Aviation Engines Part 33

[Ill.u.s.tration: Fig. 194.--Anzani Fixed Crank-Case Engine of the Six-Cylinder Form Utilizes Air Cooling Successfully.]

Both cylinders and pistons of the Anzani engines are of cast iron, the cylinders being provided with a liberal number of cooling f.l.a.n.g.es which are cast integrally. A series of auxiliary exhaust ports is drilled near the base of each cylinder so that a portion of the exhaust gases will flow out of the cylinder when the piston reaches the end of its power stroke. This reduces the temperature of the gases pa.s.sing around the exhaust valves and prevents warping of these members. Another distinctive feature of this engine design is the method of attaching the Zenith carburetor to an annular chamber surrounding the rear portion of the crank-case from which the intake pipes leading to the intake valves radiate. The magneto is the usual six-cylinder form having the armature geared to revolve at one and one-half times crank-shaft speed.

[Ill.u.s.tration: Fig. 195.--Sectional View Showing Internal Parts of Six-Cylinder Anzani Engine, with Starwise Disposition of Cylinders.]

[Ill.u.s.tration: Fig. 196.--The Anzani Ten-Cylinder Aviation Engine at the Left, and the Twenty-Cylinder Fixed Type at the Right.]

The Anzani aviation engines are also made in ten- and twenty-cylinder forms as shown at Fig. 196. It will be apparent that in the ten-cylinder form explosions will occur every 72 degrees of crank-shaft rotation, while in the twenty-cylinder, 200 horse-power engine at any instant five of the cylinders are always working and explosions are occurring every 36 degrees of crank-shaft rotation. On the twenty-cylinder engine, two carburetors are used and two magnetos, which are driven at two and one-half times crank-shaft speed. The general cylinder and valve construction is practically the same, as in the simpler engines.

[Ill.u.s.tration: Fig. 197.--Application of R. E. P. Five-Cylinder Fan-Shape Air-Cooled Motor to Early Monoplane.]

CANTON AND UNNe ENGINE

This engine, which has been devised specially for aviation service, is generally known as the "Salmson" and is manufactured in both France and Great Britain. It is a nine-cylinder water-cooled radial engine, the nine cylinders being symmetrically disposed around the crank-shaft while the nine connecting rods all operate on a common crank-pin in somewhat the same manner as the rods in the Gnome motor. The crank-shaft of the Salmson engine is not a fixed one and inasmuch as the cylinders do not rotate about the crank-shaft it is necessary for that member to revolve as in the conventional engine. The stout hollow steel crank-shaft is in two pieces and has a single throw. The crank-shaft is built up somewhat the same as that of the Gnome engine. Ball bearings are used throughout this engine as will be evident by inspecting the sectional view given at Fig. 199. The nine steel connecting rods are machined all over and are fitted at each end with bronze bus.h.i.+ngs, the distance between the bearing centers being about 3.25 times crank length. The method of connecting up the rods to the crank-pin is one of the characteristic features of this design. No "mother" rod as supplied in the Gnome engine is used in this type inasmuch as the steel cage or connecting rod carrier is fitted with symmetrically disposed big end retaining pins.

Inasmuch as the carrier is mounted on ball bearings some means must be provided of regulating the motion of the carrier as if no means were provided the resulting motion of the pistons would be irregular.

[Ill.u.s.tration: Fig. 198.--The Canton and Unne Nine-Cylinder Water-Cooled Radial Engine.]

The method by which the piston strokes are made to occur at precise intervals involves a somewhat lengthy and detailed technical explanation. It is sufficient to say that an epicyclic train of gears, one of which is rigidly attached to the crank-case so it cannot rotate is used, while other gears make a connection between the fixed gear and with another gear which is exactly the same size as the fixed gear attached to the crank-case and which is formed integrally with the connecting rod carrier. The action of the gearing is such that the cage carrying the big end retaining pins does not rotate independently of the crank-shaft, though, of course, the crank-shaft or rather crank-pin bearings must turn inside of the big end carrier cage.

[Ill.u.s.tration: Fig. 199.--Sectional View Showing Construction of Canton and Unne Water-Cooled Radial Cylinder Engine.]

Cylinders of this engine are of nickel steel machined all over and carry water-jackets of spun copper which are attached to the cylinders by brazing. The water jackets are corrugated to permit the cylinder to expand freely. The ignition is similar to that of the fixed crank rotating cylinder engine. An ordinary magneto of the two spark type driven at 1-3/4 times crank-shaft speed is sufficient to ignite the seven-cylinder form, while in the nine-cylinder engines the ignition magneto is of the "s.h.i.+eld" type giving four sparks per revolution. The magneto is driven at 1-1/9 times crank-shaft speed. Nickel steel valves are used and are carried in castings or cages which screw into bosses in the cylinder head. Each valve is cam operated through a tappet, push rod and rocker arm, seven cams being used on a seven-cylinder engine and nine cams on the nine-cylinder. One cam serves to open both valves as in its rotation it lifts the tappets in succession and so operates the exhaust and inlet valves respectively. This method of operation involves the same period of intake and exhaust. In normal engine practice the inlet valve opens 12 degrees late and closes 20 degrees late. The exhaust opens 45 degrees early and closes 6 degrees late. This means about 188 degrees in the case of inlet valve and 231 degrees crank-shaft travel for exhaust valves. In the Salmson engine, the exhaust closes and the inlet opens at the outer dead center and the exhaust opens and the inlet closes at about the inner dead center. This engine is also made in a fourteen-cylinder 200 B. H. P. design which is composed of two groups of seven-cylinders, and it has been made in an eighteen-cylinder design of 600 horse-power. The nine-cylinder 130 horse-power has a cylinder bore of 4.73 inches and a stroke of 5.52 inches. Its normal speed of rotation is 1250 R. P. M. Owing to the radial arrangement of the cylinders, the weight is but 4-1/4 pounds per B. H. P.

CONSTRUCTION OF EARLY GNOME MOTOR

It cannot be denied that for a time one of the most widely used of aeroplane motors was the seven-cylinder revolving air-cooled Gnome, made in France. For a total weight of 167 pounds this motor developed 45 to 47 horse-power at 1,000 revolutions, being equal to 3.35 pounds per horse-power, and has proved its reliability by securing many long-distance and endurance records. The same engineers have produced a nine-cylinder and by combining two single engines a fourteen-cylinder revolving Gnome, having a nominal rating of 100 horse-power, with which world's speed records were broken. A still more powerful engine has been made with eighteen-cylinders. The nine-cylinder "monosoupape" delivers 100 horse-power at 1200 R. P. M., the engine of double that number of cylinders is rated at about 180 horse-power.

[Ill.u.s.tration: Fig. 200.--Sectional View Outlining Construction of Early Type Gnome Valve-in-Piston Type Motor.]

Except in the number of cylinders and a few mechanical details the fourteen-cylinder motor is identical with the seven-cylinder one; fully three-quarters of the parts used by the a.s.semblers would do just as well for one motor as for the other. Owing to the greater power demands of the modern airplane the smaller sizes of Gnome engines are not used as much as they were except for school machines. There is very little in this motor that is common to the standard type of vertical motorcar engine. The cylinders are mounted radially round a circular crank-case; the crank-shaft is fixed, and the entire ma.s.s of cylinders and crank-case revolves around it as outlined at Fig. 200. The explosive mixture and the lubricating oil are admitted through the fixed hollow crank-shaft, pa.s.sed into the explosion chamber through an automatic intake valve in the piston head in the early pattern, and the spent gases exhausted through a mechanically operated valve in the cylinder head. The course of the gases is practically a radial one. A peculiarity of the construction of the motor is that nickel steel is used throughout. Aluminum is employed for the two oil pump housings; the single compression ring known as the "obdurator" for each piston is made of bra.s.s; there are three or four bra.s.s bushes; gun metal is employed for certain pins--the rest is machined out of chrome nickel steel. The crank-case is practically a steel hoop, the depth depending on whether it has to receive seven-or fourteen-cylinders; it has seven or fourteen holes bored as ill.u.s.trated on its circ.u.mference. When fourteen or eighteen cylinders are used the holes are bored in two distinct planes, and offset in relation one to the other.

The cylinders of the small engine which have a bore of 4-3/10 inches and a stroke of 4-7/10 inches, are machined out of the solid bar of steel until the thickness of the walls is only 1.5 millimeters--.05905 inch, or practically 1/16 inch. Each one has twenty-two fins which gradually taper down as the region of greatest pressure is departed from. In addition to carrying away heat, the fins a.s.sist in strengthening the walls of the cylinder. The barrel of the cylinder is slipped into the hole bored for it on the circ.u.mference of the crank-case and secured by a locking member in the nature of a stout compression ring, sprung onto a groove on the base of the cylinder within the crank chamber. On each lateral face of the crank chamber are seven holes, drilled right through the chamber parallel with the crank-shaft. Each one of these holes receives a stout locking-pin of such a diameter that it presses against the split rings of two adjacent cylinders; in addition each cylinder is fitted with a key-way. This construction is not always followed, some of the early Gnome engines using the same system of cylinder retention as used on the latest "monosoupape" pattern.

The exhaust valve is mounted in the cylinder head, Fig. 201, its seating being screwed in by means of a special box spanner. On the fourteen-cylinder model the valve is operated directly by an overhead rocker arm with a gun metal rocker at its extremity coming in contact with the extremity of the valve stem. As in standard motor car practice, the valve is opened under the lift of the vertical push rod, actuated by the cam. The distinctive feature is the use of a four-blade leaf spring with a forked end encircling the valve stems and pressing against a collar on its extremity. On the seven-cylinder model the movement is reversed, the valve being opened on the downward pull of the push rod, this lifting the outer extremity of the main rocker arm, which tips a secondary and smaller rocker arm in direct contact with the extremity of the valve stem. The springs are the same in each case. The two types are compared at A and B, Fig. 202.

[Ill.u.s.tration: Fig. 201.--Sectional View of Early Type Gnome Cylinder and Piston Showing Construction and Application of Inlet and Exhaust Valves.]

The pistons, like the cylinders, are machined out of the solid bar of nickel steel, and have a portion of their wall cut away, so that the two adjacent ones will not come together at the extremity of their stroke.

The head of the piston is slightly reduced in diameter and is provided with a groove into which is fitted a very light L-section bra.s.s split ring; back of this ring and carried within the groove is sprung a light steel compression ring, serving to keep the bra.s.s ring in expansion. As already mentioned, the intake valves are automatic, and are mounted in the head of the piston as outlined at Fig. 202, C. The valve seating is in halves, the lower portion being made to receive the wrist-pin and connecting rod, and the upper portion, carrying the valve, being screwed into it. The spring is composed of four flat blades, with the hollowed stem of the automatic valve pa.s.sing through their center and their two extremities attached to small levers calculated to give balance against centrifugal force. The springs are naturally within the piston, and are lubricated by splash from the crank chamber. They are of a delicate construction, for it is necessary that they shall be accurately balanced so as to have no tendency to fly open under the action of centrifugal force. The intake valve is withdrawn by the use of special tools through the cylinder head, the exhaust valve being first dismounted.

[Ill.u.s.tration: Fig. 202.--Details of Old Style Gnome Motor Inlet and Exhaust Valve Construction and Operation.]

The fourteen-cylinder motor shown at Fig. 203, has a two-throw crank-shaft with the throws placed at 180 degrees, each one receiving seven connecting rods. The parts are the same as for the seven-cylinder motor, the larger one consisting of two groups placed side by side. For each group of seven-cylinders there is one main connecting rod, together with six auxiliary rods. The main connecting rod, which, like the others, is of H section, has machined with it two L-section rings bored with six holes--51-1/2 degrees apart to take the six other connecting rods. The cage of the main connecting rod carries two ball races, one on either side, fitting onto the crank-pin and receiving the thrust of the seven connecting rods. The auxiliary connecting rods are secured in position in each case by a hollow steel pin pa.s.sing through the two rings. It is evident that there is a slightly greater angularity for the six shorter rods, known as auxiliary connecting rods, than for the longer main rods; this does not appear to have any influence on the running of the motor.

[Ill.u.s.tration: Fig. 203.--The Gnome Fourteen-Cylinder 100 Horse-Power Aviation Engine.]

Coming to the manner in which the earliest design exhaust valves are operated on the old style motor, this at first sight appears to be one of the most complicated parts of the motor, probably because it is one in which standard practice is most widely departed from. Within the cylindrical casing bolted to the rear face of the crank-case are seven, thin flat-faced steel rings, forming female cams. Across a diameter of each ring is a pair of projecting rods fitting in bra.s.s guides and having their extremities terminating in a knuckle eye receiving the adjustable push rods operating the overhead rocker arms of the exhaust valve. The guides are not all in the same plane, the difference being equal to the thickness of the steel rings, the total thickness being practically 2 inches. Within the female cams is a group of seven male cams of the same total thickness as the former and rotating within them.

As the boss of the male cam comes into contact with the flattened portion of the ring forming the female cam, the arm is pushed outward and the exhaust valve opened through the medium of the push-rod and overhead rocker. This construction was afterwards changed to seven male cams and simple valve operating plunger and roller cam followers as shown at Fig. 204.

On the face of the crank-case of the fourteen-cylinder motor opposite to the valve mechanism is a bolted-on end plate, carrying a pinion for driving the two magnetos and the two oil pumps, and having bolted to it the distributor for the high-tension current. Each group of seven-cylinders has its own magneto and lubricating pump. The two magnetos and the two pumps are mounted on the fixed platform carrying the stationary crank-shaft, being driven by the pinion on the revolving crank chamber. The magnetos are geared up in the proportion of 4 to 7.

Mounted on the end plate back of the driving pinion are the two high-tension distributor plates, each one with seven bra.s.s segments let into it and connection made to the plugs by means of plain bra.s.s wire.

The wire pa.s.ses through a hole in the plug and is then wrapped round itself, giving a loose connection.

[Ill.u.s.tration: Fig. 204.--Cam and Cam-Gear Case of the Gnome Seven-Cylinder Revolving Engine.]

[Ill.u.s.tration: Fig. 205.--Diagrams Showing Why An Odd Number of Cylinders is Best for Rotary Cylinder Motors.]

A good many people doubtless wonder why rotary engines are usually provided with an odd number of cylinders in preference to an even number. It is a matter of even torque, as can easily be understood from the accompanying diagram. Fig. 205, A, represents a six-cylinder rotary engine, the radial lines indicating the cylinders. It is possible to fire the charges in two ways, firstly, in rotation, 1, 2, 3, 4, 5, 6, thus having six impulses in one revolution and none in the next; or alternately, 1, 3, 5, 2, 4, 6, in which case the engine will have turned through an equal number of degrees between impulses 1 and 3, and 3 and 5, but a greater number between 5 and 2, even again between 2 and 4, 4 and 6, and a less number between 6 and 1, as will be clearly seen on reference to the diagram. Turning to Fig. 205, B, which represents a seven-cylinder engine. If the cylinders fire alternately it is obvious that the engine turns through an equal number of degrees between each impulse, thus, 1, 3, 5, 7, 2, 4, 6, 1, 3, etc. Thus supposing the engine to be revolving, the explosion takes place as each alternate cylinder pa.s.ses, for instance, the point 1 on the diagram, and the ignition is actually operated in this way by a single contact.

[Ill.u.s.tration: Fig. 206.--Simple Carburetor Used On Early Gnome Engines Attached to Fixed Crank-Shaft End.]

The crank-shaft of the Gnome, as already explained, is fixed and hollow.

For the seven- and nine-cylinder motors it has a single throw, and for the fourteen- and eighteen-cylinder models has two throws at 180 degrees. It is of the built-up type, this being necessary on account of the distinctive mounting of the connecting rods. The carburetor shown at Fig. 206 is mounted at one end of the stationary crank-shaft, and the mixture is drawn in through a valve in the piston as already explained.

There is neither float chamber nor jet. In many of the tests made at the factory it is said the motor will run with the extremity of the gasoline pipe pushed into the hollow crank-shaft, speed being regulated entirely by increasing or decreasing the flow through the shut-off valve in the base of the tank. Even under these conditions the motor has been throttled down to run at 350 revolutions without misfiring. Its normal speed is 1,000 to 1,200 revolutions a minute. Castor oil is used for lubricating the engine, the oil being injected into the hollow crank-shaft through slight-feed fittings by a mechanically operated pump which is clearly shown in sectional diagrams at Fig. 207.

[Ill.u.s.tration: Fig. 207.--Sectional Views of the Gnome Oil Pump.]

The Gnome is a considerable consumer of lubricant, the makers' estimate being 7 pints an hour for the 100 horse-power motor; but in practice this is largely exceeded. The gasoline consumption is given as 300 to 350 grammes per horse-power. The total weight of the fourteen-cylinder motor is 220 pounds without fuel or lubricating oil. Its full power is developed at 1,200 revolutions, and at this speed about 9 horse-power is lost in overcoming air resistance to cylinder rotation.

[Ill.u.s.tration: Fig. 208.--Simplified Diagram Showing Gnome Motor Magneto Ignition System.]

While the Gnome engine has many advantages, on the other hand, the head resistance offered by a motor of this type is considerable; there is a large waste of lubricating oil due to the centrifugal force which tends to throw the oil away from the cylinders; the gyroscopic effect of the rotary motor is detrimental to the best working of the aeroplane, and moreover it requires about seven per cent. of the total power developed by the motor to drive the revolving cylinders around the shaft. Of necessity, the compression of this type of motor is rather low, and an additional disadvantage manifests itself in the fact that there is as yet no satisfactory way of m.u.f.fling the rotary type of motor.

GNOME "MONOSOUPAPE" TYPE

The latest type of Gnome engine is known as the "monosoupape" type because but one valve is used in the cylinder head, the inlet valve in the piston being dispensed with on account of the trouble caused by that member on earlier engines. The construction of this latest type follows the lines established in the earlier designs to some extent and it differs only in the method of charging. The very rich mixture of gas and air is forced into the crank-case through the jet inside the crank-shaft, and enters the cylinder when the piston is at its lowest position, through the half-round openings in the guiding f.l.a.n.g.e and the small holes or ports machined in the cylinder and clearly shown at Fig.

210. The returning piston covers the port, and the gas is compressed and fired in the usual way. The exhaust is through a large single valve in the cylinder head, which gives rise to the name "monosoupape," or single-valve motor, and this valve also remains open a portion of the intake stroke to admit air into the cylinder and dilute the rich gas forced in from the crank-case interior. Aviators who have used the early form of Gnome say that the inlet valve in the piston type was p.r.o.ne to catch on fire if any valve defect materialized, but the "monosoupape"

pattern is said to be nearly free of this danger. The bore of the 100 horse-power nine-cylinder engine is 110 mm., the piston stroke 150 mm.

Extremely careful machine work and fitting is necessary. In many parts, tolerances of less than .0004" (four ten thousandths of an inch) are all that are allowed. This is about one-sixth the thickness of the average human hair, and in other parts the size must be absolutely standard, no appreciable variation being allowable. The manufacture of this engine establishes new mechanical standards of engine production in this country. Much machine work is needed in producing the finished components from the bar and forging.

[Ill.u.s.tration: Fig. 209.--The G. V. Gnome "Monosoupape" Nine-Cylinder Rotary Engine Mounted on Testing Stand.]

[Ill.u.s.tration: Fig. 210.--Sectional View Showing Construction of General Vehicle Co. "Monosoupape" Gnome Engine.]

The cylinders, for example, are machined from 6 inch solid steel bars, which are sawed into blanks 11 inches in length and weighing about 97 pounds. The first operation is to drill a 2-1/16 inch hole through the center of the block. A heavy-duty drilling machine performs this work, then the block goes to the lathe for further operations. Fig. 211 shows six stages of the progress of a cylinder, a few of the intermediate steps being omitted. These give, however, a good idea of the work done.

The turning of the gills, or cooling f.l.a.n.g.es, is a difficult proposition, owing to the depth of the cut and the thin metal that forms the gills. This operation requires the utmost care of tools and the use of a good lubricant to prevent the metal from tearing as the tools approach their full depth. These gills are only 0.6 mm., or 0.0237 in., thick at the top, tapering to a thickness of 1.4 mm. (0.0553 in.) at the base, and are 16 mm. (0.632 in.) deep. When the machine work is completed the cylinder weighs but 5-1/2 pounds.

[Ill.u.s.tration: Fig. 211.--How a Gnome Cylinder is Reduced from Solid Chunk of Steel Weighing 97 Pounds to Finished Cylinder Weighing 5-1/2 Pounds.]

GNOME FUEL SYSTEM, IGNITION AND LUBRICATION

The following description of the fuel supply, ignition and oiling of the "monosoupape," or single valve Gnome, is taken from "The Automobile."

Gasoline is fed to the engine by means of air pressure at 5 pounds per sq. in., which is produced by the air pump on the engine clearly shown at Fig. 210. A pressure gauge convenient to the operator indicates this pressure, and a valve enables the operator to control it. No carburetor is used. The gasoline flows from the tank through a shut-off valve near the operator and through a tube leading through the hollow crank-shaft to a spray nozzle located in the crank-case. There is no throttle valve, and as each cylinder always receives the same amount of air as long as the atmospheric pressure is the same, the output cannot be varied by reducing the fuel supply, except within narrow limits. A fuel capacity of 65 gallons is provided. The fuel consumption is at the rate of 12 U.