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A Special Valve Gear for Research

A Special Valve Gear for Research December, 1933 AIRCRAFT ENGINEERING 307 Details of the Armstrong-Siddeley Single-Cylinder Test Rig with Three Variables ETAILS of a remarkable research engine and crankpin. In the normal way the two have recently been released by Arm­ crankpins are fitted in the disc L so tha t K and strong-Siddeley Motors, Ltd . The unit A revolve at the same speed throughout each has been in use for some time in their research revolution. It occurs when the centre line and development department in connection of K and A and L is the same. When L, which with their cars and aero-engines and has played is pivoted about N, is moved to one side by an important part in the development of the operating the lever M. the camshaft turns fast new Siddeley Special power unit. The special for part of a revolution and slowly for the feature of the engine, which is claimed to be remainder. In the same way a propeller unique, is that the three factors governing the shaft varies its speed of rotation when driven valve timing, i.e., the lift, the period of opening b y a universal joint set at a considerable angle. and the moment of opening and closing, can all be varied independently of one another while the engine is running. An interesting point is tha t this is achieved by the use of two cams only, one operating the exhaust and the other the inlet valve. The engine, which is of the single-cylinder overhead valve type, is arranged so tha t cylinders of various bores can be fitted to the crankcase, and thus a cylinder of any one of the range of Armstrong-Siddeley engines can be be fitted. The Operation Explained Fig. 2 depicts the control for the variable lift. Camshaft A raises the lever B through a roller, the movement then being transferred to the rocker C through a sliding piece which oper­ ates between C and B and is controlled by the handle E. The inertia forces in the rocker are taken care of by the spring shown. Fig. 3 illustrates the phase-change control. I n this the camshaft driving gear F drives the camshaft K through gears keyed together and carried in the differential block G which can be rotated by the worm-screw H and its con­ trolling wheel. This varies the valve timing without altering the period, as the camshaft is advanced or retarded relative to camshaft driving gear F. Fig. 4 shows the control governing the duration of the valve opening. The camshaft A terminates in a disc and crankpin, while the driving shaft K is formed with a similar disc http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

A Special Valve Gear for Research

Aircraft Engineering and Aerospace Technology , Volume 5 (12): 1 – Dec 1, 1933
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb029758
Publisher site
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Abstract

December, 1933 AIRCRAFT ENGINEERING 307 Details of the Armstrong-Siddeley Single-Cylinder Test Rig with Three Variables ETAILS of a remarkable research engine and crankpin. In the normal way the two have recently been released by Arm­ crankpins are fitted in the disc L so tha t K and strong-Siddeley Motors, Ltd . The unit A revolve at the same speed throughout each has been in use for some time in their research revolution. It occurs when the centre line and development department in connection of K and A and L is the same. When L, which with their cars and aero-engines and has played is pivoted about N, is moved to one side by an important part in the development of the operating the lever M. the camshaft turns fast new Siddeley Special power unit. The special for part of a revolution and slowly for the feature of the engine, which is claimed to be remainder. In the same way a propeller unique, is that the three factors governing the shaft varies its speed of rotation when driven valve timing, i.e., the lift, the period of opening b y a universal joint set at a considerable angle. and the moment of opening and closing, can all be varied independently of one another while the engine is running. An interesting point is tha t this is achieved by the use of two cams only, one operating the exhaust and the other the inlet valve. The engine, which is of the single-cylinder overhead valve type, is arranged so tha t cylinders of various bores can be fitted to the crankcase, and thus a cylinder of any one of the range of Armstrong-Siddeley engines can be be fitted. The Operation Explained Fig. 2 depicts the control for the variable lift. Camshaft A raises the lever B through a roller, the movement then being transferred to the rocker C through a sliding piece which oper­ ates between C and B and is controlled by the handle E. The inertia forces in the rocker are taken care of by the spring shown. Fig. 3 illustrates the phase-change control. I n this the camshaft driving gear F drives the camshaft K through gears keyed together and carried in the differential block G which can be rotated by the worm-screw H and its con­ trolling wheel. This varies the valve timing without altering the period, as the camshaft is advanced or retarded relative to camshaft driving gear F. Fig. 4 shows the control governing the duration of the valve opening. The camshaft A terminates in a disc and crankpin, while the driving shaft K is formed with a similar disc

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Dec 1, 1933

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