Gas and Oil Engines, Simply Explained Part 2

In order to get the hottest possible flame, the quant.i.ty of gas and air must be mixed in the right proportions. A common fault is that there is too much gas allowed to flow through the nipple, compared with the amount of air being drawn in at the air aperture, fig. 13. The result is, we get a flame of great length, but one which is not at all suited to our requirements; and instead of giving up its heat to the tube and the asbestos lining of the chimney, a large amount of gas we are presumably burning _in_ the chimney is not being burnt there at all, for, on applying a light just above the chimney top, a quant.i.ty of this gas we are wasting will be seen to burn with a flickering blue flame.

To put matters right, it is necessary to do one of two things--either cut down the supply of gas or increase the air-supply. Providing the air aperture is normal, _i.e._, the same size as it was originally, it is better to adjust the _gas_, which may be done by tapping up the nipple N, as indicated in the enlarged sketch, fig. 14, until just the right amount of gas can flow.

As a rule, if there is too much air, the flame will burn with a loud roaring noise, and is liable to fire back. The nipple should then be opened out with a small reamer--the tang of a small file, ground to a long taper point, makes an admirable tool for this purpose. Whether the burner is of the ordinary bunsen type, or the ring or stove type, the above remarks apply, as in every case the flow of gas is governed by the size of the orifice through which it flows.

There is no need to use anything beyond a touch of oil when putting in a new tube, in order to make a perfectly tight joint; white or red lead are quite unnecessary, and are liable to make it a troublesome matter to remove the tube on future occasions. Neither should undue force be applied when putting in new tubes; it is liable to wear the thread in the firing block, which results in a partial stoppage of the ignition hole, as indicated in fig. 15. This is especially the case if we happen to get hold of a tube with its screwed part slightly smaller than usual.

The asbestos with which the chimney is lined should be about 1/8 in.

thick, and, when renewing, the same thickness should be used as originally. A thicker board will reduce the annular s.p.a.ce round the tube, and will have a choking effect on the flame--much the same as referred to above, when there is too much gas and not enough air. A simple method of lining the chimney is to cut a block of wood to the inside dimensions of the chimney, less 1/4 in. in width and thickness, then soften the asbestos cardboard by immersing in water, and bend it round the wood, cutting off to the required size, _i.e._, till the two edges form a neat b.u.t.t joint. It can be allowed to remain on the mould until dry--when it will retain its shape--or can be put into the chimney straight away, if it is wanted for use immediately. In the latter case, however, it will be some fifteen minutes or so before the tube will attain its working temperature. Asbestos linings gradually become worn and ragged, and small flakes are apt to detach themselves and fall down into the burner, which, of course, prevents the flame playing as it should around the tube. In such cases it is not always necessary to fit a new lining; if the chimney is removed, the loose flakes shaken out and the asbestos well damped and patted down with a wooden or steel foot-rule or other suitably shaped tool, it will be fit for another long spell of work.

The nickel or hecknum tubes are treated in the same manner as the iron, but, as we mentioned before, are more durable, but require more heating to get them up to a workable temperature. Their greater first cost is compensated to some extent by makers in some cases guaranteeing them for six months.

Of the porcelain ignition devices, we will deal with the double-ended tube first, it being the more commonly used of the two in this country.

This form of tube is usually about 3 in. long, 1/2 in. diameter, and open at both ends. It may be mounted in a metal casting, in form not unlike the small gas stoves for heating soldering irons. It is heated the greater part of its length by a couple of rows of gas jets, and is frequently surrounded by an asbestos lining. The whole arrangement is in reality a tiny furnace. When in position for working, one end of the tube is open to the ignition pa.s.sage leading and communicating with the combustion chamber, while the other end is sealed, through b.u.t.ting up against a metal cap or plate. An asbestos washer is interposed between the tube at each end and the metal it bears against, thus making a more or less flexible joint. A thumb screw is arranged at the outside end of the tube, by means of which pressure can be applied to clamp it up between the washers to the desired extent. Some care has to be exercised in adjusting this form of tube for running. When heated to the working temperature it, of course, expands, so that, if tightened up too much when cold, it is under a fairly high compression; and when the engine is started, and the explosion takes place, it not infrequently bursts, if there is not sufficient "give" in the washers to allow for the expansion. On the other hand, if not clamped up sufficiently tight to start with, when the explosion occurs, the washer at one or each end is blown out. This adjustment has to be made to a nicety, and, although a somewhat difficult matter, success may be attained after one or two trials. It is advisable, after a new tube has been put in, to start up the engine gently, _i.e._, with less than the normal supply of gas, and increase to the full amount gradually whilst running. This may be done by simply opening the gas-c.o.c.k on engine partially in the first place.

The single-ended porcelain tube is not so well known here as on the continent; why, we cannot say; certainly it is preferable in every way.

We give a few ill.u.s.trations, showing the method of using this tube.

Figs. 16 and 17 show the general arrangement of tube and chimney and the manner in which they are fixed to the cylinder. The device consists primarily of three parts--the body or chimney B, the cover C, and the tube itself T. The body is a light iron casting, carried by a couple of studs SS, which are either screwed into the firing block F, or direct into the metal of the cylinder casting if no firing-block is used; the latter may very well be dispensed with in the smaller-sized engines.

The tube is made of thin porcelain, slightly bell-mouthed at its open end, and is mounted in a thick metal washer W, as shown in fig. 18 in section, the joint being made with a little asbestos paper, moistened.

The block F and the face of the body B (fig. 16) are recessed to take the washer W easily, but the depth of both recesses taken together must be about 1/16 in. less than the thickness of the washer W; thus, when the tube is placed in position between the body B and the block F, and the former screwed up by means of the two nuts, as shown in the figure 16, the effect is to clamp the _washer_ which carries the tube, but _not the porcelain tube itself_.

[Ill.u.s.tration: FIG. 16.]

[Ill.u.s.tration: FIG. 17.]

[Ill.u.s.tration: FIG. 18.]

The latter is left perfectly free to expand; and yet, owing to its particular shape, the pressure in the cylinder during the compression and explosion stroke only tends to make the joint between the tube and washer more secure. The action of this ignition device depends upon the tube heater H, which is merely a small bunsen burner, the flame of which impinges on the tube at one particular spot, raising it to a very high temperature--almost white heat. Most of my readers will know the formation of the bunsen flame. It in composed of two distinct zones. The inner one, marked A in fig. 18, is a perfectly cold part of the flame, and appears to be a pale-blue coloured cone.

It is the outer zone which is the hot portion of the flame, hence this part _only_ must be allowed to play on the tube. The tip of the blue cone A must be kept about 1/4 in. below the tube, in order to ensure the hottest part of the flame impinging precisely where the heat is required.

The total length of the whole flame is, to a certain extent, immaterial; but, generally speaking, it should be adjusted so that the length of the inner cone A is about 1 in. or 1-1/4 in. The same methods which we described in the early part of this chapter can be employed in the adjustment of this burner, but some care should be exercised to get the correct flame length.

The result of allowing the cold part of the flame to impinge on the tube is observable in fig. 18. The black spot indicated on the drawing actually appears as a black or sooty spot when looking at the tube under these conditions; but in reality no discoloration whatever takes place, the spot disappearing immediately the cone A is made shorter, or the burner H lowered in the chimney B, so that the tip of A is just below, and does not touch the tube at all.

The adjustment of the length of cone A may be accomplished in two ways--(1) by keeping the supply of gas constant, and varying the amount of air admitted at aperture K, fig. 18; (2) by keeping the supply of air constant, and varying the amount of gas admitted through nipple N. The first method is to be preferred when it is necessary to make any slight adjustment due to the variation of gas pressure during the day, and may be accomplished by fitting a small sliding s.h.i.+eld G, as shown in the figs. 16 and 17, and moving it round so that it covers, more or less, the aperture K. Thus the length of cone A may be adjusted to a nicety in a very few seconds. This s.h.i.+eld keeps all draughts and puffs of wind from the fly-wheel away from the aperture, and helps the flame to burn very steadily. In the first place, of course, the flame will be regulated by opening out or tapping up the nipple N (an enlarged sketch of which is given in fig. 14), so that cone A is just about 1-1/4 in.

long when air aperture is full open; but once this is done, any future adjustment can be made by throttling the air-supply, or raising or lowering the burner bodily, the set screw keeping it in any desired position (see fig. 17).

From the foregoing remarks it will be seen that the most noteworthy features of this form of ignition are the ease and certainty with which the tube can be fixed in a few moments; that when the two nuts on the studs SS have been tightened up there is no likelihood of the joints being "blown," for, as we said before, only the metal washer is clamped up, the porcelain tube itself being as free to expand as it was before.

It is also at once obvious when any adjustment of the flame is necessary; there need be no uncertainty as to whether the tube is hot enough or not.

CHAPTER V

MAGNETO IGNITION

The third form of ignition we have to deal with is the electric.

There are a great number of different types made and used, but for gas-engine use perhaps that known as the magneto ignition is the most satisfactory. With this form, neither acc.u.mulators, dry batteries, or spark coils are required, and consequently a greater simplicity is arrived at than would otherwise be the case.

In fig. 19 we show diagrammatically the ordinary form of magneto machine. Virtually it is a small dynamo which is fixed to the side of cylinder casting, and is operated in the manner shortly to be described.

As we do not propose to enter into more than a brief explanation of why and how this apparatus generates current to produce the required spark, perhaps a simple a.n.a.logy will make matters most intelligible to any reader not well acquainted with electrical phenomena. We know that when a current of electricity is flowing in a wire, and the wire be suddenly broken, a spark will occur at the point of breakage. This fact may be observed in an ordinary electric bell when ringing; at the tip of the contact breaker a number of tiny sparks may be seen to occur, due to the rapid make and break of the current flowing in the circuit. Precisely the same action takes place in our magneto-igniter, but, instead of a mult.i.tude of tiny sparks, we produce one at a time, at definite intervals, viz., at the commencement of each explosion stroke.

[Ill.u.s.tration: FIG. 19.]

In the later form of magneto machines there is a soft iron sleeve between the magnet poles and the armature. The former is connected to a system of levers by which a reciprocating motion is imparted to it by means of a suitably arranged cam on the side shaft. It has been found that better results are obtained by causing the magnetic field to move relative to the armature winding than to move the latter through a stationary field. Reference to the diagrams, figs. 20 and 21, will make this clear.

In fig. 19 the cam C is shown just on the point of allowing the lever L to fly back into its normal position, due to the action of the springs comprising a dashpot S. As the cam rotates, it pushes the lever L to the left, the sleeve (or virtually the armature A) is also rotated through a portion of a revolution comparatively slowly; but as soon as L is released, the sleeve (or armature) flies back again almost instantaneously and for the moment is generating a current in the same manner as would any ordinary continuous current dynamo.

[Ill.u.s.tration: FIG. 20.]

[Ill.u.s.tration: FIG. 21.]

At the instant the maximum current is being generated, the circuit is broken by means of the contact breaker D, fig. 19, which we show in detail in fig. 22. The latter is mounted on the end of the combustion chamber, and consists of two parts, D and P.

[Ill.u.s.tration: FIG. 22.]

D is an easy fit in the hole bored to receive it, and has a mushroom valve head and seating, as shown, so that it moves readily when struck by the projection E on the rod R (fig. 19); but yet, acting in the manner of a non-return valve, it allows no gas to escape when the explosion takes place in the cylinder. D is therefore in direct metallic communication with the engine frame and earth.

P is a fixed metal pin, carefully insulated from all contact with the engine frame and earth. To this pin one end of the armature winding is connected, whilst the other end is connected to the engine frame.

Thus a closed circuit is formed, and when the current is generated it flows from one terminal of magneto through wire to pin P, on to D, through D to earth (_i.e._, engine frame), and so back to other terminal on magneto.

And as the circuit is broken between D and P, we obtain a spark, as previously explained, which may be timed to take place by adjusting the position of cam C on side shaft relatively to the position of piston.

It may be said that the position of the magneto-igniter is immaterial; it will be fixed in different positions on different types of engines, and so long as the operating mechanism is simple and effective, _i.e._, as direct as is practicable, it works well, and requires little attention. The timing of the spark will be dealt with in the chapter on Cams and Valve Settings.

CHAPTER VI

GOVERNING

The devices for governing the speed of the engine may be divided, broadly speaking, into two cla.s.ses--the inertia or hit and miss governor, and the centrifugal. Of the latter type we will give an instance first. In figs. 23 and 24 the governor gear is shown diagrammatically, consisting of a couple of weights WW suspended from a vertical spindle. These fly apart when caused to revolve by the bevel wheel gearing BB, and raise the sleeve S to a greater or lesser extent.

A recess in the latter engages a lever arm L, through which the vertical movement of the sleeve S is converted into a horizontal movement of the sleeve T. The latter is carried by the valve lever P, and is virtually a roller which engages with one or other of the steps of the cam C, according to the speed of the engine. The object of this arrangement is to keep the ratio of air to gas uniform throughout all variations of load. The gas and air valve are shown as both being operated by the same lever P, the accurate timing of the latter being obtained by means of set screws.

[Ill.u.s.tration: FIG. 23.]

[Ill.u.s.tration: FIG. 24.]

Messrs Dougill & Co.'s engines are fitted with a step down cam and governor such as this. The centrifugal governor is often arranged so that instead of the charge being merely reduced in volume, the whole charge is cut out, and no explosion whatever takes place. (In this respect the same results are obtained as when a hit and miss governor is used, and the latter form therefore is to be preferred, especially on small engines, where the difference between the indicated power and the brake power is always, even under the best conditions, fairly great.)