| T – t | |
| E = | |
| T |
We have the theoretical efficiency of a gas engine, neglecting friction, loss to the cylinder walls, and loss through the rejection of heat with the exhaust gas, equal to—
| 1960 – 520 | ||
| E = | = 73.5 percent. | |
| 1960 |
In substituting the numerical values in the above calculation it was assumed that the temperature of the burning mixture would be 1500° F above zero, and that the exhaust temperature would be as low as 60. Since the calculation is made from absolute zero, which is 460° below the zero marked on our thermometers, the temperature of the burning charge, T = 1500 + 460° = 1960° above absolute zero. Similarly the absolute temperature of the exhaust would be, t = 60 + 460 = 520° absolute. The application of the absolute temperatures will be seen from the calculation for efficiency. The value given, 73.5 per cent, it should be understood is the theoretical efficiency and is at least 20 per cent above the best results obtained in practice. The best record that we have had to date, is that established by a Diesel engine which returned 48.2 per cent of the calorific value of the fuel in the form of mechanical energy. In order that the reader may have some idea of the losses that occur in the engine, and their extent we submit the following table. These are the results of actual tests obtained from different sources and represent engines built for different services and of various capacities:
| Losses—Data | Automobile Motor | Stationary Engine | Stationary Engine | |
|---|---|---|---|---|
| Horse-power | 30. | 200 | 1000 | |
| Heat lost to jacket water | 35.8% | 31.0% | 2970 B.T.U. | Loss at per Horse-power in B.T.U.’s |
| Heat lost in exhaust | 24.6% | 30.0% | 2835 B.T.U. | |
| Friction loss | 8.6% | 6.5% | 810 B.T.U. | |
| Heat lost by radiation | 15.4% | 8.2 | 540 B.T.U. | |
| Heat available as power | 2700 B.T.U. | |||
| Efficiency (per cent) | 15.6% | 24.3 | ||
| Fuel | Gasoline | Producer Gas |
The remarkable efficiency of the Diesel engine is due principally to the extremely high compression pressure, which was from 500 to 600 pounds per square inch. When this is compared to the 60 to 70 pounds compression pressure used with automobile engines it is easy to see where the Diesel gains its efficiency. It is evident that as much depends on the manner in which the fuel is used in the engine as on the calorific value of the fuel.
(6) Expansion of the Charge.
When an explosive mixture is ignited in the cylinder with the piston fixed in one position thus making the volume constant, the increase of temperature is accompanied by an increase of pressure. If the piston is now allowed to move forward increasing the volume, the increase of volume decreases the pressure. Since in the operation of the gas engine the piston continuously expands the volume on the working stroke it is evident that there is no point in the stroke where the pressures are equal, and that the pressure is the least at the end of the stroke, it being understood of course that no additional heat is supplied to the medium after the piston begins its stroke.
This distribution of pressure in the cylinder in relation to the piston position is best represented graphically by means of a diagram as shown by Fig. 3, in which K is the cylinder and P the piston. Above the cylinder is shown the diagram HGDE the length of which (HE) is equal to the stroke of the piston shown by (BC). Intersecting the line HI are vertical lines, A, a, b, c, C, which represent certain positions of the piston in its stroke. The height of the diagram H G represents to scale the maximum explosion pressure in pounds per square inch, and the line HG is drawn immediately above the piston position B which is at the inner end of the stroke. To the left of the line HS is drawn a scale of pressures ML divided in pounds per square inch so that the pressures may be read off of the pressure curve GD. The line JI represents atmospheric pressure, and the divisions on ML, of course, begin from this line and increase as we go up the column. As an example in the use of the scale we find that the point F is at 50 pounds pressure above the atmospheric line JI.
We will consider that the clearance space AB is full of mixture at the point B, and that it is moved toward the left to the point C filling the space AC full of mixture at atmospheric pressure. The location of the piston on the diagram is shown by D and E. The opening through which the gas was supplied to the cylinder is now closed, and the piston starts on its compression stroke, moving from C to A. As the volume is reduced from AC to AB, there is an increase of pressure which is shown graphically by the rising line EF. This line rises gradually from the line JI in proportion to the reduction in volume until the piston reaches the end of the compression stroke at B, at which point the compression is at a maximum. The extent of this pressure is shown by the length of HF which on referring to the scale of pressure at the left will be found to be 50 pounds per square inch.