Gas-Engines and Producer-Gas Plants Part 7

In some engines, where for any reason it is necessary frequently to detach the caps, certain precautions should be taken to protect the joints so that they may not be exposed to deterioration whenever they are removed. For this purpose, they are first immersed in water in order to be softened, then dried and washed with olive or linseed oil on the side upon which they rest in the engine. On the cap side they are dusted with talc.u.m or with graphite. Treated in this manner, the joint will adhere on one side and will be easily released on the other.

Joints that are liable to come in contact with the gases in the explosion-chamber should be free from all projections toward the interior of the cylinder; for during compression these uncooled projections may become incandescent and may thus cause premature ignition. As a general rule when the cap is placed in position the joint should be retightened after a certain time, when the surfaces have become sufficiently heated. In order to tighten the joints the bolts and nuts should not be oiled; otherwise the removal of the cap becomes difficult.

=Water Circulation.=--In a previous chapter, the importance of the water circulation and the necessity of keeping the cylinder-jacket hot, have been sufficiently dwelt upon. As the cylinder tends to become hotter with an increase in the load, because of the greater frequency of explosions, it is advisable to regulate the flow of the water in order to prevent its becoming more than sufficient in quant.i.ty when the engine is lightly loaded; for under these conditions the cylinder will be cold and the explosive mixture will be badly utilized. A suitable temperature of 140 to 158 degrees F. is easily maintained by adjusting the circulation of the water. This can be accomplished by providing the water-inlet pipe leading to the cylinder with a c.o.c.k which can be opened more or less, as may be necessary. The temperature of 140 to 158 degrees F., which has been mentioned, may, at first blush, seem rather high because it would be impossible to keep the hand on the outlet-pipe. The cylinder, however, will not become overheated so long as it is possible to hold the hand beneath the jacket near the water-inlet. This relates only to engines having a compression of 50 to 100 lbs. per square inch.

For engines of higher compression, a lower running temperature will be safer. On this matter the instructions of the engine maker should be carried out.

=Adjustment.=--Gas-engines, at least those which are built by trustworthy firms, are always put to the brake test before they are sent from the shops, and are adjusted to meet the requirements of maximum efficiency. But since the nature and quality of gas necessarily vary with each city, it is evident that an engine adjusted to develop a certain horse-power with a gas of a certain richness, may not fulfil all expectations if it is fed with a gas less rich, less pure, hotter, and the like. The alt.i.tude also has some influence on the efficiency of the engine. As it increases, the density of the mixture diminishes; that is to say, for the same volume the engine is using a smaller amount. From this it follows that a gas-engine ought to be adjusted as a general rule on the spot where it is to be used.

The fulfilment of this condition is particularly important in the case of explosion-engines, because an advancement or r.e.t.a.r.dation of only one-half a second in igniting the explosive mixture will cause a considerable loss in useful work. From this it would follow that gas-engines should be periodically inspected in order that they may operate with the highest efficiency and economy. As in the case of steam-engines, it is advisable to take indicator records which afford conclusive evidence of the perturbations to which every engine is subject after having run for some time.

Most gas-engine users either have no indicating instruments at their disposal or else are not sufficiently versed in their employment and the interpretation of their records to study perturbations by their means.

For this reason the advice of experts should be sought,--men who understand the meaning of the diagrams taken and who are able by their means to effect a considerable saving in gas.

CHAPTER VIII

HOW TO START AN ENGINE--PRELIMINARY PRECAUTIONS

The first step which is taken in starting an engine driven by street-gas is, naturally, the opening of the meter-c.o.c.k and the valves between the meter and the engine. When the gas has reached the engine, the rubber bags will swell up and the anti-pulsator diaphragm will be forced out.

The drain-c.o.c.k of the gas-pipe is then opened. In order to ascertain whether the flow of gas is pure, a match is applied to the outlet of the c.o.c.k. The flame is allowed to burn until it changes from its original blue color to a brilliant yellow.

If the hot-tube system of ignition be employed, the Bunsen burner is ignited, care being taken that the flame emerging from the tube is blue in color. If necessary the admission of air to the burner is regulated by the usual adjusting-sleeve. A white or smoky flame indicates an insufficient supply of air to the burner. A characteristic sooty odor is still other evidence of the same fact. Sometimes a white flame may be produced by the ignition of the gas at the opening of the adjusting-sleeve. A blue or greenish flame is that which has the highest temperature and is the one which should, therefore, be obtained. About five or ten minutes are required to heat up the tube, owing to the material of which it is made. When the proper temperature has been attained the tube becomes a dazzling cherry red in color. While the tube is being heated up, it is well to determine whether the engine is properly lubricated and all the cups and oil reservoirs are duly filled up. The cotton waste of the lubricators should be properly immersed, and the drip lubricators examined to determine whether they are supplying their normal quant.i.ty of oil.

The regulating-levers of the valves should be operated in order to ascertain whether the valves drop upon their seats as they should. The stem of the exhaust-valve should be lubricated with a few drops of petroleum.

If the ignition system employed be of the electric type, with batteries and coils, tests should be made to determine whether the current pa.s.ses at the proper time on completing the circuit with the contact mounted on the intermediary shaft. This contact should produce the characteristic hum caused by the operation of the coil.

If a magneto be used in connection with the ignition apparatus, its inspection need not be undertaken whenever the engine is started, because it is not so likely to be deranged. Still, it is advisable, as in the case of ignition by induction-coils, to set in position the device which r.e.t.a.r.ds the production of the spark. This precaution is necessary in order to avoid a premature explosion, liable to cause a sharp backward revolution of the fly-wheel.

After the ignition apparatus and the lubricators have been thus inspected, the engine is adjusted with the piston at the starting position, which is generally indicated by a mark on the cam-shaft. The starting position corresponds with the explosion cycle and is generally at an angle of 40 to 60 degrees formed by the crank above the horizontal and toward the rear of the engine. The gas-c.o.c.k is opened to the proper mark, usually shown on a small dial. If there be no mark, the c.o.c.k is slowly opened in order that no premature explosion may be caused by an excess of gas.

The steps outlined in the foregoing are those which must be taken with all motors. Each system, however, necessitates peculiar precautions, which are usually given in detailed directions furnished by the builder.

As a general rule the engines are provided on their intermediary shafts with a "relief" or "half-compression" cam. By means of this cam the fly-wheel can be turned several times without the necessity of overcoming the resistance due to complete compression. Care should be taken, however, not to release the cam until the engine has reached a speed sufficient to overcome this resistance.

Engines of considerable size are commonly provided with an automatic starting appliance. In order to manipulate the parts of which this appliance is composed, the directions furnished by the manufacturer must be followed. Particularly is this true of automatic starters comprising a hand-pump by means of which an explosive mixture is compressed,--true because in the interests of safety great care must be taken.

The tightness and free operation of the valves or clacks which are intended to prevent back firing toward the pump should be made the subject of careful investigation. Otherwise, the piston of the pump is likely to receive a sudden shock when back firing occurs.

When the engine has been idle for several days, it is advisable, before starting, to give it several turns (without gas) in order to be sure that all its parts operate normally. The same precaution should be taken in starting an engine, if a first attempt has failed, in order to evacuate imperfect mixtures that may be left in the cylinder. Before this test is made, the gas-c.o.c.k should, of course, be closed in order to prevent an untimely explosion. It is advisable in starting an engine not to bend the body over the ignition-tube, because the tube is likely to break and to scatter dangerous fragments.

Under no condition whatever should the fly-wheel be turned by placing the foot upon the spokes. All that should be done is to set it in motion by applying the hand to the rim.

=Care During Operation.=--When the engine has acquired its normal speed, the governor should be looked after in order that its free operation may be a.s.sured and that all possibility of racing may be prevented. After the engine has been running normally for a time, the c.o.c.ks of the water circulation system should be manipulated in order to adjust the supply of water to the work performed by the engine. In other words the cylinder should be kept hot, but not burning, as previously explained in the paragraph in which the water-jacket is discussed. The maintenance of a suitable temperature is extremely important so far as economy is concerned. All the bearings should be inspected in order that hot boxes may be obviated.

=Stopping the Engine.=--The steps to be taken in stopping the engine are the following:

1. Stopping the various machines driven by the engine,--a practice which is followed in the case of all motors;

2. Throwing out the driving-pulley of the engine itself, if there be one;

3. Closing the c.o.c.k between the meter and the gas-bags in order to prevent the escape of gas and the useless stretching of the rubber of the bags or of the anti-pulsating devices;

4. Actuating the half-compression or relief cam as the motor slows down, in order to prevent the recoil due to the compression;

5. Closing the gas-admission c.o.c.k;

6. Shutting off the supply of oil of free flowing lubricators, and lifting out the cotton from the others.

If the engine be used to drive a dynamo, particularly a dynamo provided with metal brushes, the precaution should be taken of lifting the brushes before the engine is stopped in order to prevent their injury by a return movement of the armature-shaft;

7. Shutting off the cooling-water c.o.c.k if running water is used.

If the engine is exposed to great cold, the freezing of the water in the jacket is prevented while the engine is at rest, either by draining the jacket entirely, or by arranging a gas jet or a burner beneath the cylinder for the purpose of causing the water to circulate. If such a burner be used the c.o.c.ks of the water supply pipe should, of course, be left open.

CHAPTER IX

PERTURBATIONS IN THE OPERATION OF ENGINES AND THEIR REMEDY

In this chapter will be discussed certain perturbations which affect the operations of gas-engines to a more marked degree than lack of care in their construction. In previous chapters defects in operation due to various causes have been dwelt upon, such as objectionable methods in the construction of an engine, ill-advised combination of parts, defects of installation, and the like; and an attempt has been made to determine in each case the conditions which must be fulfilled by the engine in order to secure efficiency and economy at a normal load.

=Difficulties in Starting.=--The preliminary precautions to be taken in starting an engine having been indicated, it is to be a.s.sumed that the advice given has been followed. Nevertheless various causes may prevent the starting of the engine.

=Faulty Compression.=--Defective compression, as a general rule, prevents the ignition of the explosive mixture. Whether or not the compression be imperfect can be ascertained by moving the piston back to the period corresponding with compression, in other words, that position in which all valves are closed. If no resistance be encountered, it is evident that the air or the gaseous mixture is escaping from the cylinder by way of the admission-valve, the exhaust-valve, or the piston. The valves, ordinarily seated by springs, may remain open because their stems have become bound, or because some obstruction has dropped in between the disk and the seat. In a worn-out or badly kept engine the valves are likely to leak. If that be the case grinding is the only remedy. If a valve be clogged, which becomes sufficiently evident by manipulating the controlling levers, it is necessary simply to clean the stem and its guides in order to remove the caked oil which acc.u.mulates in time. If the engine be new, the binding of the valve-stems is often caused by insufficient play between the stems and their guides. Should this prove to be the case, the defect is remedied by rubbing the frictional surface of the stem with fine emery paper and by lubricating it with cylinder-oil. The exhaust-valve, however, should be lubricated only with petroleum.

It is not unlikely that the exhaust-valve may leak for two other reasons. In the first place, the tension of the spring which serves to return the valve may have lessened and may be insufficient to prevent the valve from being unseated during suction. Again, the screw or roller serving as a contact between the lever and the valve-stem, may not have sufficient play, so that the lengthening of the stem on account of its expansion may prevent the valve from falling back on its seat. The first-mentioned defect is remedied by renewing the spring, or by the provision of an additional spring or of a counterweight in order to prevent the stoppage of the motor. The second defect can be remedied by regulating the contact.

Leakage past the piston may be caused by the breaking of one or more rings, by wear or binding of the rings, or by wear or binding of the cylinder. The whistling caused by the air or the mixture as it pa.s.ses back proves the existence of this fault.

=Presence of Water in the Cylinder.=--It may sometimes happen that water may find its way into the cylinder with the gas by reason of the bad arrangement of the piping. It may also happen that water may enter the cylinder through the water-jacket joint. Again, the presence of water in the cylinder may be due to condensation of the steam formed by the chemical union of the hydrogen of the gas and the oxygen of the air, which condensation is caused by the cool walls of the cylinder. The water may sometimes acc.u.mulate in the exhaust pipe and box, when they have been improperly drained, and may thus return to the cylinder.

Whatever may be its cause, however, the presence of water in the cylinder impedes the starting of the engine, because the gases resulting from the explosion are almost spontaneously chilled, thereby diminis.h.i.+ng the working pressure.

If electric ignition be employed, drops of water may be deposited between the contacts, thereby causing short circuits which prevent the pa.s.sing of the spark.

If there be no drain-c.o.c.k on the cylinder, the difficulty of starting the engine can be overcome only by ceaseless attempts to set it in motion. The leaky condition of a joint as well as the presence of a particle of gravel in the cylinder-casting, through which the water can pa.s.s from the jacket, is attested by the bubbling up of gas in the water-tank at the opening of the supply tube. These bubbles are caused by the pa.s.sage of the gas through the jacket after the explosion. If such bubbles be detected, the cylinder should be renewed or the defect remedied. In order to obviate any danger, the stop-c.o.c.ks of the water-jacket, which have already been described in a previous chapter, should be closed while the engine is idle.

=Imperfect Ignition.=--The difficulties encountered in starting an engine, and caused by imperfect ignition, vary in their nature with the character of the ignition system employed, whether that system, for example, be of the electric, or of the incandescent or hot tube type.

Frequently it happens that in starting an engine a hot tube may break.

If the tube be of porcelain the accident may usually be traced to improper fitting or to the presence of water in the cylinder. If the tube be of metal, its breaking is caused usually by a weakening of the metal through long use--an accident that occurs more often in starting the engine than in normal operation, because the explosions at starting are more violent, owing to the tendency of the supply-pipes to admit an excess of gas at the beginning.

A misfire arising from a faulty tube in starting may be caused by an obstruction or by leaks at the joints or in the body of the tube itself, thereby allowing a certain quant.i.ty of the mixture to escape before ignition. This defect in the tube is usually disclosed by a characteristic whistling sound.

A tube may leak either at the bottom or at the top. In the first case, starting is very difficult, because the part of the mixture compressed toward the tube will escape through the opening before it reaches the incandescent zone. In the second case, ignition may be simply r.e.t.a.r.ded to so marked an extent that a sufficient motive effect cannot be produced. An example of this r.e.t.a.r.dation, artificially produced to facilitate the starting and to obviate premature explosions, is found in a system of ignition-tubes provided with a small c.o.c.k or variable valve (Figs. 74 and 75).