US1021031A

US1021031A - Igniting mechanism for explosive-engines.

Info

Publication number: US1021031A
Application number: US25374205A
Authority: US
Inventors: Alexander Winton; Harold B Anderson
Original assignee: Winton Motor Carriage Co
Current assignee: Winton Motor Carriage Co
Priority date: 1905-04-04
Filing date: 1905-04-04
Publication date: 1912-03-26
Anticipated expiration: 1929-03-26

Description

A. WINTON & H. B. ANDERSON. IGNITING MECHANISM FOR EXPLOSIVB ENGINES.

APPIJOATION FILED APRA, 1905.

Patented Mar. 26, 1912.

STARTING SWITCH HAO'NETO 'I BATTERY $26 GROUND v l vitnmwa UNITED STATES PATENT OFFICE.

ALEXANDER WINTON AND HAROIaD IB. ANDERSON, 0F CLEVELAND, OHIO, ASSIGNORS TO THE WINTON MOTOR CARRIAGE OOMPANY, OF CLEVELAND, OHIO.

IGNITING- MECHANISM FOR EXPLOSIVE-ENGINES.

Specification of Letters Patent.

Application filed April 4-, 1905. Serial No. 253,742.

To all whom it may concern:

. Be it known that we, ALEXANDER WINTON and HAROLD B. ANDERSON, citizens of thp United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Igniting Mechanism for Explo- Siva-Engines, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to improvements in ignition mechanism for explosive engines, and is particularly intended for use in connection with four-cylinder explosive engines in automobiles.

The primary object of this invention is to so arrange the sparking mechanism of a four-cylinder explosive engine that a nonvibratlng coil can be made to produce a spark in the proper cylinder ,by means of a starting switch in a battery circuit for starting the engine, after which a current interrupter operated by the engine is brought into operation for causing the spark at the proper time, and in the proper cylinden' A further object of this invention is to combine in 'the sparking mechanism of a four-cylinder explosive engine, a battery, a magneto generator (preferably of the well known Remy type) operated by the engine, and a non-vibrating'sparking or induction coil, in such a manner'that the enginecan be started by a starting switch in the battery circuit, and the sparking current thereafter furnished either by the magneto or the battery for running the engine as desired.

In the accompanying drawing, Figure 1 is a diagrammatlc. view of our improved sparkin mechanism. Fig. 2 is an enlarged detail view showing the interrupter contact points and the connections therewith.

Referring now to the drawings, 1, 2, 3 and 4 indicate the diagrammaticsparking points and circuit wires for the respective cylinders of a four-cylinder explosive engine. A distributor 5 for distributing the secondary current to the respective points is provided.

We here show a particular form of, distributer, which will be presently explained in detail.

A sparking or induction coil of the nonvibrator type for producing the secondary current for the

sparking points

1, 2, 3 and 4, is a feature of our present invention, and is placed in a box'or receptacle 6. This coil may be of the usual type,- and has a primary coil 7 and a secondary coil 8. Opposite ends 9 and 10 of the secondary coil 8 are respectively connected with the external secondary terminals 9' and 10. The opposite ends 11 and 12 of the primary coil 7 are respectively connected with the external primary terminals 11 and 12.

A battery 14 has one pole connected with a battery point 15 of a suitable circuit switch 16, through a suitable connection 17, and the opposite pole 18 is suitably grounded to the engine or frame. This circuit switch is here shown of a form which has a lever 19 swirgin from a point 20. A connection 21 electrically connects the point 20 with the primary terminal 11. The coil box 6 also preferably contains a condenser 22, which has one of its terminals 23 connected with the external primary terminal 12', and its opposite terminal or pole 24 connected with the ground connections 26 and 27.

An electrical connection 28 has. one end connected, with the point 29 of the circuit switch 16, and its opposite end connected.

with the point 54, and the point 54 is suitably connected with and receives the current from the magneto 31. This magneto 31 has its base 32 directly. attached to the engine, and itself forms through the interrupter arm 33, and interrupter spring 34. A connecting point 35 is insulated from the m neto base and engine or motor, and is electrically connected with the stationary interrupter point 36, which co-acts with the point 37 on the interrupter arm 33.

It will be observed that the expandin spring 34 tends to hold the

points

36 and 37 of the interrupter normally together, and the interrupter arm is actuated against the spring to separate the said oints and interrupt or break the circuit, y a double cam 38. This cam 38 is fast to a shaft and is operatively connected with the en ine to revolve at the same speed as the engine crankshaft. From this, 1t will beun'derstood that the double cam actuates the interrupter twice for each revolution of the engine 105 Patented Mar. 26, 1912.

a ground connection is attached to the armature of the magneto, and revolves with it. I ture revolves at one half the speed of the camshaft 39 Attached to the insulating plate 39, is a 'distributing segment 41. Resting upon this distributing segment41 at about the center of the magneto armature, is a flat spring 42, which electrically con- -nects the said segment with the point 43.

This point 43 is electrically connected with the secondary terminal 9' by a suitable connection'44. The other secondary terminal 10' is connected with the ground by the connection 45, as shown, and the connecting point 35 is connected with the primary terminal 12' by an electrical connection 46.

What we term a starting switch 47 is provided, and adapted to make and break the said primary terminal 12 and the ground 26, and when released this electrical connection is broken. The distributing segment is shown in the position it assumes when the engine stops, as it usually does,

with a crank-shaft at right angles to the cylinder.

This invention is particularly devised for usein connection with a four cylinder fourcycle type of explosive engine, which in practice is found to usually stop with one cylinder in condition to be fired.

In order to adapt the distributer for our starting arrangement, the distributer -seg-- ment 41 is made longer on the rear side so as to throwthe spark into the cylinderhaving the piston part way down. The dotted line shows the length of the segment before being adapted by us for our invention.

Having thus described the several elements, connections and arrangements of parts, we will now describe the operation thereof, first, when the starting switch is used;-. second, when the battery is used to run the motor, and third, when the magneto is used to furnish the current. To'st-art the engine, the battery current must be used to cause a spark in the cylinder, and therefore the battery circuit must be closed and opened. This is accomplished for starting the engine by placing the lever 19 of the circuit switch on the battery point 15,

and pushing in upon the starting switch button 48. The battery circuit is then The magneto armaclosed and the current is as followsfrom pole a of the battery to point 15, lever 19, point 20, connection 21, primary coil 7 to primary terminal 12', connection 51, starting switch and connection 52 to ground 26, and from ground 26 to the battery ground 18, which is connected to the opposite=pole b of the battery. This may be aptly termed the auxiliary battery circuit. When the starting switch button is released the auxiliary battery circuit through the primary coil is broken, which causes the indlfction coil 8 to send its current from the sec;

ondary terminal 9 through connection 44,

spring 42 and the distributing segment to the point 1', which leads to the sparking point 2, thus causing a spark in its cylinder for starting the engine. The initial spark for starting having been caused as just described, by the starting switch, and the engine started, the interrupter arm 33 is immediately brought into operation by the engine for making and breaking the battery circuit, and the distributer segment 41 distributes the secondary current to the'cylin: ders in succession through the respective connections, and the battery circuit is as fol lows :from pole at of the battery, connection 17, point 15, lever 19, point 20, connection 21, terminal 11, primary coil 7, terminal 12, connection 46 to point 35,

interrupter points

36 and 37, interrupter arm 33,

grounded spring 34 to ground 18 and the 1 opposite pole b of the battery. The current for running the engine will thus be provided by the battery as long as the circuit switch ver 19 remains on the point 15. This circuit will for convenience be termed the main battery circuit. It is intended, however, to run the engine by the magneto currentafter it is started, and this is accomplished as follows :The circuit switch lever 19 is moved over to point 29' and the magneto current then flows .from the mag-' neto through connection 28, point 29, lever 19, point 20, connection 21, terminal 11', primary coil 7, terminal 12, connection 46,

point 3536373334 to the ground which completes the magneto circuit. As

, before stated, the parts are in the positions shown in Fig. 1 when the engine stops, and

it will be observed that the interrupter points are out of contact, sothat the main battery circuit is open.

We do not limit ourselves to the details here shown, as they may be varied and changed without materially altering our invention, and without departing from the spirit and scope thereof.

Having thus described our invention, What we claim and desire to secure by Letters Patent, is I 1. A sparking mechanism -formultiple cylinder engines, comprising a non-vibrating primary-coil, a secondary coil therefor,

a generator circuit including said primary coil, an engine operated generator in said circuit, a circuit interrupter in said generator circuit operated by the engine, a battery circuit independent of the generator circuit, a battery within the battery circuit, a secondary circuit for said secondary coil, sparking points in said secondary circuit, a manually operated circuit making and breaking device in the battery circuit, and an engine operated distributer in the secondary circuit automatically selecting the proper s ark gap when the engine is at rest and the battery circuit is opened and closed by the said manually operated make and break device independently of the engine operated circuit interrupter, for the purpose described.

2. The combination with a multiple cylinder explosive engine, of a sparking mechanism including a non-vibrating primary coil, a secondary coil, a battery, a magneto, a battery and a magneto circuit each including said primary coil, an interru ter inboth said battery and magneto circuits, the

interrupter and magneto operated by the engine, a secondary circuit including the secondary coil and also sparking points for the engine cylinders, a distributer for the secondary circuit connected with the magneto armature, a circuit switch common to the battery and magneto circuits, and an electric make and break device in the battery circuit independent of the engine interrupter.

In testimony whereof we. afiix our signatures in presence of two witnesses.

ALEXANDER \VINTON. HAROLD B. ANDERSON. Witnesses:

CHAS. B. SHANKS, E. C. RANNEY.