It is apparent that a motor with a fixed point of ignition is not as desirable, in every way, as one in which the ignition can be advanced to best meet different requirements, and the writer does not readily perceive any advantage outside of simplicity of control in establishing a fixed point of ignition. In fact, there seems to be some difference of opinion among those designers who favor fixed ignition, and in one case this is located forty-three degrees ahead of center, and in another motor the point is fixed at twenty degrees, so that it may be said that this will vary as much as one hundred per cent. in various forms. This point will vary with different methods of ignition, as well as the location of the spark-plug or igniter. For the sake of simplicity, most airplane engines use set spark; if an advancing and retarding mechanism is fitted, it is only to facilitate starting, as the spark is kept advanced while in flight, and control is by throttle alone.
It is obvious by consideration of the foregoing that there can be no arbitrary rules established for timing, because of the many conditions which determine the best times for opening and closing the valves. It is customary to try various settings when a new motor is designed until the most satisfactory points are determined, and the setting which will be very suitable for one motor is not always right for one of different design. The timing diagram shown at Fig. 108 applies to the Hall-Scott engine, and may be considered typical. It should be easily followed in view of the very complete explanation given in preceding pages. Another six-cylinder engine diagram is shown at Fig. 109, and an eight-cylinder timing diagram is shown at Fig. 110. In timing automobile engines no trouble is experienced, because timing marks are always indicated on the engine fly-wheel register with an indicating trammel on the crank-case. To time an airplane engine accurately, as is necessary to test for a suspected cam-shaft defect, a timing disc of aluminum is attached to the crank-shaft which has the timing marks indicated thereon. If the disc is made 10 or 12 inches in diameter, it may be divided into degrees without difficulty.
HOW AN ENGINE IS TIMED
In timing a motor from the marks on the timing disc rim it is necessary to regulate the valves of but one cylinder at a time. Assuming that the disc is revolving in the direction of engine rotation, and that the firing order of the cylinders is 1-3-4-2, the operation of timing would be carried on as follows: The crank-shaft would be revolved until the line marked “Exhaust opens 1 and 4” registered with the trammel on the motor bed. At this point the exhaust-valve of either cylinder No. 1 or No. 4 should begin to open. This can be easily determined by noting which of these cylinders holds the compressed charge ready for ignition. Assuming that the spark has occurred in cylinder No. 1, then when the fly-wheel is turned from the position to that in which the line marked “Exhaust opens 1 and 4” coincides with the trammel point, the valve-plunger under the exhaust-valve of cylinder No. 1 should be adjusted in such a way that there is no clearance between it and the valve stem. Further movement of the wheel in the same direction should produce a lift of the exhaust valve. The disc is turned about two hundred and twenty-five degrees, or a little less than three-quarters of a revolution; then the line marked “Exhaust closes 1 and 4” will register with the trammel point. At this period the valve-plunger and the valve-stem should separate and a certain amount of clearance obtain between them. The next cylinder to time would be No. 3. The crank-shaft is rotated until mark “Exhaust opens 2 and 3” comes in line with the trammel. At this point the exhaust valve of cylinder No. 3 should be just about opening. The closing is determined by rotating the shaft until the line “Exhaust closes 2 and 3” comes under the trammel.
This operation is carried on with all the cylinders, it being well to remember that but one cylinder is working at a time and that a half-revolution of the fly-wheel corresponds to a full working stroke of all the cylinders, and that while one is exhausting the others are respectively taking in a new charge, compressing and exploding. For instance, if cylinder No. 1 has just completed its power-stroke, the piston in cylinder No. 3 has reached the point where the gas may be ignited to advantage. The piston of cylinder No. 4, which is next to fire, is at the bottom of its stroke and will have inspired a charge, while cylinder No. 2, which is the last to fire, will have just finished expelling a charge of burned gas, and will be starting the intake stroke. This timing relates to a four-cylinder engine in order to simplify the explanation. The timing instructions given apply only to the conventional motor types. Rotary cylinder engines, especially the Gnome “monosoupape,” have a distinctive valve timing on account of the peculiarities of design.
GNOME “MONOSOUPAPE” VALVE TIMING
In the present design of the Gnome motor, a cycle of operations somewhat different from that employed in the ordinary four-cycle engine is made use of, says a writer in “The Automobile,” in describing the action of this power-plant. This cycle does away with the need for the usual inlet valve and makes the engine operable with only a single valve, hence the name monosoupape, or “single-valve.” The cycle is as follows: A charge being compressed in the outer end of the cylinder or combustion chamber, it is ignited by a spark produced by the spark-plug located in the side of this chamber, and the burning charge expands as the piston moves down in the cylinder while the latter revolves around the crank-shaft. When the piston is about half-way down on the power stroke, the exhaust valve, which is located in the center of the cylinder-head, is mechanically opened, and during the following upstroke of the piston the burnt gases are expelled from the cylinder through the exhaust valve directly into the atmosphere.
Instead of closing at the end of the exhaust stroke, or a few degrees thereafter, the exhaust valve is held open for about two-thirds of the following inlet stroke of the piston, with the result that fresh air is drawn through the exhaust valve into the cylinder. When the cylinder is still 65 degrees from the end of the inlet half-revolution, the exhaust valve closes. As no more air can get into the cylinder, and as the piston continues to move inwardly, it is obvious that a partial vacuum is formed.
When the cylinder approaches within 20 degrees of the end of the inlet half-revolution a series of small inlet ports all around the circumference of the cylinder wall is uncovered by the top edge of the piston, whereby the combustion chamber is placed in communication with the crank chamber. As the pressure in the crank chamber is substantially atmospheric and that in the combustion chamber is below atmospheric, there results a suction effect which causes the air from the crank chamber to flow into the combustion chamber. The air in the crank chamber is heavily charged with gasoline vapor, which is due to the fact that a spray nozzle connected with the gasoline supply tank is located inside the chamber. The proportion of gasoline vapor in the air in the crank chamber is several times as great as in the ordinary combustible mixture drawn from a carburetor into the cylinder. This extra-rich mixture is diluted in the combustion chamber with the air which entered it through the exhaust valve during the first part of the inlet stroke, thus forming a mixture of the proper proportion for complete combustion.
The inlet ports in the cylinder wall remain open until 20 degrees of the compression half-revolution has been completed, and from that moment to near the end of the compression stroke the gases are compressed in the cylinder. Near the end of the stroke ignition takes place and this completes the cycle.
The exact timing of the different phases of the cycle is shown in the diagram at Fig. 111. It will be seen that ignition occurs substantially 20 degrees ahead of the outer dead center, and expansion of the burning gases continues until 85 degrees past the outer dead center, when the piston is a little past half-stroke. Then the exhaust-valve opens and remains open for somewhat more than a complete revolution of the cylinders, or, to be exact, for 390 degrees of cylinder travel, until 115 degrees past the top dead center on the second revolution. Then for 45 degrees of travel the charge within the cylinder is expanded, whereupon the inlet ports are uncovered and remain open for 40 degrees of cylinder travel, 20 degrees on each side of the inward dead center position.
SPRINGLESS VALVES
Springless valves are the latest development on French racing car engines, and it is possible that the positively-operated types will be introduced on aviation engines also. Two makes of positively-actuated valves are shown at Fig. 112. The positive-valve motor differs from the conventional form by having no necessity for valve-springs, as a cam not only assures the opening of the valve, but also causes it to return to the valve-seat. In this respect it is much like the sleeve-valve motor, where the uncovering of the ports is absolutely positive. The cars equipped with these valves were a success in long-distance auto races. Claims made for this type of valve mechanism include the possibility of a higher number of revolutions and consequently greater engine power. With the spring-controlled, single-cam operated valve a point is reached where the spring is not capable of returning the valve to its seat before the cam has again begun its opening movement. It is possible to extend the limits considerably by using a light valve on a strong spring, but the valve still remains a limiting factor in the speed of the motor.
Fig. 112.—Two Methods of Operating Valves by Positive Cam Mechanism Which Closes as Well as Opens Them.
A part sectional view through a cylinder of an engine designed by G. Michaux is shown at Fig. 112, A. There are two valves per cylinder, inclined at about ten degrees from the vertical. The valve-stems are of large diameter, as owing to positive control, there is no necessity of lightening this part in an unusual degree. A single overhead cam-shaft has eight pairs of cams, which are shown in detail at B. For each valve there is a three-armed rocker, one arm of which is connected to the stem of the valve and the two others are in contact respectively with the opening and closing cams. The connection to the end of the valve-stem is made by a short connecting link, which is screwed on to the end of the valve-stem and locked in position. This allows some adjustment to be made between the valves and the actuating rocker. It will be evident that one cam and one rocker arm produce the opening of the valve and that the corresponding rocker arm and cam result in the closing of the valve. If the opening cam has the usual convex profile, the closing cam has a correspondingly concave profile. It will be noticed that a light valve-spring is shown in drawing. This is provided to give a final seating to its valve after it has been closed by the cam. This is not absolutely necessary, as an engine has been run successfully without these springs. The whole mechanism is contained within an overhead aluminum cover.
The positive-valve system used on the De Lage motor is shown at D. In this the valves are actuated as shown in sectional views D and E. The valve system is unique in that four valves are provided per cylinder, two for exhaust and two for intake. The valves are mounted side by side, as shown at E, so the double actuator member may be operated by a single set of cams. The valve-operating member consists of a yoke having guide bars at the top and bottom. The actuating cam works inside of this yoke. The usual form of cam acts on the lower portion of the yoke to open the valve, while the concave cam acts on the upper part to close the valves. In this design provision is made for expansion of the valve-stems due to heat, and these are not positively connected to the actuating member. As shown at E, the valves are held against the seat by short coil springs at the upper end of the stem. These are very stiff and are only intended to provide for expansion. A slight space is left between the top of the valve-stem and the portion of the operating member that bears against them when the regular profile cam exerts its pressure on the bottom of the valve-operating mechanism. Another novelty in this motor design is that the cam-shafts and the valve-operating members are carried in casing attached above the motor by housing supports in the form of small steel pillars. The overhead cam-shafts are operated by means of bevel gearing.
FOUR VALVES PER CYLINDER
Fig. 113.—Diagram Comparing Two Large Valves and Four Small Ones of Practically the Same Area. Note How Easily Small Valves are Installed to Open Directly Into the Cylinder.
Mention has been previously made of the sixteen-valve four-cylinder Duesenberg motor and its great power output for the piston displacement. This is made possible by the superior volumetric efficiency of a motor provided with four valves in each cylinder instead of but two. This principle was thoroughly tried out in racing automobile motors, and is especially valuable in permitting of greater speed and power output from simple four- and six-cylinder engines. On eight- and twelve-cylinder types, it is doubtful if the resulting complication due to using a very large number of valves would be worth while. When extremely large valves are used, as shown in diagram at Fig. 113, it is difficult to have them open directly into the cylinder, and pockets are sometimes necessary. A large valve would weigh more than two smaller valves having an area slightly larger in the aggregate; it would require a stiffer valve spring on account of its greater weight. A certain amount of metal in the valve-head is necessary to prevent warping; therefore, the inertia forces will be greater in the large valve than in the two smaller valves. As a greater port area is obtained by the use of two valves, the gases will be drawn into the cylinder or expelled faster than with a lesser area. Even if the areas are practically the same as in the diagram at Fig. 113, the smaller valves may have a greater lift without imposing greater stresses on the valve-operating mechanism and quicker gas intake and exhaust obtained. The smaller valves are not affected by heat as much as larger ones are. The quicker gas movements made possible, as well as reduction of inertia forces, permits of higher rotative speed, and, consequently, greater power output for a given piston displacement. The drawings at Fig. 114 show a sixteen-valve motor of the four-cylinder type that has been designed for automobile racing purposes, and it is apparent that very slight modifications would make it suitable for aviation purposes. Part of the efficiency is due to the reduction of bearing friction by the use of ball bearings, but the multiple-valve feature is primarily responsible for the excellent performance.
Fig. 114.—Sectional Views of Sixteen-Valve Four-Cylinder Automobile Racing Engine That May Have Possibilities for Aviation Service.
Fig. 115.—Front View of Curtiss OX-3 Aviation Motor, Showing Unconventional Valve Action by Concentric Push Rod and Pull Tube.
CHAPTER IX
Constructional Details of Pistons—Aluminum Cylinders and Pistons—Piston Ring Construction—Leak Proof Piston Rings—Keeping Oil Out of Combustion Chamber—Connecting Rod Forms—Connecting Rods for Vee Engines—Cam-Shaft and Crank-Shaft Designs—Ball Bearing Crank-Shafts—Engine Base Construction.
CONSTRUCTIONAL DETAILS OF PISTONS
The piston is one of the most important parts of the gasoline motor inasmuch as it is the reciprocating member that receives the impact of the explosion and which transforms the power obtained by the combustion of gas to mechanical motion by means of the connecting rod to which it is attached. The piston is one of the simplest elements of the motor, and it is one component which does not vary much in form in different types of motors. The piston is a cylindrical member provided with a series of grooves in which packing rings are placed on the outside and two bosses which serve to hold the wrist pin in its interior. It is usually made of cast iron or aluminum, though in some motors where extreme lightness is desired, such as those used for aëronautic work, it may be made of steel. The use of the more resisting material enables the engineer to use lighter sections where it is important that the weight of this member be kept as low as possible consistent with strength.
Fig. 116.—Forms of Pistons Commonly Employed in Gasoline Engines. A—Dome Head Piston and Three Packing Rings. B—Flat Top Form Almost Universally Used. C—Concave Piston Utilized in Knight Motors and Some Having Overhead Valves. D—Two-Cycle Engine Member with Deflector Plate Cast Integrally. E—Differential of Two-Diameter Piston Used in Some Engines Operating on Two-Cycle Principle.
A number of piston types are shown at Fig. 116. That at A has a round top and is provided with four split packing rings and two oil grooves. A piston of this type is generally employed in motors where the combustion chamber is large and where it is desired to obtain a higher degree of compression than would be possible with a flat top piston. This construction is also stronger because of the arched piston top. The most common form of piston is that shown at B, and it differs from that previously described only in that it has a flat top. The piston outlined in section at C is a type used on some of the sleeve-valve motors of the Knight pattern, and has a concave head instead of the convex form shown at A. The design shown at D in side and plan views is the conventional form employed in two-cycle engines. The deflector plate on the top of the cylinder is cast integral and is utilized to prevent the incoming fresh gases from flowing directly over the piston top and out of the exhaust port, which is usually opposite the inlet opening. On these types of two-cycle engines where a two-diameter cylinder is employed, the piston shown at E is used. This is known as a “differential piston,” and has an enlarged portion at its lower end which fits the pumping cylinder. The usual form of deflector plate is provided at the top of the piston and one may consider it as two pistons in one.
Fig. 117.—Typical Methods of Piston Pin Retention Generally Used in Engines of American Design. A—Single Set Screw and Lock Nut. B—Set Screw and Check Nut Fitting Groove in Wrist Pin. C, D—Two Locking Screws Passing Into Interior of Hollow Wrist Pin. E—Split Ring Holds Pin in Place. F—Use of Taper Expanding Plugs Outlined. G—Spring Pressed Plunger Type. H—Piston Pin Pinned to Connecting Rod. I—Wrist Pin Clamped in Connecting Rod Small End by Bolt.
Fig. 119.—Parts of Sturtevant Aviation Engine. A—Cylinder Head Showing Valves. B—Connecting Rod. C—Piston and Rings.
One of the important conditions in piston design is the method of securing the wrist pin which is used to connect the piston to the upper end of the connecting rod. Various methods have been devised to keep the pin in place, the most common of these being shown at Fig. 117. The wrist pin should be retained by some positive means which is not liable to become loose under the vibratory stresses which obtain at this point. If the wrist pin was free to move it would work out of the bosses enough so that the end would bear against the cylinder wall. As it is usually made of steel, which is a harder material than cast iron used in cylinder construction, the rubbing action would tend to cut a groove in the cylinder wall which would make for loss of power because it would permit escape of gas. The wrist pin member is a simple cylindrical element that fits the bosses closely, and it may be either hollow or solid stock. A typical piston and connecting rod assembly which shows a piston in section also is given at Fig. 118. The piston of the Sturtevant aëronautical motor is shown at Fig. 119, the aluminum piston of the Thomas airplane motor with piston rings in place is shown at Fig. 120. A good view of the wrist pin and connecting rod are also given. The iron piston of the Gnome “Monosoupape” airplane engine and the unconventional connecting rod assembly are clearly depicted at Fig 121.
Fig. 120.—Aluminum Piston and Light But Strong Steel Connecting Rod and Wrist Pin of Thomas Aviation Engine.
The method of retention shown at A is the simplest and consists of a set screw having a projecting portion passing into the wrist pin and holding it in place. The screw is kept from turning or loosening by means of a check nut. The method outlined at B is similar to that shown at A, except that the wrist pin is solid and the point of the set screw engages an annular groove turned in the pin for its reception. A very positive method is shown at C. Here the retention screws pass into the wrist pin and are then locked by a piece of steel wire which passes through suitable holes in the ends. The method outlined at D is sometimes employed, and it varies from that shown at C only in that the locking wire, which is made of spring steel, is passed through the heads of the locking screws. Some designers machine a large groove around the piston at such a point that when the wrist pin is put in place a large packing ring may be sprung in the groove and utilized to hold the wrist pin in place.
Fig. 121.—Cast Iron Piston of “Monosoupape” Gnome Engine Installed On One of the Short Connecting Rods.
The system shown at F is not so widely used as the simpler methods, because it is more costly and does not offer any greater security when the parts are new than the simple lock shown at A. In this a hollow wrist pin is used, having a tapered thread cut at each end. The wrist pin is slotted at three or four points, for a distance equal to the length of the boss, and when taper expansion plugs are screwed in place the ends of the wrist pin are expanded against the bosses. This method has the advantage of providing a certain degree of adjustment if the wrist pin should loosen up after it has been in use for some time. The taper plugs would be screwed in deeper and the ends of the wrist pin expanded proportionately to take up the loss motion. The method shown at G is an ingenious one. One of the piston bosses is provided with a projection which is drilled out to receive a plunger. The wrist pin is provided with a hole of sufficient size to receive the plunger, which is kept in place by means of a spring in back of it. This makes a very positive lock and one that can be easily loosened when it is desired to remove the wrist pin. To unlock, a piece of fine rod is thrust into the hole at the bottom of the boss which pushes the plunger back against the spring until the wrist pin can be pushed out of the piston.
Some engineers think it advisable to oscillate the wrist pin in the piston bosses, instead of in the connecting rod small end. It is argued that this construction gives more bearing surface at the wrist pin and also provides for more strength because of the longer bosses that can be used. When this system is followed the piston pin is held in place by locking it to the connecting rod by some means. At H the simplest method is outlined. This consisted of driving a taper pin through both rod and wrist pin and then preventing it from backing out by putting a split cotter through the small end of the tapered locking pin. Another method, which is depicted at I, consists of clamping the wrist pin by means of a suitable bolt which brings the slit connecting rod end together as shown.
ALUMINUM FOR CYLINDERS AND PISTONS
Aluminum pistons outlined at Fig. 122, have replaced cast iron members in many airplane engines, as these weigh about one-third as much as the cast iron forms of the same size, while the reduction in the inertia forces has made it possible to increase the engine speed without correspondingly stressing the connecting rods, crank-shaft and engine bearings.
Aluminum has not only been used for pistons, but a number of motors will be built for the coming season that will use aluminum cylinder block castings as well. Of course, the aluminum alloy is too soft to be used as a bearing for the piston, and it will not withstand the hammering action of the valve. This makes the use of cast iron or steel imperative in all motors. When used in connection with an aluminum cylinder block the cast iron pieces are placed in the mould so that they act as cylinder liners and valve seats, and the molten metal is poured around them when the cylinder is cast. It is said that this construction results in an intimate bond between the cast iron and the surrounding aluminum metal. Steel liners may also be pressed into the aluminum cylinders after these are bored out to receive them. Aluminum has for a number of years been used in many motor car parts. Alloys have been developed that have greater strength than cast iron and that are not so brittle. Its use for manifolds and engine crank and gear cases has been general for a number of years.
At first thought it would seem as though aluminum would be entirely unsuited for use in those portions of internal combustion engines exposed to the heat of the explosion, on account of the low melting point of that metal and its disadvantageous quality of suddenly “wilting” when a critical point in the temperature is reached. Those who hesitated to use aluminum on account of this defect lost sight of the great heat conductivity of that metal, which is considerably more than that of cast iron. It was found in early experiments with aluminum pistons that this quality of quick radiation meant that aluminum pistons remained considerably cooler than cast iron ones in service, which was attested to by the reduced formation of carbon deposit thereon. The use of aluminum makes possible a marked reduction in power plant weight. A small four-cylinder engine which was not particularly heavy even with cast iron cylinders was found to weigh 100 pounds less when the cylinder block, pistons, and upper half of the crank-case had been made of aluminum instead of cast iron. Aluminum motors are no longer an experiment, as a considerable number of these have been in use on cars during the past year without the owners of the cars being apprised of the fact. Absolutely no complaint was made in any case of the aluminum motor and it was demonstrated, in addition to the saving in weight, that the motors cost no more to assemble and cooled much more efficiently than the cast iron form. One of the drawbacks to the use of aluminum is its growing scarcity, which results in making it a “near precious” metal.
PISTON RING CONSTRUCTION
As all pistons must be free to move up and down in the cylinder with minimum friction, they must be less in diameter than the bore of the cylinder. The amount of freedom or clearance provided varies with the construction of the engine and the material the piston is made of, as well as its size, but it is usual to provide from .005 to .010 of an inch to compensate for the expansion of the piston due to heat and also to leave sufficient clearance for the introduction of lubricant between the working surfaces. Obviously, if the piston were not provided with packing rings, this amount of clearance would enable a portion of the gases evolved when the charge is exploded to escape by it into the engine crank-case. The packing members or piston rings, as they are called, are split rings of cast iron, which are sprung into suitable grooves machined on the exterior of the piston, three or four of these being the usual number supplied. These have sufficient elasticity so that they bear tightly against the cylinder wall and thus make a gas-tight joint. Owing to the limited amount of surface in contact with the cylinder wall and the elasticity of the split rings the amount of friction resulting from the contact of properly fitted rings and the cylinder is not of enough moment to cause any damage and the piston is free to slide up and down in the cylinder bore.
Fig. 123.—Types of Piston Rings and Ring Joints. A—Concentric Ring. B—Eccentrically Machined Form. C—Lap Joint Ring. D—Butt Joint, Seldom Used. E—Diagonal Cut Member, a Popular Form.
These rings are made in two forms, as outlined at Fig. 123. The design shown at A is termed a “concentric ring,” because the inner circle is concentric with the outer one and the ring is of uniform thickness at all points. The ring shown at B is called an “eccentric ring,” and it is thicker at one part than at others. It has theoretical advantages in that it will make a tighter joint than the other form, as it is claimed its expansion due to heat is more uniform. The piston rings must be split in order that they may be sprung in place in the grooves, and also to insure that they will have sufficient elasticity to take the form of the cylinder at the different points in their travel. If the cylinder bore varies by small amounts the rings will spring out at the points where the bore is larger than standard, and spring in at those portions where it is smaller than standard.
It is important that the joint should be as nearly gas-tight as possible, because if it were not a portion of the gases would escape through the slots in the piston rings. The joint shown at C is termed a “lap joint,” because the ends of the ring are cut in such a manner that they overlap. This is the approved joint. The butt joint shown at D is seldom used and is a very poor form, the only advantage being its cheapness. The diagonal cut shown at E is a compromise between the very good form shown at C and the poor joint depicted at D. It is also widely used, though most constructors prefer the lap joint, because it does not permit the leakage of gas as much as the other two types.
There seems to be some difference of opinion relative to the best piston ring type—some favoring the eccentric pattern, others the concentric form. The concentric ring has advantages from the lubricating engineer’s point of view; as stated by the Platt & Washburn Company in their text-book on engine lubrication, the smaller clearance behind the ring possible with the ring of uniform section is advantageous.
Fig. 124, A, shows a concentric piston ring in its groove. Since the ring itself is concentric with the groove, very small clearance between the back of the ring and the bottom of its groove may be allowed. Small clearance leaves less space for the accumulation of oil and carbon deposits. The gasket effect of this ring is uniform throughout the entire length of its edges, which is its marked advantage over the eccentric ring. This type of piston ring rarely burns fast in its groove. There are a large number of different concentric rings manufactured of different designs and of different efficiency.
Figs. 124, B and 124, C show eccentric rings assembled in the ring groove. It will be noted that there is a large space between the thin ends of this ring and the bottom of the groove. This empty space fills up with oil which in the case of the upper ring frequently is carbonized, restricting the action of the ring and nullifying its usefulness. The edges of the thin ends are not sufficiently wide to prevent rapid escape of gases past them. In a practical way this leakage means loss of compression and noticeable drop in power. When new and properly fitted, very little difference can be noted between the tightness of eccentric and concentric rings. Nevertheless, after several months’ use, a more rapid leakage will always occur past the eccentric than past the concentric. If continuous trouble with the carbonization of cylinders, smoking and sooting of spark-plugs is experienced, it is a sure indication that mechanical defects exist in the engine, assuming of course, that a suitable oil has been used. Such trouble can be greatly lessened, if not entirely eliminated, by the application of concentric rings (lap joint), of any good make, properly fitted into the grooves of the piston. Too much emphasis cannot be put upon this point. If the oil used in the engine is of the correct viscosity, and serious carbon deposit, smoking, etc., still result, the only certain remedy then is to have the cylinders rebored and fitted with properly designed, oversized pistons and piston rings.
LEAK-PROOF PISTON RINGS
In order to reduce the compression loss and leakage of gas by the ordinary simple form of diagonal or lap joint one-piece piston ring a number of compound rings have been devised and are offered by their makers to use in making replacements. The leading forms are shown at Fig. 125. That shown at A is known as the “Statite” and consists of three rings, one carried inside while the other two are carried on the outside. The ring shown at B is a double ring and is known as the McCadden. This is composed of two thin concentric lap joint rings so disposed relative to each other that the opening in the inner ring comes opposite to the opening in the outer ring.
The form shown at C is known as the “Leektite,” and is a single ring provided with a peculiar form of lap and dove tail joint. The ring shown at D is known as the “Dunham” and is of the double concentric type being composed of two rings with lap joints which are welded together at a point opposite the joint so that there is no passage by which the gas can escape. The Burd high compression ring is shown at E. The joints of these rings are sealed by means of an H-shaped coupler of bronze which closes the opening. The ring ends are made with tongues which interlock with the coupling. The ring shown at F is called the “Evertite” and is a three-piece ring composed of three members as shown in the sectional view below the ring. The main part or inner ring has a circumferential channel in which the two outer rings lock, the resulting cross-section being rectangular just the same as that of a regular pattern ring. All three rings are diagonally split and the joints are spaced equally and the distances maintained by small pins. This results in each joint being sealed by the solid portion of the other rings.
The use of a number of light steel rings instead of one wide ring in the groove is found on a number of automobile power plants, but as far as known, this construction is not used in airplane power plants. It is contended that where a number of light rings is employed a more flexible packing means is obtained and the possibility of leakage is reduced. Rings of this design are made of square section steel wire and are given a spring temper. Owing to the limited width the diagonal cut joint is generally employed instead of the lap joint which is so popular on wider rings.
KEEPING OIL OUT OF COMBUSTION CHAMBERS
An examination of the engine design that is economical in oil consumption discloses the use of tight piston rings, large centrifugal rings on the crank-shaft where it passes through the case, ample cooling fins in the pistons, vents between the crank-case chamber and the valve enclosures, etc. Briefly put, cooling of the oil in this engine has been properly cared for and leakage reduced to a minimum. To be specific regarding details of design: Oil surplus can be kept out of the explosion chambers by leaving the lower edge of the piston skirt sharp and by the use of a shallow groove (C), Fig. 126, just below the lower piston ring. Small holes are bored through the piston walls at the base of this groove and communicate with the crank-case. The similarity of the sharp edges of piston skirt (D) and piston ring to a carpenter’s plane bit, makes their operation plain.
The cooling of oil in the sump (A) can be accomplished most effectively by radiating fins on its outer surface. The lower crank-case should be fully exposed to the outer air. A settling basin for sediment (B) should be provided having a cubic content not less than one-tenth of the total oil capacity as outlined at Fig. 126. The depth of this basin should be at least 21⁄2 inches, and its walls vertical, as shown, to reduce the mixing of sediment with the oil in circulation. The inlet opening to the oil pump should be near the top of the sediment basin in order to prevent the entrance into the pump with the oil of any solid matter or water condensed from the products of combustion. This sediment basin should be drained after every five to seven hours air service of an airplane engine. Concerning filtering screens there is little to be said, save that their areas should be ample and the mesh coarse enough (one-sixteenth of an inch) to offer no serious resistance to the free flow of cold or heavy oil through them; otherwise the oil in the crank-case may build up above them to an undesirable level. The necessary frequency of draining and flushing out the oil sump differs greatly with the age (condition) of the engine and the suitability of the oil used. In broad terms, the oil sump of a new engine should be thoroughly drained and flushed with kerosene at the end of the first 200 miles, next at the end of 500 miles and thereafter every 1,000 miles. While these instructions apply specifically to automobile motors, it is very good practice to change the oil in airplane engines frequently. In many cases, the best results have been secured when the oil supply is completely replenished every five hours that the engine is in operation.
CONNECTING ROD FORMS
The connecting rod is the simple member that joins the piston to the crank-shaft and which transmits the power imparted to the piston by the explosion so that it may be usefully applied. It transforms the reciprocating movement of the piston to a rotary motion at the crank-shaft. A typical connecting rod and its wrist pin are shown at Fig. 120. It will be seen that it has two bearings, one at either end. The small end is bored out to receive the wrist pin which joins it to the piston, while the large end has a hole of sufficient size to go on the crank-pin. The airplane and automobile engine connecting rod is invariably a steel forging, though in marine engines it is sometimes made a steel or high tensile strength bronze casting. In all cases it is desirable to have softer metals than the crank-shaft and wrist pin at the bearing point, and for this reason the connecting rod is usually provided with bushings of anti-friction or white metal at the lower end, and bronze at the upper. The upper end of the connecting rod may be one piece, because the wrist pin can be introduced after it is in place between the bosses of the piston. The lower bearing must be made in two parts in most cases, because the crank-shaft cannot be passed through the bearing owing to its irregular form. The rods of the Gnome engine are all one piece types, as shown at Fig. 127, owing to the construction of the “mother” rod which receives the crank-pins. The complete connecting rod assembly is shown in Fig. 121, also at A, Fig. 127. The “mother” rod, with one of the other rods in place and one about to be inserted, is shown at Fig. 127, B. The built-up crank-shaft which makes this construction feasible is shown at Fig. 127, C.