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Aviation History
1914
1914 - 0191.PDF
FEBRUARY 21, 1914. I/QGHTI AERO ENGINES AT PARIS SHOW, 1913. (Concludedfrom page 163). Panhard-Levassor. These well-known manufacturers exhibit their 8-cylinder 100 h.p. water-cooled vee engine, in which the cylinders are arranged in groups of four cast en bloc, a construction that lends itself greatly to rigidity, a desirable quality in engines of this class. These cylinders are of cast iron, and it will be observed from the accom panying illustration that the ribbing which was originally formed on aluminium side-plates on the outer side of the jacket is now omitted, as are also the two tie-rods between the heads of the cylinders. Both inlet and exhaust valves are mechanically operated. 100 h.p. Panhard engine. The propeller is mounted on an extension from the end of the camshaft, which is driven by gearing from both ends of the crank shaft, with the object of reducing torsional oscillation in the latter. This construction necessitates an increase in the diameter of the camshaft, which therefore is slightly heavier, although since the timing gears, and the bearings, &c, need not be capable of trans mitting and supporting the full engine torque, it is possible that the actual engine weight is not thereby increased, and in any event by its adoption the gear is probably much more silent and durable as well as more efficient after a period or use. It should be noted that the water pump, which is placed imme diately beneath the magneto, has two outlets—one on each side of the engine—so as to equally distribute the water delivered between the two groups of cylinders, a precaution that should always be observed in order to prevent any possibility of a steam or air lock occurring in either group of cylinders. Renault. These motors embody the same construction as has been employed by this firm during the past few years, and which has proved so successful in aeronautical work on dirigibles as well as aeroplanes, namely, air-cooling by forced circulation through a casing fitted over the cylinders and the attachment of the propeller to the end of the camshaft. The two models exhibited were the eight-cylinder 70 h.p. and the twelve-cylinder 100 h.p., which were illustrated in FLIGHT for November 2nd, 1912. Both engines are of the vee type, the angle between the two groups of cylinders being 90" for the eight-cylinder and 6o° for the twelve-cylinder engine. The crank shaft end bearings are of the roller type, but the intermediate bearings are lined with white metal. The air casing is capable of ready dismantlement, and in the 70 h.p. maybe omitted if an effec tive method of cooling can be substituted by the purchasers. A single magneto is provided on the eight-cylinder engines, but two magnetos, entirely separate and driven off the timing shaft, are fitted on the 100 h.p. engine. Messrs. Renault Freres now confine their activities to three different engines for aviation purposes—the two motors above referred to, and a 40 h.p. eight-cylinder engine of 75 mm. bore and 120 mm. stroke which runs at a speed of 1,800 revolutions per minute, and weighs 212 lbs. The price of this engine is 8,000 francs, and it is similar in design to the larger engines, but without the air casing. Salmson. These engines, which have attained a large measure of success during the last two years, have recently been made more compact in design, are made in five different sizes, 90, 135, 150, 200 and 300 h.p., and in three types, all of which are stationary and water- cooled. The 150 and 300 h.p. engines are, however, arranged with their cylinders in a horizontal plane, and the 150 h.p. engine has a bevel-reducing gear to the propeller-shaft embodied in a casting fitted to the crank-case, giving a gear reduction of i'8 to 1. The cylinders in all models are made of steel, and have cast-iron heads for the reception of tne valves, whilst the water-jackets, of copper, provided with expansion bellows, are brazed at the ends to the cylinders, as well as clipped between the cylinders and their attachments. The pistons are made of cast-iron, and have three rings fitted of similar material. The connecting rods articulate on a bronze bush supported on the crank-pin by two ball-bearings. The inlet as well as the exhaust valves, which are of ample size, are mechanically operated through push-rods and levers bv cams arranged on a sleeve concentric with the crank-shaft. On the horizontal engines, which are specially designed for use on hydro aeroplanes and dirigibles, these valves are arranged on the side of the head as shown, whilst on the other types, they are placed radially in the head. The crank-cases are cast in aluminium on all models, but the con struction employed varies considerably. On the vertically placed 150 h.p. horizontal radial Salmson engine. 191 200 h.p. 14-cylinder Salmson engine.
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