. Automotive industries . ted. Proceeding in the manner described, Sir Dugald pre-pared cooling curves from the 14 x 22 in. engine undertwo conditions, viz. (a) without load, the cylinder keptcool and the engine running at 120 ; (6) with fullload, jacket at 160 deg. Fahr. and engine running at The cooling curves show the temperature fall due to heatloss, with mean temperature of the gases varying from 212to 2732 deg. Fahr. and the exposure calculated to one sec-ond. Fig. 3 gives the temperature falls incurred persecond for different mean temperatures, calculated in
. Automotive industries . ted. Proceeding in the manner described, Sir Dugald pre-pared cooling curves from the 14 x 22 in. engine undertwo conditions, viz. (a) without load, the cylinder keptcool and the engine running at 120 ; (6) with fullload, jacket at 160 deg. Fahr. and engine running at The cooling curves show the temperature fall due to heatloss, with mean temperature of the gases varying from 212to 2732 deg. Fahr. and the exposure calculated to one sec-ond. Fig. 3 gives the temperature falls incurred persecond for different mean temperatures, calculated in a a refer to no load operation at 120 withthe cylinder kept cold by running water at 55 deg. the jacket. Curve a is for the complete stroke,while curve a is for the first three-tenths of the strokeonly. Curve a when prolonged to the zero of temperaturefall cuts it at the temperature of 149 deg. Fahr. This Mean Temperature,deg fahr,32 212 392 572 752 932 1112 1292 1472 1652 1832 2012 2192 2372 2552 100 200 J00 400 500 600 700 600 900 1000 00 1200 1300 WOO 1500Mean Temperature,deg cent- Fia. 3—Fall in temperature per second for differentmean temperatures. means that when the gases reach this temperature nofurther loss of heat to the cylinder wall takes place, andthis therefore must be the mean temperature of the cylin-der wall. This cylinder wall, of course, includes valve sur-faces and piston head. Curve a when extended cuts the zero line at 329 , which indicates that the mean temperature of thecylinder walls is much higher during the first three-tenthsof the stroke than during the whole stroke. The curves6 b refer to lull load operation at 160 with thejacket temperature at 176 deg. Fahr. As before, curve bis for the whole stroke and curve V for the first three-tenths of the stroke. Curve 6 cuts the zero line at 374deg. and curve b at 752 deg. Fahr., indicating these tobe the mean temperatures of the cylinder wall during thefull strok
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