200 lbs., ffildthe
68a
throttle was left wide open from then on.
failed to work satisfactorily
condition
in this test,
of the exhaust,
the pyroneter
that the tenperatu,:ae and
deternined;
but, judgir~
the boiler must ha.ve been
steam with very low, if any, superheat.
By comparing
highly superheated
this test, then, with the other tests uoing
steam, (for instance,
idea of the adva.ntage of using ouperheated
engine efficioncios
Test No.7)
steam.
we get a general
Comparing
the
it will be seen that tlle increase was ubout 30
The 'Wuter consumption
it cannot be ~verloaded
%.
\'Tanalso much lower in the ouperhea.ted run.
Thio test reveals a peculiarity
for long periods
throttle was open wide throughout
15.24 H. P. ,yet the behavior
evidenoe
30
of the steam could not be accurately
from the very wet oondition
supplying
Unfortunately,
that with a judioioua
of thin plant; llUl:1oly,that
of tine.
As above stated, the
the run, and the :power only ,averaged
of the car in other testa gave substantial
amount of humoring,
the car can be nlade
to average a mu~h higher power : that is to oay, in order to rtUl the car
to best advantage, when thepreosure
momentarily
dropn, the throttle
must be eased off, a moment rmtil tho :pressure oomes on again, and then
as the proosure rises, the car may be orowded,
so to opeak, oonnidcrably.
/.
,
/.8
"
/7
Q..
Q)
/.6
.,
c:: "=
~~
IS
CI)
~Q:
~:t
/.4
-f
¥
V)
-.Q
~
SOG
.~
2/
20
/9.
+-"
/8 ..(:~
~
17 :t
/6~
~
-t-?
IS" .......
~
()
14
t
+
".i
/d ~
Horse Power
S
7
8
9
/0
II
/:J
I;]
'"
'"
'?
~
\.J
"
s:::
~
+-3
~.v
'~~
7+
+Z
~
~
O)~
Q:
+5
CQ
!
1
~
"S
.,....
~
~
~
U
" "-
ct
+~
,<U
~")
0
t
.\J
......
.0
~~
~
~
.t:
+5
~~
l:]
Q)
Horse POV1/er.
7
B
9
/0
II
I~
A3
71
GROUP
li.
I
I
10
Teot No.
Horse Power
10.32
-neve of Engine ~er min.
589
11
12
7
9.82
8.54
13.87
753
775
I
1041
I
2
5
11.18
1
8.40
1100
1170
23.4
25.0
496
i
Speed of Oar(mi. I'er hr. )
12.6
16.5
16.1
22.2
410
431
446
412
325
Steam mlast pressures.
161
161
132
132
134
Boiler
785
Boiler
pressures.
787
783
707
799
Dag. s'UJlerheat (boiler)
334
332
325
255
351
steam Chest temp. (OF.)
635
615
617
615
623
264
255
C.>
Deg. ouperheat in Exhau$t.
B. T. U. por H.P. :per min.
Gasolino per H.P.
'POl-
hr.
Actual ovapa lb. gaooli11O.
Equiv.
"
tt
It
If
If
257
630
.--------
250
258
260
287
----
254
1.10
81
12.84
287
1.23
75
14.57
59
13.97
--....
328
312
--~
1.37
1.44
-
15.20
-
....
-
..
Boiler
piant
..........
---.-
18.66
_ .. ~----.-.------- ..- ...
340
412
--,----_ ..-
..
1.60
1.50
- ...
10.28
10.43
10.01
9.58
1O.~~~
15.20
15.60
14.73
13.60
14.93
I
16.50
%
16.70
14.80
12.92
13.58
12.47
10.12
%
77.9
79.1
75.8
70.2
77.0
84.7
13.01
11.67
%
-
95
105
----
Therr.ta1 eff. Engi~e
It
It
67
--
-----
--
11.27
Water per H.P. per hr.
727
-.
-'
( S.
107
I
temp. (OF.)
Dag. superheat
---
9.80
9.54
9.53
8.57
-
72
Gnoup
li.
In this Group it was endeavored
ana. to vary the speed .only, making
the testo; however,
this the basis for oOt!l}jurisonof
due to the 1l"anydifferent
tained, it ~as found impossible
predetermined
to keep the lond oonstant,
conditions
to oet tll0 load aocurately
anount, henoe the olight differences
sone effect upo!: the smoothness
rent relations.
at any
of load will have
of the curves which ropresent
Take for instanoe
little hieb on curve page
whioh ob-
the diffe-
the point (6) i7hich corneo a
lookine at the tables we see that
the horse power of this test \7as a little below tho avorace of the
speed run horDe powers,
little higher,
so that the gaooline
conslllnption would come a
ohowing why the point (6) cornea too high.
ment applies to Toint (12).
Consequ,:~ntly in drawing
\veight was given these :points than the other points,
horDe po\\'ersmore nearly aPI>roxi!:1.ated
the mean.
The same state-
the ourve less
at which the
In the curve of
B. T. U'u. per ninutc and speedo the points (2) and (7) are given less
weight than the others for a similar reaGan.
Throughout
all the
.give the proper weights
In general
deoreaoe
an endeavor has been made to
to the various ]?ointo.
it seeno that an increaoe
in engine efficiency
effioienoy.
ourves
although
not affecting
The water and fuel consumptions
spoed, and, as will be noticed,
water consumption
ill this Group.
in speed gave a marked
tlle highest
as much the plant
show great varia.tion with
engine efficienoy
of any of the tests was obtained
and leaot
at the lowest speed
'\
f--r
j
t-
-
1
--l--
~--r---~t
t
1
t.
r---+-+----'-+------
-t---
-~
-
~
---
--l
-----t-;--
t
- t
J...,...., ........................
-
_+_ --
+--
I
......
-+
~
[
I
......
-
t
f
------t---t----+--- _
i
-......-..,
1
-'-l-
-
-
-
-
-I-~-
-
~
1
f
i
r-
---
t
..,....,....
I-- ~---~
.........
~1
I
I -~__
---.
l
I
----+---"t
-
I
j
~-
f
-+---,.-+--+-1
t
-
t--- --+----"-.-,
I
t
1
I
-f-~+
~-
--I-
1--
-
-
__
J-
__1_- _
- -+--
--t--
I
- - -r --+--
I
t.....---------r
!--
--+--
j
T
t-+I
t
1
T--i
.... f_...,-t
-+---
R.AM or£ng/ne.
soo
(JOO
700
800
900
1000
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4th.
i Test No.
8
Horse Power.
8.88
'\
3rd.
2nd. I
1s:,:J
9
2
13
10.50
11.18
10.56
Rev. of Engine. (per min)
1048
1134
1100
10f30
Speed of Car(mi.) per hr.)
22.3
24.1
23.4
22.6
496
466
I
:
I
I
Boiler presoures.
325
432
1
!
steam Chest pres sur en.
194
144
134
112
~
745
I
I
780
780
799
(boiler)
310
319
251
steam Chest tewp. (oF.)
642
670
623
257
307
260
4
50
105
14.73
15.14
334
347
Gasoline per H.P. per hr.
1.41
1.37
Actual evap. lb. gasoline.
10.43
11.04
15.30
16.23
14.93
15.92
------
12.70
12.22
12.47
11':J2_~
78.8
83.9
77.0
81,.9
10.00
10.24
Deg. superheat
Deg. superheat (
s. e.)
Dag. ouperheat in E~laust.
Water per H.P. per hr.
B. T. U. por H.P. per min.
Equiv.
tt
"
Thermal eff. Engine
»
»Boiler
ft
ft
Plant
%
%
%
I
1
15.20
375
340
1.50
--
1.53
--
10.12
11.00
--
9.53
9.27
----------
1
I
j.
76
Ill.
GROUP
Group III is a series of tests at approximately
load and speed, but run on the different
thus giving different
out
notohes
of the reverse
lever,
offs.
There are six notohes on the quadrant,
and one for backing.
conntunt
fi va for go ing forward,
As seen from the tablos, tests were run only on
the first four notehe'a, tho reason for this being that the fifth notoh
brought
the links into very nearly mid-gear,
and the valves :pounded
badly ov.-ingto high oompression.
At this position
that the maximum pOVlor obtainable
fell below the rnefu~of the nO.teh
e;roup horae powers.
it 'Was found also
The tests 1, 2. 3, 4, 5, 6, 7, 10, 11, 12, ,,:ere
all run on the seoond notch, as the oar is ordinarily
run at' this out off.
It was thought not worth .....
hile to plot ourves for this GroUJ?
as there are but four points.
An inspeotion
show the efficienoy
Tl1e moat marked change visible appears
increase.
to be in the amount of superheat
of the table, however,
in the exhaust in the various
will
tests.
This effeot, of course, shoW's the engine to be uaing ita steam with
..
- more expansion and more eoonomy the shorter the .out off, as would be
expected.
Tho tables also show a. deorease
as the engine is hooked UP.
~lio economy
in fuel and wator oonoumption
is but slight, however.
77
COllet US! orr •
This serieo of testa sholla the miite steam Plant to give
remarkable
high eoonomy and efficienoy
of operation.
It also ohowa that thin io, in a great measure,
to the use of high pressures
by oomparing
under almost all conditions
Tests No.4
and high degrees of superheat;
of the separate
efficiencies
ensine, it is seen at onoe that the great effioienoy
whole is largely due to the boiler.
of the plant as
itsnochanical
0.0
without danger.
0.
is
construct-
The fact tha.t very little
water io present, renders a do.ngerous explosion
i~osoible.
io, no doubt, due to the very large heating
portion to the water contents,
of boiler and
This unique riece of apparatus
adapted to this type of work,
ion admits of high pressures
efficiency
this is shown
and No.7.
On consideration
particularly
due
The hieh
surface
a.nd to tho efficient.method
in })ro-
of super-
heating the stea..':1.
by having it pass through the hottest part of its
pa.th last.
One interesting
point in this boiler is this:- The feed
tank usually contains a large amount of heavy engine oil returned
with the condensed
However,
steam, as no means is employed
to remove
due to the high velocity of the steam in paosing
it.
through tho
tubing, no trace of boilE~r ooale troubles has ever been met with.
In Teat No.4,
approximated
for in3tance,
the velocity was oaloulated
235 feet per second.
to have
18
It is to be remembered
ditionG
also that the feed water under road cor.-
i3 much warmer than in this series of tests, an it is largely
condensed
account,
steam returned by the condenser
it is reasonable
pump.
Taki!lb this into
to assume that tIle boiler efficiencies
would show even higher values under road conditions.
An has been previously
was practicable
brour:;htout, the lowest speed at which
to run the tests gave by far the best economy.
speed the water consumption
At this
was only 11.27 Ibs. per horse potrer per
hour, and the B. T. U. conaumption
fevl compound
it
254 per minute,
values which very
engines of larger size have equalled.
The rotative
speeds are rather high; for instance,
of 25 miles per hour, the engine makes 1170
n.
at a speed
P. M •• and even at the
lowest speed tested the engine made 589 :1. p. M.
This Viould explain
'7hy varying the speed seemed to effect the economy r.1orethan varying
the load, the engine speeds being so high that the friction
a faotor of the power.
quite high, the piston
stroke.
However,
the rotative
speeds were not excessive,
The highest piston
Thr~uehout
although
speeds were
owing to the short
speed was only 685 feet per minute.
tho test, the Plant has been treated aD a steam p1a.nt
without regard to its value from the standpoint
In this regard
wao quite
of vehicle propulsion.
it must be said that the system is admirably
to meet the many peculiar
requirements
both on account of ita great flexibility
of automobile
the opeed and guide the ca.r.
notive power,
and its automatio
of steam supply, leaving little for the operator
adapted
regulation
to do but regulate