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.
Fig. 122.—Types of Aluminum Pistons Used In Aviation Engines.
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.