MAINTENANCE OF GAS AND OIL ENGINES
Gas engines are in most cases mounted on a metal bed-plate, and for
small engines the weight of the machine is very often sufficient to
keep it in place; it is more satisfactory, however, to bolt it firmly
down to a bed of concrete or stone. Plenty of room must be allowed
round about to enable cleaning and repairs to be executed; space is
also necessary for turning the fly-wheel round if no self-starting
mechanism is provided.
Above two or three horse-power water must be used for cooling
the cylinder, mere cooling by air circulation being insufficient
for carrying off the waste heat except in very small motors. It
occasionally happens that water is laid on, which can be used for the
water jacket, the heated water being simply allowed to run to waste.
Unless the water is exceedingly cheap this arrangement is far too
expensive, and it becomes necessary to erect a separate circulating
system, in which the water is used over and over again. Makers provide
for this purpose galvanized iron tanks, which are connected by two
pipes to the water jacket. The tank being filled with water, and the
engines started, circulation takes place in a manner similar to the
ordinary household hot-water systems. The lower opening of the water
jacket is connected to the lower pipe from the tank, and the second
pipe, starting from a point near the top of the tank, is connected to
the upper opening of the cooling jacket. The difference of density
between hot and cold water causes the former to rise and flow back to
the reservoir along the upper pipe, and cold water rushes in to take
its place.
About 400 to 500 litres of cold water are required per horse-power, but
it largely depends on the rate at which the tank cools; in some cases
only 200 litres being found quite sufficient. The temperature of the
water leaving the jacket should be about 60° C. It is more economical
to let it rise to 80° C., but in this case very good lubricating oil is
required for the cylinder. A tap in the lower pipe, and a thermometer
placed against the upper one, will enable the attendant to adjust this
temperature.
_Starting and stopping._—Starting is an operation requiring a little
practice. First of all the igniting burner must be lit, and time
allowed for it to red-heat the ignition-tube; if electricity is used
this wait of a few minutes is obviated. The lubricating arrangements
are then attended to, so as to make sure of them being in satisfactory
working order. If no self-starting arrangement is provided, the supply
of gas to the cylinder is partly turned on, and a few quick turns of
the fly-wheel by hand are sufficient to set the engine in motion.
Having attained the normal speed the gas can be turned full on. If
the motor refuses to start, the tap regulating the gas supply should
be examined as it may be too full on; the ignition apparatus must then
be inspected. Sometimes the reason of the refusal to start lies in the
exhaust-valve which leaks; in this case no compression takes place.
This can easily be verified by turning the fly-wheel backwards, and
seeing whether the piston tends to resist the motion, which it would
do if the compression was taking place properly. When running it is
a mistake to flood the engine with oil; a barely sufficient quantity
of good mineral oil is all that is required. If the valves require
cleaning, then of course plenty of oil should be used to wash away the
deposit, but they should be well wiped before starting. Many persons
have become erroneously imbued with the idea that a gas engine requires
a skilled mechanic to attend to it. As a matter of fact any person
without previous knowledge is, with a few days’ practice, competent to
take charge of a motor provided that he is intelligent and careful.
Under these conditions a gas engine will last as long as a steam
engine, and will be generally found much more satisfactory.
To stop the machine, the self-starting mechanism must first be allowed
to operate, and then the supply of gas is shut off. After this the
burner or electric ignition must be cut off, and the cooling water too,
if it is not a circulating system. If the machine is to remain stopped
for some considerable period, turn the fly-wheel round till the piston
is in its most forward position; this will prevent dust and grit from
getting into the cylinder, and scoring the inside when the engine is
re-started. These are the general rules which must be obeyed in the
maintenance of the gas engine. The attention they require is therefore
small, and this quality has contributed not a little to their success.
No stoker or engine-driver is required; any person can, with very
little instruction, take charge of them. If the engine is properly
erected by skilled workmen, and has been running sufficiently long to
have arrived at a condition of regular lubrication, etc., a person in
constant attendance can be dispensed with, and it is sufficient to look
in occasionally and see that everything is all right, that there is a
sufficient supply of oil, and that the cylinder is cool, because if it
became overheated it might bind and destroy the interior.
Every month a complete cleaning should be undertaken, the valve
mechanism and cylinder being washed with mineral oil to dissolve the
deposit of carbon and tarry substances in them. Every six months the
valves should be re-adjusted, and if necessary re-ground into their
seatings. The time and trouble necessary for these periodical cleanings
will be amply repaid by the satisfactory working of the engine; nothing
is more annoying than a breakdown due to accumulation of dirt, and to
the continual postponement of the cleaning out.
_Maintenance of oil engines._—These machines require the same careful
treatment as gas engines, but they have in addition a carburator or
a vaporizer which require special attention, and render the cylinder
particularly liable to become fouled by the heavier products of the
vaporized oil. We have already described the principal systems of
vaporizers and carburators, and we shall only return to them to state,
that for efficient working they should be cleaned out once a week.
At the very outside not more than a month should elapse between the
removals of incrustations and deposits of carbon. The lamps used for
supplying heat to the vaporizer should also be attended to from time to
time, and occasionally thoroughly cleaned out.
_Ignition of the explosive mixture._—As we have already seen, several
different methods exist of setting fire to the explosive gases,
and each of them has its advantages and drawbacks. Ignition by an
incandescent tube of iron or porcelain seems to be the most simple, and
works as well as any other system; the sliding valve containing the
igniting jet is somewhat more complicated.
Electric ignition, if effected by a magneto generator driven by the
engine, is certain in its operation, but it is awkward at starting.
For petroleum and carburetted air motors batteries both primary
and secondary are better, especially when the motors are used for
propelling vehicles.
Looked at from the economy point of view, it is very hard to decide
which is the best system of ignition: red-hot tubes require gas,
accumulators require electric energy to be put into them, magneto
machines are expensive and use up power, in fact, they are all about
the same as far as cost is concerned. In France electric ignition is in
much greater vogue than in this country, where hot tubes reign supreme.
The electric system requires a few words concerning batteries and
induction coil.
If primary batteries are used the chromic acid type is the best.
These are manufactured in a large number of varieties; some of the
French makers, Trouvé, Guérot, Radiguet, and others, have paid special
attention to their application to gas and petroleum engines. The
induction coil should have a rather thicker secondary winding than
usual; it is necessary to have as hot a spark as possible to ignite the
gas, and this is not obtained if the spark is of exaggerated length.
[Illustration: FIG. 51.—Section of the Simplex Gas-producing Plant.]
The spark-gap also requires occasional attending to. It consists
usually of a porcelain rod with two points between which the sparks
pass, either intermittently or governed by an automatic switch, or
else continuously. In either case the points often become coated with
a deposit of carbon, which decreases their efficiency. They must
therefore be wiped clean about once a week.
_Maintenance of engines using poor gas._—These engines differ very
little from the ordinary coal-gas engine. The arrangement of valves
which will do for the one is also suitable for the other. We shall
therefore only give a few hints on the management of the gas-producing
plants which forms their only point of difference; to do this we shall
consider a “Simplex” plant.
The firm of Matter et Cie. have received many letters from other firms
to whom they have supplied their apparatus, replacing existing steam
engines, in which they state that the whole management and maintenance
of their new source of power is much more simple than the old. This is
not to be wondered at, because the whole plant is perfectly automatic.
There are no pressure or water gauges to attend to, because no more gas
is ever produced than is absolutely wanted. A steam boiler may require
to be stoked once every quarter of an hour, whilst a poor gas generator
only requires charging about once every six hours, according to demand
for power. The Simplex motor itself requires very little attention, and
all bearing surfaces are made as large as possible to avoid the risk of
heating.
Fig. 51 shows a complete plant in section. A is the generator filled
with coke or anthracite; the opening of the hopper, N, and the door, D,
of the hearth are closed. Air arrives from the centrifugal pump through
a stop-valve, I, and water through W. The air passes through the mass
of incandescent carbon forming carbonic acid gas, which is again
reduced by the excess of carbon to carbon monoxide. The water becomes
vaporized, and is dissociated by the action of the heated carbon
forming hydrogen and oxygen, which combines with the carbon forming
more carbon monoxide. The gas produced consists therefore of carbon
monoxide, hydrogen, nitrogen, and a small proportion of hydrocarbons
and carbonic acid gas.
Passing by the pipe S to the base of the washing-tower the gases meet
in their ascent water from the pipe Z, which cleanses them of all
impurities, after which they pass by the pipe Y to the gasometer, and
from there to the engine. We close this description of gas and oil
engines, hoping that we have said enough to put before electrical
engineers who are thinking of making use of this economic form of
motive power, the exact state of affairs, what results have been
obtained, and especially the considerations which govern the choice of
an engine.
[Illustration: FIG. 52.—Agricultural Oil Locomotive.]
We further hope that this systematic examination of all engines which
have received the sanction of practical experience, will prove of some
service to those who wish to become better acquainted with the numerous
existing types, and to understand their relative advantages and faults,
in order that they may select a gas engine which is suitable to the
particular requirements of each individual case.
INDEX
Buire-Lencauchez Gas, 110
Carburator, Schrab, 69
” Delamare, 70
” Lothhammer, 70
” Meyer, 69
Carburetted Air Engine, Brouhot, 74
” Daimler, 73
” De Dion-Bouton (Tricycle), 75
” Durand, 71
” Lenoir, 68
” Tenting, 71
Carburetted Gas, Faignot, 68
” Mille, 67
De Dion-Bouton Motor Tricycle, 75
Dowson Gas, 107
Efficiency of Heat Engines, 15
Gas Engine, Andrews, 41
” Atkinson, 57
” Baldwin, 33
” Bénier, 26
” Benz, 31
” Bisschop, 24
” Cadiot, 63
” Campbell, 34
” Charon, 59
” Compagnie Parisienne, 61
” Crossley, 47
” Cuinat, 55
” Dugald-Clerk, 29
” Economic, 28
” Fielding, 42
” Forest, 27, 53
” François, 25
” Griffin, 65
” H. C., 63
” Koerting-Lieckfeld, 39
” Lablin, 45
” Lenoir, 23, 38
” Lentz, 28
” Letombe, 62
” Martini, 45
” Midland, 34
” National, 51
” Niel, 44
” Noël, 56
” Otto, 35
” Pygmée, 49
” Richardson and Norris, 63
” Robuste, 62
” Roger, 61
” Rollason, 65
” Simplex, 121
” Stockport, 31
” Tenting, 57, 71
Gas-producer, Bénier, 115, 126
” Gardie, 112
” Kitson, 118
” Loomis, 118
” Taylor, 113
” Taylor-Wimand, 117
” Wilson, 119
History of Gas Engine, 1
Longsden process, 119
Lowe ” 105
Maintenance of Gas Engines, 131
Otto Cycle, 8
Oil Engine, Brayton, 77
” Campbell, 82
” Capitaine, 85
” Crossley-Holt, 98
” Griffin, 100
” Grob, 82
” Hornsby-Akroyd, 90
” Knight, 98
” Koerting-Boulet, 97
” Merlin, 89
” Niel, 101
” Priestman, 79
” Ragot, 94
” Root, 95
” Sécurité, 79
” Trusty, 99
” Vulcan, 93
Siemens Gas, 107
Strong process, 105
Working Principles of Gas Engine, 13
_Richard Clay & Sons, Limited, London & Bungay._
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+--------------------------------------------------------------+
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| WHITTAKER’S ELECTRO-MECHANICAL SERIES |
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| Adapted from the French of HENRY DE GRAFFIGNY |
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| ELEMENTARY ELECTRO-TECHNICAL SERIES |
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Whittaker’s Electro-Mechanical Series.
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Transcriber’s Notes:
- Text enclosed by underscores is in italics (_italics_).
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- Blank pages have been removed.
- Silently corrected typographical errors.
- Spelling and hyphenation variations made consistent.
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