US1037462A - Governor-controlled igniter. - Google Patents

Description

J. FLEISGHMANN & P. WOLF GOVERNOR CONTROLLED IGNITEBH APPLICATION FILED APRJZB, 1911,

1,037,462, PatentedSept. 3, 1912.

2 SHEETSSHEET' '1.

Inventors Atto rneys Witnesses J. FLEISGHMANN & P. WOLF.

GOVERNOR CONTROLLED IGNITER. I

A'PPLIGATION FILED APR. 28, 1911.

1,037,462, Patented Sept. 3, 1912.

t i m N 5; \1\\ N E L! UNITED STATES PATENT OFFICE.

JOSEPH FLEISCHMANN AND PHILIP WOLF, 0F MARSHFIELD, WISCONSIN.

eovEnNoR-coN'rnoLLnn remains.

Specification of Letters Patent.

Patented Sept. 3, 1912.

Application filed April 28, 1911. Serial No. 623,818.

To all'whom it may concern: a

Be it known that we, Josnrn FLmsoH- MANN and Pnimr Wom, citizens of the United States, residing at Marshticld, in the county of Wood, State of \Visconsin, have invented a new and useful Governor- Controlled lg'niter, of which the following is a specification.

This invention has relation to governor The means for controlling the operation of.

the igniter from the governor is of such character that the operation of the lgniter is automatically timed with relation to the movement of the piston while the engine is working. Also this means is susceptible of manipulation while the engine is working so that the operation of the igniter may be manually timed.

In the accompanying drawings :-Figure 1 is a fragmental side elevation of an engine equipped with the governor controlled igniter. Fig. 2 is a top plan vi'ewfof the same. Fig. 3 is a horizontal sectional view of the igniter. Fig. 1 is a horizontal sectional view of the governor mechanism. Fig. 5 is a perspective of the bar whereby the movable electrode is actuated. Fig. 6 is'a perspective of one of the electrode nuts.

The igniter consists of a plate 1 which is applied to an engine cylinder 2 in the usual manner and which is provided with bores which receive electrodes 3 and 4. The electrode 3 is held in position in the plate 1 and is surrounded by a sleeve of insulation 5. A nut 6 is screwthreaded upon the outer end portion of the electrode 3 and tothe said nut one of the terminals of a source of electric current may be connected while the other terminal of the said source may be connected with the frame of the engine in The electrode 1 is jour-p the usual manner. naled in its receiving bore provided in the plate 1 and upon its inner end is provided with an arm 7 in the path of movement of which is located the projecting inner end of the electrode 3. The outer end portion of the electrode 4 is longitudinally slitted as at 8 and a binding nut 9 is screwthreaded upon the outer portion of the said electrode 4 and is also slitted as at 10 the slit in the said nut being adapted to register with the slit 8 in the said electrode. A spring bar 11 is inserted at its intermediate portion in the slits S and 10 when the same are in register. A clamping nut 12 1S screwthreaded upon the outer end portion of the electrode 4; and is adapted to bear against the opposite side portions of the outer end of the said electrode 4. together and pinch the spring barll between them. The said spring bar 11 gradually increases in thickness from its upper toward its lowerjend and pins 13 and 14 are mounted upon'the outer face of plate 1 and the thinner or upper portion of the bar 11 normally rests against the pin 13 while the thicker or lower portion of the said bar 11 normally rests against the pin 14:. The pins 13 and 14 therefore are located at approximately diametrically opposite sides of the electrode 4.

A valve operating rod 15 is slidably mounted upon the engine frame 16 in a usual manner and a wheel 17 is journaled in one end of the said rod '15. A stub shaft 18 is journaled upon the engine frame 16 and is provided with a gear wheel 19 which meshes with a gear wheelQO mounted upon the engine crank shaft 21. A cam 22 is fixed to the shaft 18 and the wheel 19 is adapted to travel along the periphery of the said cam. The cam 22 is so shaped that the valve rod 15 is caused to reciprocate in a predetermined relation withrespect to the frame of bar 11 lies in the path of movement of the upwardly disposed extremity 26 of the said arm 23. A rocker arm 27 is pivoted to the side of the engine and is provided with a roller 28 which lies above and upon the front portion 24, of the arm 23. A lever 29 is fulcrumed at the side of the engine and is provided with an upper handle portion 30. A rod 31 is pivotally connected at oneend with the lever 29 and is pivotally connected at its other end with the upper end portion of the rocker 27.

' A ring 32 is slidahly mounted upon the outer end portion of the stub shaft 18 and a spring supported arm 33 isomounted upon the side of the engine and bears against the inner face of the said ring 33 and tends to hold the same away from the frame of the engine. There is a shoulder 100 upon one side of the rod 15 adapted under circumstances to be described hereinafter, to be engaged by'the free end of the arm vA bracket 34 is mounted beside the engine frame 16 and the shaft of an arm 35 is journaledin the said bracket.- The outer end of the arm 35 is forked as at 36 and the branches of the said fork are pivotally connected to the opposite sides of the ring 32. An arm 37 is fixed to the end portion of the shaft of the arm 35 and the said arms 35 and 37 are approximately at right angles to each other.

A rod 38 is pivotally connected with the lever 29 at the opposite side of the fulcrum point of the said lever from the point of connection of the rod 31 therewith and an abutment 39 is mounted upon'the said rod 38. The outer portion of the rod 38 passes through an opening provided in the arm 37 and acoil spring 40 surrounds the rod38 and is interposed between the arm 35 and the abutment 39. A nut 451 is screw-thread ed upon that end portion of the rod 38' which projects beyond the arm 37 and by adjusting the said not 4l'the tension of the spring 40 may be increased or diminished and at the same time the rod 38 is moved longitudinally so that the distance between the arm 37 and the lower end of the lever 29 may be. increased or diminished.

A collar 42 is splined upon the outer portion of the stub shaft 18 and is provided upon its outer face with parallel pins 43 which are slidably received in apertures provided in the governor head 44. The said governor head is fixedto the outer end of the stub shaft 18 and is provided with usual arms 45 to which are attached the shanks of weights 46. Coil springs 47 connect the weights 46 at the opposite sidesof the shaft 18 together andthe angularly disposed ex tremities 48 of the shanks of the said weights bear against the outer ends of the pins 43 carried by the collar 42.

Tn operation, rotary movement is transmitted from the crank shaft 21, through the intermeshinig pinions 20 and 19 to theshaft 18. WVheirthe shaft 18 is thus rotated, the cam 22 upo n the shaft 18, engaging the wheel 19, will impart reciprocating movement to the valveoporating rod .15. As the rod 15 thus 'reciprocates, the extremity 26 of the arm 23 will engagewith the lower'en l of the spring bar 11, tilting the movable electrode 4, and causing the member 7 to make and break with the inner end of the electrode 3. Should the engine begin to race, the weights 46 will separate, forcing the pins 43 inwardly, the pins 43 sliding the intermediate ring 42, and consequently the ring 32, and tilting the spring arm 33, until its free end engages the shoulder 100 of the valve-operating rod 15. Under such circumstances, the valve-operating rod 15 will be held beyond the control of the cam 22, the valve-operating rod 15 being thus held in such a position that it will maintain the exhaust valve open, and close the inlet valve, until the speed of the engine decreases, whereupon, the free end of the arm 33 will let go of the shoulder 100 upon the valve rod 15, and the valve rod will then move forward, under the actuation of a the valve springs, and close the exhaust valve and open the inlet valve, so that the engine can take in a charge for another explosion.

When the engine is running, the lever 30 remains stationary, owing to the presence of the spring 40. The lever 30 constitutes a means whereby the speed of the engine maybe changed manually. When the free end of the lever 30 is moved toward the igniter, the rod 38 will increase the tension of the spring 40, and an increased strain will thus be thrown upon the weights 46, and the engine, undersuch circumstances, will run faster, in order to make the weights operate the pins 43, and effect a throttling of the engine, in the manner hereinbefore described,

'in connection with the cooperation of the arts 33 and 100. If the free end of the ever 30, is swung in the manner hereinbefore described, not'only will an increased tension, due to the spring 40, be put upon the weights 46, but at the same time, the

member 31 will be operated, causing a tilting of the crank arm 27, and. depressing the roller 28 against the arched portion of the spring supported element 23, thus advancing the spark, so as to get the full power of the engine.

The foregoing arrangementds of great importance to a person who is not entirely conversant with gas engine practice, since it enables him to advance the spark according to the speed at which theengine is running, so as to obtain the full power of the engine.

This operation is obtained automatically, by simply shifting the position of the lever 30,

in the manner-hereinbefo're described. If the upper end of'the lever 30=be swung toward the shaft 21, the rod 38, through the instrumentality of the arm 37 and the rod 35, will effect asliding movement of the ring 32, advancing the free end of the spring arm 34,'into engagement with the shoulder 100 of the valve-operating rod 15. The exhaust valve will thus be held open, so that there will be no compression in the cylinder, whereupon the fly wheel may be thrown over easily.

Having thus described the invention, what is claimed is 1. In combination with an internal combustion engine, an igniter; a reciprocating, valve-operating member; means for operating said member from theengine shaft; a yieldably supported arm upon said member and adapted to operate the igniter; a pair of engine-supported levers, one of which is adapted to bear upon the arm, the other of which is manually operable; a. connection between the levers; an element slidable upon the engine shaft; means operable by said element to engage the valve-operating member and to hold the same out of operative relation with respect to the igniter; a governor adapted to operate said element to i cause the same to actuate said means; and a,

spring structure connecting said element with the manually operable lever,

2. In combination with an internal com-t bustion engine, an igniter; a reciprocating, valve-operating member; means for operating said member from the engine shaft; a yieldably supported .arm upon said member and adapted to operate the igniter; a pair of engine-supported levers, one of which is adapted to bear upon the arm, the other of which levers is manually operable; a rod connected with the manually operable lever; a tiltable, engine-supported structure comprising angularly disposed arms, in one of which arms the rod is slidable; spring means adapted to engage the ring; and means engage-able by the ring to hold the valveoperating member out of operative relation with respect to the igniter.

3. In an internal combustion engine, a slidably mounted value-operating member; an igniter; an arched spring secured adjacent one end to the live-operating member, and at the other end slidable upon the valve-operating member, the last named end of the spring being provided with an element adapted to operate the igniter; and movable means engaging the spring to fiatten the same, and to cause the last named end of the spring to more upon-the valveoperating member, thereby to change the position of the said element with respect to the igniter.

In testimony that we claim the foregoing as our own, We have hereto allixed our signatures in the presence of two witnesses.

JOSEPH FLEISCJ IMAN N.

PHILIP WOLF. Witnesses:

Wrsmn' Anus'rnono, JACOB Wear.

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