"SOUTHERN LUZON STATE UNIVERSITY COLLEGE OF ENGINEERING lucban, Quezon MIDTERM HANDLING OF FUELS Name: Palentinos » Andrei V: ‘MCE 10— COMBUSTION ENGINEERING Coure/Year/section: BSME DS GM. Discuss the following. include illustrations and useful equations ° + Handling of Gas Fuels (a) Mixing with air The arrangement {or mixing {uel gas and ir is an important part of four: stroke gas engine 5 because complete combustion and tow fuel consump ton can be ebtained only with thorough mixing. There are {hree-main-group divisions of rising arrangements in modern engines. First, ‘he air and gas are mixed by passing \hrough openings or slots in a separate box and admit- ted 4o the cylinder as a ready mixture. Th the second groups the air and gas are mixed in the throat of the venturi tube by the high velocities created Ahere as a result of the suction action of the engine piston. In the third group, ‘he mixing is effected immediately before admission. In most designs the mixing arrangements are connected with goverring devices 5 and therefore Aheir constructions will be described simultaneously, Pressure Regulotion. ~ In order 40 dotoin a proper mixing , the fuel-gas pres~ suré should be only high enough to overcome the resistance to the gas Flow. For rich, natural gas this pressure should be about 4in. and not over Tin. waters, for leaner gases it can be slightly higher: To prevent q fluctuation af the gas pressure due fo the intermittent action of the engine piston there should be inserted into the pipe line either a rubber bag ora rectiver tank with a capacity of 4wo or three piston displacements. A gasometer consicting of a cylindrical bell floating in water or oil can also be used (b) Governing Theoretically. the governing of gas engines could be done by two different methods ~ by changing the weight of the charge without changing ils composition and by charging the weight of fuel gas with practically constant gir admission. The advantage of the first method, called quantitative governing, is its simplicity the weight of the charge is changed bj throttling tall Gir ond fuel garyor the ready air-fuel mixture ; this method of governing can be carried through Ane whole range of loads 5 from maximum to idling. the disadvantage is that the lowering of compression pressure with a decrease of the suction pressure affects the combustion and lowers the thermal efficiency; also the pumping losses increase at smaller loads. The odvantog: of the second method, called qualitative governing » is better fuel economy. However, {his method cannot oe used al small loads , because after a certain decrease of fuel admission, the mixture will become so lean that it will not burn properly. Therefore, from a certain load down, ine air-fuel catio cannot be incteased and the governing must be done by decrea~ sing the total weight of the charge. Thus, the goverriing becomes a combi~ ration of both methods, which generally complicates the construction. This governing is used only im large gas engines where the {uel economy is especially important. (<) Gas- air Mixers Figure G- 1 shows a mixing box for natural gas- The gas enters at b and passes ficst into the hollow valve stem F and from there goes Ahrough ports g into the air stream. ‘the proportion of gas to air con be adjusted depending upon the gas composition. jhis adjustment is obtained X by slightly turning the valve by the handle 2, thus changing the size of the effective area of the uppet QS TN ports which are formed by Fig. G1. Gas' mixing and regulating vole the edges of slots d and e. Governing is done by throttling: the governor connected to the bell crank. m lowers or raises ‘he valve, changing the heights H foc oir and h for gas admis- sion and leaving the ratios of the oreas gnd mixtures unchanged. the drawback of such an arrangement, when used for a two- cylinder engine» is thepossibility of an unequal charge being admitted 10 each cylinder. In the venturi-lype mixer, Figute @-2s the air is admitted at a, the gas at by led to the throat bby the tube #. The governor acts upon the butterfly g4f Valve ¢. Butterfly valve A and the sliding gas valve @ are hand-operoted for starting the engine 5 Q is gs adjustment for idling. The mixer has a regulator which furnishes the gas at or near atmas- pheric pressure This type of mixer used wilh natural Gas gives very good results over the entire range of load and speed variations. As compared with mechanical mixers , such as shown in Fig: @-1y the versuri type is less expensive, move easily adjusted and does not require as powerful a governor. Fig. 6-2 Venturi gas tniver Lee rm ig@ZZ rt SINS Fig. 6-3. Gas mixing, regulating , and Fig. 6-4. Inlet valve and mixing inlet valves. arrongement with combination governingAn example claconstruction with a mixing arrangement of the Ahird type but with the sore governing methad by throttling is shown in figure @=3- Air is admitted Mwough a balanced double- disk valve a and the gas through a coricol- plug valve b. Mixing is effected by means of a number of nozzles 6.6. The proper air-fuel ratio is adjusted by slightly lowering or Taising the gas valve on its stemn. The charge is regulated by simultaneously lowering oF coising the ait and gas valves. Sliding surfaces, friction, danger Of sticking, and reaction upon the governor are eliminated inthis design. The use of separate tequiating valves for each cylinder and elimination of an admission manifold permit the adjustment of Proper charge for each cylinder. Figure @4 illustrates a mixing arrangement of the third group with a combination governing: From maximum toad tp about half load the governing is done by thiattling of the {uel gas alone by means of the cylindrical valve 4 after that both air and fuel ore throttled by means of butterfly valves b and C The mixing is assisted by the air stream being broken by ribs a. However, this system of mixing can be used only with lean gases such as blast furnace or producet gas for richer gases, when the ait- fuel ratio becomelorgers g finer breaking up of the gas and more intimate mixture of gas in air are necessary Two- stroke Engines.~ In two-stroke gas engines s in which tne scavenged air is admitted Abrough ports uncovered and covered by the piston, the gas is admitted through separate similar slots and mixing occurs on the cy~ linder itself. In one modera American engine operated on natural gas, the gas is allowed to enter into the cylinder only after the piston has covered both the scavenge and exhaust pots. Gas is admitted, or as the engine builder say, is injected , under a comparatively high pressure though a nozzle. This method avoids loss of gas into the exhaust, and the engines show ca considerably small fuel consumption per horsepower ~ hour. Propane Mixers. — Before use in an engine, propane, whichis a liquid under a high pressure, must be evaporated by reducing ihe pressure and by heating it with a steam coil. This propane - air mixture can be used instead of natural gas in an engine with a conventional air-fuel mixing arrange ment.Cd) Compression ignition Gas Engines ‘These engines are built as convertible engines 1 use either gas or Viquid fuel. The conversion ig made with rninor changes only, The same piston, cylinder heads. connection rods + and injection nozzles are used with either fuel, Gil the equipment used for quid fuel is retained when operating on gas: Figuee G-6 gives the schematic arrangement for a two-stroke engine. The cylinder is filled with air obtained from a scavenge pump and compressed 4o doul 475 psig. At the end of the compression stroke, gas is injected through the regular fuel injection valve ond igrited toy the heat of the compression. A small ammount of fuel oi], called prot or/, ig injected simultaneously ie order 40 give stragther burning, The gas injected is compressed ina three~ stage corm: pressor of the same design and dimensions as the compressor used for gir injection of liquid fuel. The arrangement of a final gas pressure is 1050 to 1200 psi. The gas is compression ~ig nition cooled beween stages and is discharged inte a engine for Cunning on gas. common ine. From this line, the gas is ad mitted forough needle valves fo the individual cylinders The lift and guration of the injection are controlled by a governor through so-called fuel- valle actuators. Each cylinder is equipped with individual Bosch fuet pump. When running on liquid fuel, this pump sends the oil to the fuel-injection valve. when the engine is running on goss this pume P, Fig G5, is connected wilh the hydroulic fuel- valve actuation. The fuel pump p then pumps lubricating oil instead of fuel oil 5 However, the oil in the line between ihe fuel Pump and the valve actuator a does not circulate except for a slight amount of leackage } a water jet J cools this line. The hydraulic valve-actuator plunger @ is connected to the injection- valve lever, which lifts the needle valve # Each Bosch purnp s in turn, is connected to the governor in the usual manner, so that the arouct of oil delivered by the pump, gnd kence the Fig. 6°. ~ Schematicmovement of the plunger, is proportion to the engine load. The filot cit is delivered to the injection valve at © by an additional small multiple Bosch pump driven from the cam shaft. The amount of pildt oil per cycle remains constant and corresponds to about five ger cent of the total Btu of the fuel consumed ot full load. Gas is admitted at g- When the engine is running at fuel oil , the gas comptessor is either used as an dir” injection compressor, or if the engine § operated with airless injection , it is simply disconnected. Lotely, four-stroke compression ignition engines of several makes have been developed which can be changed over from fuelcil tf gas operation of back while the engine is running, even under load. Basically the change- over is alfected simply by opening or closing a gas valve and letting the governor regulate the fuel-dil admission. These engines are called dual~ fuel engines. ‘Ihe fuel combination con be varied, using any proportion of oll and gas , {rom five per cent oil and 45 percent gas to operation on fuel cil alone. The minimurn fuel oil admission acls as a pilot flame to ensure Ignition and smooth burning of the gos s particularly at srnall loads. 2. Handling of Volatile Liquid fuels (a) Principle of Carburetion The formation of an inflammatde mixtuce of ait and g finely atomized light hydrocarbon is called earbyrevion. the alomization is accomelished by discharging the liquid Hydrocarbon through small-hole nozzles oF jets into g stream of moving cir. The suction stroke of an engine cfectes a vacuum im the cxtin~ ger and cause a gradual pressure decrease from the almmosphertc pressure puiside the carburetor the pressures in the carburetor, manifold and engine cylinder. This pressure drop couses air to flow through the induction system and the fuel 40 be sprayed from the fuel Jets. The pressure drop of the fuel-jet tip is increased bi Placing i in the throat of @ venturi tube , which increases the air velocity and pressure drop at this goint. The vacuum ot the venturi throat is called carburetor depression. ‘The degree of atomization depends upon the relative velocities of tne airand {uel streams, the depression and physical characteristics of the fuel» and its density and sucface tension. for a given fuel, the degree of atornization is increased with the square of the relative velocity. Carburetor Requirements.- Carburetors ore devices used in internal~ combustion engines to discharge into the dir stream the desired quantity of Niquid fuel , 40 alornize it, ond 4o praduce a homogenous aic-fuel mixture. Corbuceturs are constructed chiefly for gasoline fuels, Anough some are made for such volatile fuels as kerosene or alcohol Automotive engines operating under variable speed and load conditions » present the most difficult requirements to carburetors. These are ? + Ease of starting, particularly under low-temperature conditions: 2. Ability to give full power quickly after starting the engine % Equally good, srmocth operation at varying loads, abse of racing when {dling 4. Good acceleration 5. Sufficient power at high- engine speeds. 6: Good fuel econorny. Since the operation of gasoline engine primarily on the quality and quan~ Aity of air- fuel mixture delivered 40 its cylinders, hence a good carburetor must produce the desiced air-fuel ratio at all speeds and loads and do it Quomotically. (Ce) Flow of Fluids The fundamental equation for the {low of fluids , beth liquid and gaseous is a 9 gn rH where v is the velocity of flow, tps. | is the velocity coefficient , gis the acceleration due to gravity , 32.2 {psps, his the head of fluid cousing it, tt ‘The quality of fluid flowing ic given by the expression Wr weAv * wAmiagn (1-2) where W is the weight of fluid flowing, lolsec, ww is the specific weight of the fluid , tblcu. ft,A is The cross orea of Ine passage way, sq. ft a is the coefficient of contraction, about 0:95, BAS the coe Micient of discharge, > Yo In corburetor computations the head fh is expressed in hw , inches of water, and bee hy Wy wr (7-3) where for average temperatures, ‘he specific weight of water wy * G2.4. Subs- luting A from equation (7-3) in equation (7-2) gives Ws 18-3Ay Thaw >) Using this expression for both gic and fuel gives Wa’ 18.3 Ao ta [Tw Wa (1 8) where Wa is the venturi dheoat and Wy 8 Oy Ay (hw uy (re) The more accurate equation for jhe flow of air though a venturi with cele * 441 is Wa * 178-5 Aa Ma ¥ Cp, ITIP = CRIP] Cid) where p, and ¥v, ore the pressure in \blsqin. and specific volume in cu ft, respectively, at the entrance , and p, is the pressure in the throat. In equation (7-5), if the pressure difference is small and Aa is properly selected, it is much simpler and its accuracy is much sufficient. Equation a7) should be used if pressure difference is mue than 50 in. water. Ce Corburetors Simple Carburetors. — The simplest corouretor, Fig: 7-4, would consist of fuel jet § located in an air passage a, chamber with a float F for maintgning the level in the jet, ond a throttle valve t for contesting tne aengunt of mixtuce delivered to the, engine When the gir flows through the venturi, it creates a sight vacuam of the throat where the jet is located 5 this causes the fuel to rise and 10 be discharged into the air ctream. However, FO Jie Corbwelor the vacuum rust reach about 0-35 in, of water before the fuel will flow from the jet. This vacuum, or depression . is vce ssary to overcome the viscosity of the fuel and also, because the level of fuel isslightly below {he top of the jet, to prevent spilling To obtain the necessary dep- ression even af low air velocities , the air near the jet is contracted , forming a venturi, Which gives an increase of velocity with a very small resistance: Designating the air-fuel ratio by rot 5 op + Wa I We (7-8) and using the above derived expressions (1-6) and (7-6) but introducing in the latter value of hw- hw’ instead of hw, where hw’ ae slated is opptoximately 0-35 in., gives far * CAapta PAt ae) ¥ Wohin Duy Chum hn) wa With the increase of the engine load and gradual opening of the throtfe « the quantity of air going 10 the engine must inctease- this increase Is the result of an increase of the depression hw, as may seen from (1-5). On the other hand, with a decrease of the pressure , the air density wa decteases andy according 10 (7-9) 5 tay decreases thus the mixture becomes richer with an increase in load, contrary to the requirements. Compensated Carberefors.— 10 compensate for the tendency of a simple Jet to increase the richness of charge with increase of load, several devices ore used + 4. An guxillary gir valve that qutomatically admits additional ait as the mix- ture flow increases 2. A compensating jet that allows an increasing flow of oir through a fuel passage as the mixture flow increases 5 3 A tapered metering pin that reaches into the fuel nozzle and Is lifted or lowered, thus changing the quantity of the fucl drawn info the air charge + 4. Acombinalion of a varioble ait passage and a tapered metering pin, controlled bythe gir valve to give the desired mixture of load. Fig. 7-6. Carburetor with an auxiliary fig. 1-6. Carburetor with compensating Jet valve.Idling Carburetor. — Twe idling ~and- low-load carburetor discharges the air- fuel mixture at the edge of throttle plate in its closed position , Figure 7-7. ! With the throttle closed, 4he manifold depression may rise 4 200 in. of water, but the depression in idling jet i will be considerably small because of the admission of gir through the idling adjustment @ and becuse of a certain airflow past the edge of throttle plate t. The desirable air-fuel ratio is obtained by adjusting idling screw a. ‘The manifold depression decreases as the Aprattle s opened until, at a wide-open throttle and low speed, the depression | may drop +> about 5 in- water or less. As the depression decrea- fig. 1-1, cornet S089 {he Araunt of fuel delivered by lating jet t also decen- Win iduing jee” ses t0 practically zero. Ace leration.— With a sudden acceleration of the engine, the mixure would become solean that firing back in the Carburetor or failure of the mixture to ignite would result, unless extra fuel is furnished for acceleration. The following devices to provide this extra fuel fo be uscd: + A damped air valve 2. An accelerating well 2- K displacement pump operated by the throltle 4 A displacement pump operated by suction Chaking.— Choking induces a very vich air- fuel mixture. It is a butterfly valve located before the venturi. Choking increases the depression in the venturi and causes an oversupply of liquid fuel Commercial Carburetors.— A geod commercial carburetor contains in ite design (a) A compensating device ip obtain automatically the desirable air- fuel ratio under all load conditions and speed conditions» Cb) an aulomnatic choke for starting 5 Ce) an idling carburetor , (4) a device for adding oddittonal {uel for acceleration , and Ce) a device for increasing the delivery at wide-open Ahrottle. Constructions.— In a vertical or updraft corburetor, the aic- fuel mixture {lows upward. This arrangement ts converient for a gravity flaw of fuel andges a low over-all height A horizontal carburetor is very accessible and gives a higher charge efficiency because of shorter connections 1 the intake manifold but, if takes more space and Is not suitable for an air filter. he inverted or downward carburetor posses accessibility and ease for aitaching an air filer or silencer: Addittonally, all the fuels Including liquid forticles, has a tendency to flow toward the manifold, due to grawitys tothe cylinders 5 there is no danger of the seliling out of the heavier fractions of fuel. (4) Accessories of Carburetion Heating. — Wt takes considerably more heat to vaporize 1 lo gasoline than iis latent heat of vaporation , because of the hightemperature necessary for complete evaporation of the heavier fractions. In order to not affect the rale of fuel delivery from the corburetor, it is better to not change iis temperature directly and indirectly and to heot the mixture after # leaves the cor buretor. Heat Regulation. — the heat requirements change with the load and speed of the engine ond with weather conditions. Excessive heat is undesirable becouse it reduces the weight of the charge To avoid unnecessary heating ofthe charge , some engines have a special valve in the exhaust manifold which in a certain position allows the excess gases to escape without heating the intake rnonifold- Some engines hove in the heating system a valve which may be adjusted 4o gradually change he amount of exhaust gases admitted to the heater 5 depending on weather conditions. This valve is connected with the throttle mechanism and decreases the heat rapidly with opening of the throttle. Governing. — Cartouretor engines ore governed by throttling. In stationa ry engines. the desired speed is maintained by a governor acting upon a butterfly valve, and in qutornative engines, the desired speed is obtained iby a feat or a manual control of the throttle fuel- supply Metipds. — Gasoline from the storage tank may be delivered to the carburetor by gravity, vacuum, or press ure In gravity: fed carburetors the gas tank is elevated by 12 to 18 inabove the carburetor. In the vacuum system, g small tank , which has a vacuum Through a connection from the intake manifold which pulls the fuel from the dank , is placed above and near the carburetor. In modern pressure sysiem, ao mechanically -or- electrically “operated diaphragm plimp is placed between the tank and carburetor. Vapor Lock.— Vapor lock is caused by the presence of low- boiling fractions in a gasoline ond is usually happens on aot day. 14 occurs when an auto wmobile engine runs in low gear with an open twottle. In an dirplane engine , it may happen during take-off when the engine operates with wide-open throttle