The Richmond palladium and sun-telegram. [volume] (Richmond, Ind.) 1907-1939, 1919-03-22

Now let us suppose we require pres
sure of 1000 pounds to revOlve the
rear wheels. Let us then design the
engine to give us over 1000 pounds on
the explosion stroke. We can then
give 1000 pounds to the rear wheels.
and by making the fywhel spin, store
up in it the other 5000 and over
pounds, and then when we come to
the exhaust stroke, the fiywheel can
give 1000 of these pounds to the rear
wheels, and some for pushing up the
piston, the same happening on the
suction and compression stroke, when
we will again get our power stroke.
Then you will note that we must first
crank the engine or pull 1t through
the suction and compression stroke by
hand or by electric starting motors,
but after the first power stroke the
flywheel does this for US.
The Valve Action.
We have now seen how the piston
is made to reciprocate and how the
reciprocating motion is converted in
to rotary motion Let us now see
how the gases are let into the cylin-
der and how they are let out. We,
therefore, come to our valve mechan-
ism. This is shown in the portion of
the drawing, outside Of the Zig-Zag
lines.
tx" shows the valves, of which
there must be two, one to allow the
fresh mixture to enter, the other to
allow the used-up gases to escape.
This you will note is a long stem, hav-
ing fat head on one end, which head
is ground so as to At the valve seat
-" air tight. Through the other end
of the valve stem slot is cut, into
which is inserted the piece Of fiat
steel or Key a." Resting on this
key is the Valve Spring cup, which is
a washer-like piece of round steel.
You will note that the Valve Spring.
IN" by pressing down on the Valve
Spring Cup and thus on the key, and
the valve stem, pulls the valve-head
down against the valve seat.
The Valve Litter, 20" which can
work up and down in its guides, raises
the Valve when it is to be opened, 1t
being itself raised by the action of the
90" which cam Is on the revolving
Cam Shaft, r." Let us study this
cam.
BY referring to the cam on the left
you will note that while the Valve
Litter Roller is resting on the cam
from the point marked 81" to the
point marked 49," there will be no
tendency to raise the litter, but as
soon as the point "2" is reached, the
projection "3" will come under the
roller, and the litter will now be
raised, as shown by the right-hand
cam.
&, 1xyn
by means of a set of gears. On the
forward end of the Crank Shaft, a
small gear is fastened, which drives
a gear attached to the cam shaft.
These are shown as dotted lines in
the drawing. AS the inlet and ex-
haust valve each open or raise only
once for two revolutions of the crank
shaft, the gear on the cam shaft has
twice the number of teeth as the
crang shaft gear. These gears are
therefore called Half Time Gears.
We are now ready to see what the
valve action it. When the crank
shaft revolves, it's gear makes the cam
shaft gears revolve and thus the
cams. Each time the projection on
the cam comes under the litter, this
litter is pushed up, and in turn raises
the valve. Thus the gas can come in
through the inlet piping or manifald,
as it is called, through the opening
81 through the valve which is now
open and then through the ports "BS''
into the cylinder. The cam revolving
farther, the valve is closed, or pulled
down by the action of the spring. The
exhaust gases will get out through
the port "BX" the now open exhaust
valve, and opening, ct" into the ex
haust manifold, or piping.
You will note that the engine ha!
two separate mechanisms, the piston
connecting rod and crang shaft &C
ton, for converting the piston's re
ciprocating motion into rotary mo-
ton, and the valve mechanism fo
letting the gases in and out at the
proper time. You will further moi
that these two mechanisms ar,
coupled together and timed, by tn,
half time gears.