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Aviation History
1913
1913 - 0129.PDF
FEBRUARY I, 1913 l/y5HT AERONAUTICAL ENGINES. Paper read by A. GRAHAM CLARK before the Institution of Automobile Engineers. Continued from ptgi 101. The Gyro Motor.—This rotary- engine emplovs an interesting form of inlet valve construction which is shown in Fig. 16. The valve is placed in the head of the piston and is operated by a lever. Upon an extension from the top end of the connect ing rod a second lever is pivoted, the tree end of which makes contact with the first lever near to its fulcrum. The method of operation is extremely simple. By centrifugal force the mass of the lever supported on the side of the lever nearest to or farthest from the valve by the oscillation of the connecting rod, so will the valve be opened or closed—the period of opening being 1S0 degrees. It will be clear that this effect will he produced on the power stroke of the piston, but on account of the higli pressure within the cylinder, it will be insufficient to open the valve. Fig. 17.—100-h.p. Panhard Engine. rod is thrown outwards and presses against the valve operating lever, so that, according as the contact is made on Fig. 18.—05-h.p. R.E.P. Engine. Fig. 19.—110-b.p. Salmson Engine. Auxiliary exhaust ports and guard plates to prevent oil reaching the valve and so entering the cylinder are provided, but it would appear that the oil consumption is likely to be higher than is indicated by the figure given in Table III, since it would tend to collect, under the action of centrifugal force, around ihc circum ference of the guard plate, and therefore, when the lower edge of the piston reaches the level of the auxiliary ports, the oil would be ejected into the atmosphere. The 100-h.p. Panhard Engine is illustrated in Fig. 17. Thin engine has eight cylinders arranged in Vee fashion in sets of four, each set being cast en bloc, a rather unusual construction for engines of this class. On the sides is a large ribbed aluminium coverplate to the jackets; while to assist in supporting the overhanging weight of the cylinders two light tie rods are employed. The propeller is geared down by attachment to an extension from the cam-shaft, a method employed in a large number of Vee engines including the Renault, De Dion, &C. The extremely long inlet pipes from the carburettor are very noticeable. The R.E.P. Motors.—The special form of cam gear referred to in a paper read by Mr. J. S. Critchley before this In-stitution in 1909 is still employed. It is formed by a groove on the side of a disc within which rollers attached to the side of the valve plungers engage and which is rotated in a direction opposite to that of the engine. The groove is plus and minus a circle in order to alternately pull and push the rod actuating the valves. It would appear, however, that although the airangement is simple, it would be subject to great wear owing to the high linear velocity at which the cam is operated. Two cranks are used on all models. The 90-95.l1.p. engine is shown in Fig. 18. The Renault Engines.—The two special features in these engines are that they are cooled by air drawn through a casing fitted over the cylinders by a fan driven by the crank-shaft; and that the drive for the propeller is taken off the camshaft, thereby enabling a low propeller speed to be attained without sacrificing the power/ weight ratio. The former is advantageous when an air-cooled 129
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