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Aviation History
1914
1914 - 0136.PDF
fum within this the lubricating pump is placed from which the separate leads to the pistons, &c, are taken. The timing gears and pump driving mechanism aie enclosed in a chamber formed at the boss ol the ipider frame on the rear side of the engine and immediately m frcnt of the inlet manifold. It is claimed that by the adoption of the particular construction used in these engines the balance is made perfect, that the absence of troubles through overheating enables a higher efficiency and greater power to be attained, and all parts which are likely to require attention may be dismantled in a very few minutes. From the arrangement of cylinders and cranks which is employed the eng'n« should be very smooth running, as the only unbalanced forces which are likely to exist are such as may be due to inequalities m the masses of the reciprocating parts, and these may also be eliminated by careful attention during manufacture. It will be observed that as the cylinders are all in the same plane there is no tendency to rock the engine in a plane through the axis of the shaft. The extremely effective cooling afforded to the cylinders by the passage of air over them, due to the translation of the machine as well as from then- reciprocating movement, together with the cooling of the exposed portion of the piston during a portion of the stroke, will no doubt contribute greatly to the more efficient lubrication of the cylinders and pistons—namely those parts in which the greatest amount of power at present is wasted in the internal combustion engine. But whether the power developed and the efficiency attained will be greater than that of other types of motor can only be determined by experiment. The claim for accessibility would also appear to be well substantiated, because all the working parts are quite open and visible, even whilst running, and it would seem that their condition may be very readily examined during use. E.J.C Motors. The 60 h.p. 6-cyl. rotary engine exhibited on this stand presents an interesting problem in relative motion, since the crank-shaft, as well as the cylinders, rotates, although in opposite directions. The construction employed is shown in the accompanying diagram, in which the propeller F is attached to the crank-case and the pro peller E to the crank-shaft. The crank-shaft and the crank-case are each supported in roller bearings and function in the ordinary manner relative to one another ; but since neither is fixed, the reaction from the piston due to the obliquity of the connecting-rod, causes the cylinder to rotate in an opposite direction to the crank— the relative speed depending solely upon the resistances offered by the air to the rotation of the propeller, cylinders, &c. In the type shown, the makers state the revolutions made by the crank-case are 800 per minute, and by the crank-shaft 1,200 per minute, giving a relative speed of 2,000 revolutions per minute. Such a construction necessarily involves some complication in the valve timing and in driving the magneto, especially for the latter, which is fixed in position. As regards the timing of the cam-plate, 8-cylinder E.J.C. double rotary engine. D, and high-tension distributor, H, this is accomplished by the introduction of two planetary systems of gearing as illustrated in the diagram, the required two-to-one reduction of the cam-plate being effected by the left-hand gear, whilst the plate marked A is kept in phase with the relative positions of the cylinders and crank-shaft by the planetary gear attached to it. The plate, H, which surrounds the shaft, is mounted on the crank-case, and carries the wires to the separate cylinders. The magneto, I, is driven from the crank-shaft by a sleeve through the double differential gear and spur wheels at G. On the sleeve is a bevel driving the pinion carried on the fixed sup port, which, in turn, drives the reversed pair of bevels, and these latter engage with two pinions supported by the large spur wheel that drives the smaller pmion on the armature shaft of the magneto. FEBRUARY 7, 1914. The carburettor is attached at J, and the mixture is fed through the interior of the crank-shaft to the crank-case and by radiating piping to the cylinders. Both valves are placed in the head, and are mechanically operated by a single push and pull rod controlled by the cam-plate. The lubrication of the cylinders and pistons is effected by a pump driven off the end of the shaft at K. A ten-cylinder 100 h.p. engine of a similar type is shortly to be placed upon the market. Esseibe. The new 65 h.p. rotary engine is of more conventional design than the ingenious rotary engine which employed reciprocating pistons working in a circular cylinder seen at the 1912 Show. There is, "however, still novelty in the construction adopted, in that the inlet is controlled by a sleeve valve and the exhaust by a piston valve. All the principal working parts of the engine, excepting the sleeve valve that controls the admission of the mixture to the cylinder, and which is of aluminium, aTe manufactured of high tension steel. The general design of the engine is shown in the accompanying illustration, from which it will be observed that the cylinders are 136 7-cylinder Esseibe engine. attached to a heptagonal crank-case having cylindrical projections for the reception of the various cylinders, on each face. These cylinders all lie in the same transverse plane, and have two diameters, the smaller, within which the exhaust valve is placed, being at the outer end. The inner^ ends of the cylinders extend for some distance within the cylindrical chambers on the crank-case, and ports, through which the fresh gas passes into the cylinder, are cut through these extensions, the opening being controlled by the sleeve valve, which slides over them on the outside of the cylinder. The connecting rods, which are of rectangular cross section, suit ably lightened, run on ball-bearings placed on a bush through which the crank-pin passes, and to which the two gear wheels for driving the magneto, pumps, &c, are also secured. These gear wheels—one on each end of the crank-pin—engage with pinions mounted upon the two steel plates used for closing the ends of the crank-case—the rear door being also fitted with passages leading to the gas chambers, as they are termed, at the inner ends of the cylinders. These radial passages are also placed in commu nication with the orifices cut in the surface of the hollow crank shaft through which the gas is led from the carburettor in order to avoid the admission of the carburetted air to the interior of the crank-chamber. A Bosch magneto is fitted, and oil is supplied to the connecting- rod ends, &c, by two independent pumps, each of which forces oil through separate leads through the crank-shaft. The valves are operated through rods by means of two groups of seven eccentrics mounted on the crank-pin—two of each being for each cylinder. These rods are attached to the sleeve valve con trolling the opening of the inlet ports, whilst two rods, which are placed radially on the two sides of the engine, make a rigid con nection between the sleeve valve and the bridge, carrying the piston valve at its centre, as may be seen in the illustration. A close ex amination of the details of the smaller diameter of the cylinder will reveal the presence of a number of elongated holes, which constitute the exhaust ports, between the cooling fins.
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