Search NASA⌕ Search

SEARCH · Search NASA

Results for “Gasoline engines”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS1932

Preliminary Tests on the Vaporization of Fuel Sprays

High-speed motion pictures were taken of fuel sprays injected into the combustion chamber of the N.A.C.A. combustion apparatus. Three fuels, ethyl alcohol, gasoline, and fuel oil, which differed considerably in volatility were tested. By maintaining the engine temperature below that required for ignition the spray could be studied from soon after the start of injection until 130 crank degrees later. The results show that the sprays vaporize appreciably so that it is possible for the ignition in high speed compression-ignition engines to take place from the vapor phase.

Rothrock, A M↗
NASA NTRS2015

Cryogenic Orbital Testbed (CRYOTE) Ground Test Article, Final Report

Liquid propulsion has been used since Robert Goddard started developing a liquid oxygen (LO2) and gasoline powered rocket and fired it in 1923 (Ref. 1). In the following decades engineers settled on the combination of liquid hydrogen (LH2) and LO2 as the most efficient propellant combination for in-space travel. Due to their low temperatures (LH2 at 20 K and LO2 at 90 K), they require special handling and procedures. General Dynamics began developing LO2 and LH2 upper stages in 1956 in the form of Centaur, these efforts were soon funded by the Department of Defense in conjunction with NASA (beginning in 1958) (Ref. 2). Meanwhile NASA also worked with McDonnell Douglas to develop the SIV-B stage for the Saturn V rocket. In the subsequent years, the engineers were able to push the Centaur to up to 9 hr of orbital lifetime and the SIV-B to up to 6 hr. Due to venting the resultant boil-off from the high heat loads through the foam insulation on the upper stages, both vehicles remained in a settled configuration throughout the flights, thus the two phases of propellant (liquid and vapor) were separated at a known location. The one exception to this were the Titan/Centaur missions, which thanks to the lower boil-off using three layers of multilayer insulation (MLI), were able to coast unsettled for up to 5.25 hr during direct geosynchronous orbit insertion missions. In the years since there has been a continuous effort to extend the life of these upper stages from hours to days or even months.

Joule-Thompson Effect↗
NASA NTRS1940

A study of the air movement in two aircraft-engine cylinders

Studies were made of the air movements in the NACA glass-cylinder apparatus using cylinder heads similar to those on the Wright R-1820-G engine and the Pratt & Whitney Wasp engine as modified by the Eclipse Aviation Corporation to use fuel-injection equipment. The air movements were made visible by mixing small feathers with the air; high-speed motion pictures were than taken of the feathers as they swirled about the inside the glass cylinder. The test engine speeds were 350, 500, and 1,000 r.p.m. Motion pictures were also taken of gasoline sprays injected into the cylinder during the intake stroke. The air flow produced by each cylinder head is described and some results of the velocity measurements of feathers are presented. The apparent time intervals required for vaporization of the gasoline sprays are also given.

Lee, Dana W↗
NASA NTRS1944

The Effect of Piston-Head Temperature on Knock-Limited Power

To determine the effect of piston-head temperature on knock-limited power. Tests were made in a supercharged CFR engine over a range of fuel-air ratios from 0.055 to 0.120, using S-3 reference fuel, AN-F-28, Amendment-2, aviation gasoline, and AN-F-28 plus 2 percent xylidines by weight. Tests were run at a compression ratio of 7.0 with inlet-air temperatures of 150 F and 250 F and at a compression ratio of 8.0 with an inlet-air temperature of 250 F. All other engine conditions were held constant. The piston-head temperature was varied by circulation of oil through passages in the crown of a liquid-cooled piston. This method of piston cooling decreased the piston-head temperature about 80 F. The data are not intended to constitute a recommendation as to the advisability of piston cooling in practice.

Imming, Harry S.↗
NASA NTRS1988

Investigation of the misfueling of reciprocating piston aircraft engines

The Aircraft Misfueling Detection Project was developed by the Goddard Space Flight Center/Wallops Flight Facility at Wallops Island, Virginia. Its purpose was to investigate the misfueling of reciprocating piston aircraft engines by the inadvertent introduction of jet fuel in lieu of or as a contaminant of aviation gasoline. The final objective was the development of a device(s) that will satisfactorily detect misfueling and provide pilots with sufficient warning to avoid injury, fatality, or equipment damage. Two devices have been developed and successfully tested: one, a small contamination detection kit, for use by the pilot, and a second, more sensitive, modified gas chromatograph for use by the fixed-base operator. The gas chromatograph, in addition to providing excellent quality control of the fixed-base operator's fuel handling, is a very good backup for the detection kit in the event it produces negative results. Design parameters were developed to the extent that they may be applied easily to commercial production by the aircraft industry.

Scott, J. Holland, Jr.↗
NASA NTRS1944

Use of Internal Coolant as a Means of Permitting Increase in Engine Take-Off Power

Engine tests, together with estimates made at Langley Memorial Aeronautical Laboratory, indicate that a 25-percent increase in take-off power can be obtained with present-day aircraft engines without increasing either the knock limit of the fuel or the external cooling requirements of the engine. This increase in power with present fuels and present external cooling is made possible through the use of an internal coolant inducted through the inlet manifold. Estimates on aircraft indicate that this 25-percent increase in power will permit an approximate usable increase of 8.5 percent in the take-off load of existing military airplanes. This increase in load is equivalent to an increase in the weight of gasoline normally carried of between 30 and 65 percent.

FUELS, ANTIKNOCK↗
NASA NTRS1925

Relation of Fuel-Air Ratio to Engine Performance

The tests upon which this report is based were made at the Bureau of Standards between October 1919 and May 1923. From these it is concluded that: (1) with gasoline as a fuel, maximum power is obtained with fuel-air mixtures of from 0.07 to 0.08 pound of fuel per pound of air; (2) maximum power is obtained with approximately the same ratio over the range of air pressures and temperatures encountered in flight; (3) nearly minimum specific fuel consumption is secured by decreasing the fuel content of the charge until the power is 95 per cent of its maximum value. Presumably this information is of most direct value to the carburetor engineer. A carburetor should supply the engine with a suitable mixture. This report discusses what mixtures have been found suitable for various engines. It also furnishes the engine designer with a basis for estimating how much greater piston displacement an engine operating with a maximum economy mixture should have than one operating with a maximum power mixture in order for both to be capable of the same power development.

Sparrow, Stanwood W↗
NASA NTRS1978

Automotive Stirling Engine Development Program

The third quarter (April-June, 1978) effort of the Ford/DOE Automotive Stirling Engine Development Program is reported, specifically Task 1 of that effort, which is Fuel Economy Assessment. At the end of this quarter the total fourth generation fuel economy projection was 26.12 MPG (gasoline) with a confidence level of 44%. This represents an improvement of 66.4% over the baseline M-H fuel economy of 15.7 MPG. The confidence level for the original 20.6 MPG goal has been increased from 53% to 57%. Engine 3X17 has accumulated a total of 213 hours of variable speed running. A summary of the individual sub-tasks of Task 1 are given. The sub-tasks are grouped into two categories: Category 1 consists of those sub-tasks which are directly related to fuel economy and Category 2 consists of those sub-tasks which are not directly related to fuel economy but are an integral part of the Task 1 effort.

Source record↗
NASA NTRS1977

Ceramics for the advanced automotive gas turbine engine: A look at a single shaft design

The results of a preliminary analysis of a single shaft regenerative design with a single stage radial turbine are presented to show the fuel economy that can be achieved at high turbine inlet temperatures, with this particular advanced design, if the turbine tip speed and regenerator inlet temperature are not limited. The engine size was 100 hp for application to a 3500 lb auto. The fuel economy was analyzed by coupling the engine to the auto through a continuously variable speed-ratio transmission and operating the system at constant turbine inlet temperature over the Composite Driving Cycle. The fuel was gasoline and the analysis was for a 85 F day. With a turbine inlet temperature of 2500 F the fuel economy was 26.2 mpg, an improvement of 18 percent over that of 22.3 mpg with a turbine inlet temperature of 1900 F. The turbine tip speed needed for best economy with the 2500 F engine was 2530 ft/sec. The regenerator temperature was approximately 2200 F at idle. Disk stresses were estimated for one single stage radial turbine and two two-stage radial-axial turbines and compared with maximum allowable stress curves estimated for a current ceramic material. Results show a need for higher Weibull Modulus, higher strength ceramics.

Nosek, S. M.↗
NASA NTRS1921

Performance of a vane driven-gear pump

Given here are the results of a test conducted in a wind tunnel on the performance of a vane-driven gear pump used to pump gasoline upward into a small tank located within the upper wing from which it flows by gravity to the engine carburetor. Information is given on the efficiency of the pump, the head resistance of the vanes, the performance and characteristics of the unit with and without housing about the vanes, the pump performance when motor driven, and resistance and power characteristics.

Heald, R H↗