1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136 
The Throw-away Engine
Page 31
If you've noticed an error in this article please click here to report it so we can fix it.
IN a recent patent by the Ford Motor Co., Ltd., relating to composite castings, reference is made to two parts of an overhead-valve cylinder head being held together by epoxy resin. The upper part of the cylinder head carries the valve gear, and the forces tending to separate the two portions of such a head are appreciable. Presumably the jointing process is-intended to last the life of the engine, and although the stresses involved are small compared with those produced by combustion or bearing loads, this indicates the possible potential of jointing compounds for application for virtually all mating parts, including the attachment of a cylinder head to a cylinder block.
The Ford application is not the first example of a compound being used to join two stressed components of an engine, but reference to the process in a patent, in a way that implies normality of method, could restimulate interest in the claims for the all-glued throw-away power unit.
What would be the advantages of an all-ghted engine? These might include lower production costs and reduced weight, and, given that a permanent form of glue can be successfully applied, acceptance of the process will depend on the magnitude of these advantages.
Adoption of the method for engines produced in quantity would have a far-reaching influence on design details. Because dismantling would be impossible, the useful life of the engine would be determined by the durability, of the component, or group of components, with the shortest life. Ideally, therefore, the engine should be designed so that every component reached the end of its life after the same period of running, but in practice variations in service conditions would lead to considerable variations in part life even if nominal uniformity were achieved. • Whilst advanced gluing techniques will initially be applied to less highly stressed composite structures, and their merits assessed stage by stage, the promise of the all-glued engine is sufficiently realistic for serious appraisal being given to its design implications. If progress is rapid, it could well influence decisions regarding alternative types of power unit. The overriding consideration of achieving maximum uniformity of wearing properties is one that can be technically appraised in detail as a forward-looking design exercise. This could pay high dividends later
On.