US1095656A - Ignition-timer for reversible gas-engines. - Google Patents

Description

W. R. MOKBEN, JR.

IGNITION TIMER FOR REVERSIBLE GAS ENGINES.

APPLIOATION FILED JULY 14,1911.

1,095,656. I Patented May 5,1914.

\ 3 SHEETS-SHEET 1;

WITNESSES INVENTOR.

W. R. MoKEEN, JR. IGNITION TIMER FOR REVERSIBLE GA'S ENGINES.

APPLIOATION FILED JULY 14,1911.

1,095,656, Patented May 5, 1914.

3 SHEETS-SHEET 2.

unimlmH H...

' llmmm I". lwmmn I 67225 l WM I v A Home) W. R. MoKEEN, JR- IGNITION TIMER FOR REVERSIBLE GAS ENGINES.

' APPLICATION FILED JULY 14,1911.

1,095,656, Patented May 5, 1914.

b 3 SHEETS-SHEET 3.

A Home UNITED STATES PATENT OFFICE.

WILLIAM R. MCKEEN, JR., OF OMAHA, NEBRASKA, ASSIGNOR TO MGKEEN MOTOR GAR COMPANY, OF OMAHA, NEBRASKA, A CORPORATION OF NEW JERSEY.

IGNITION-TIMER FOR REVERSIBLE GAS-ENGINES.

Specification of Letters Patent.

Patented May 5, 1914.

Original application filed July 16, 1907, Serial No. 383,973. Divided and. this application filed July 14,

To all whom it may concern Be it known that I, lVILLIAM It. McKEnN, Jr., a citizen of the United States, residing at Omaha, in the county of Douglas and State of Nebraska, have invented certain new and useful Improvements in Ignition- Timers for Reversible Gas-Engines, of which the following is a specification.

This invention relates to a time-rectifier for the igniters of reversible internal combustion engines, and is a division of my pending application entitled Ignition system for internal combustion engines Serial No. 883,973, filed July 16, 1907. In order that the complete operation of my ignition system may be understood, I shall describe herein not only the time-rectifying feature, but also the general ignition system which forms the subject-matter of the .parent application.

The primary purposes of the invention are to secure a reliable system of ignition adapted to all conditions of service to which it may be subjected, and so to construct the device that whether the engine be set to run forward or backward, the time of ignition with respect to the dead-point of the engine crank may always be readily determined, because always measured i'rom a definite zero or point of zero lead. 7

One embodiment of my invention is illustrated in the accompanying drawings, wherein:

Figure 1 is a perspective view, largely diagrammatic, showing the relation of the parts and the wiring of the circuits; Fig. 2 is a wiring diagram of the same; Figs. 3 and 4 are diagrams illustrating the need for rectifying the timing of ignition upon reversal of the engine; Fig. 5 is a vertical section through the engine cam-shaft and the timerectifying device; and Fig. 6 is a section on the line --f of Fig. 5.

Referring now to Fig. 2, 6 and 7 are storage batteries, each grounded at 8, and having their other terminals respectively connected to the contacts 9 and 10 of a switch 11. The blade 12 of the switch 11 may be swung into contact with either contact 9 or 10, to connect one or the other of the two batteries 6 and 7 to a conductor 13, which leads to a contact 16, and has a branch 14 leading to a contact 15 of a single-throw, double-pole switch 17. From the contact Serial No. 638,586.

101 of the switch 17, corresponding to the contact 16, a conductor 19 leads to the contact 21. A duplicate conductor 18 leads from the contact 102 of switch 17 which corresponds to thecont-act 15, to the contact 20, as shown. A switch-arm 23 is provided so that either the conductor 19 or its duplicate 18may be cut into circuit. Thus by the action of the switch-blade 12 either battery maybe brought into circuit, while by the action of the switch 17 and the switch-arm 23, either conductor 18.0r 19 may be utilized. The switch-arm 23 is connected to the primary coils of a multiple induction coil 22. This coil consists of a plurality of individual primary coils 24, each connected by conductors 25 to corresponding insulated contacts 104 of a circuit-closer, indicated generally by the numeral 26. In the coil 22 one primary 24 is provided for each cylinder of the engine, the engine illustrated diagrammatically in the drawings being provided with six cylinders so that there are six primaries in the coil, each connected, as before stated, to a corresponding contact 104. These six contacts 104 are successively connected to ground at 106 through an arm 30, which rotates at a speed so related to that of the en gine as to contact with successive contacts 104 at the proper times for ignition in the successive cylinders corresponding to such contacts. Associated with each primary coil 24 are secondary coils 27, all connected to ground at one terminal, as indicated at 28, and each individually connected at its opposite terminal to a spark lug 29 int-he cylinders 1. One terminal 0-" each spark plug 29 is grounded, as is common in the art, so that the secondary circuits are completed through ground. The operation of this portion of the ignition system may be outlined as follows: Either battery 6 or 7 may be placed in circuit through the switch 12, and the circuit may be connected through either conductor 18 or 19, as above set forth. As the arm 30 of the circuit-closer 26 rotates, the circuit. is successively closed and then broken through the individual primary coils 24, causing impulses in successive coils, which induce high tension impulses in the corresponding successive secondary coils 27, with resulting sparking at the corresponding plugs 29. The order in which sparking will occur at the several plugs 29 may 0bviously be determined by the arrangement of the wiring. in order to show the condition of the batteries a lamp 131 may be wired in, as indicated.

In addition to the above devices, 1 provide a dynamo-electric machine 32 of the so-called magneto type, which includes in its general structure a circuit breaker or interrupter 41, and a distributer 46. These are preferably of the well-known commercial form, in which the interrupter and distributer are driven from the magneto shaft. One terminal of the magneto is grounded at 83, and the other terminal is connected by a conductor 34 with contact 35 of a switch 36. The blade 37 of the switch 36 may complete the circuit through the contact 108, through the switch 38 and conductor 39 to the primary 109 of an induction coil 40. Thence the circuit is to the contacts 42 of the interrupter 41, and via the rotating arm 43 to ground at 44. The showing of the interrupter in Fig. 2 is diagrammatic, and for purposes of explanation is there represented as consisting of the rotating arm 43 coacting with the individual, but electrically connected, contacts 42. Any commercial form of interrupter may be used.

The secondary 110 of the induction coil 40 is grounded at one terminal at 45, and the other terminal is connected to the rotating arm 111 of the distributer 46. As this arm 11.1 rotates it successively makes contact with the contacts 112, which are respectively connected to corresponding spark plugs 48 in the cylinders 1. One terminal of each spark plug is grounded in the usual manner, so that the secondary circuit is complete through the connections above outlined and ground. The arm 111, the magneto, and the arm 43 are driven at the proper relative speeds by the engine, and are so arranged that the circuit will be successively interrupted by the interrupter 41 while the arm 111 is making contact with successive contacts 112, and at the proper times for ignition in the cylinders. This interruption. of the circuit through the primary 109 causes an electrical impulse to be induced in the secondary 110, which discharges in successive spark plugs 48, as determined by the successive positions of the distributer arm 111. In order that the disabling of the magneto may not render this portion of the ignition system inoperative, a battery 49, preferably of dry cells, is provided, one terminal being grounded a. 50, and the other being connected to the mmtact 51 of switch 36. The arm 37 of switch 36 serves to connect the battery 49 or the magneto 32 alternatively in circuit with the primary 109 of the induction coil 40 and the interrupter 41.

Although the system so far described is by no means confined in its utility to that field,

I commonly apply it to a reversible engine, and it has been found that when the engine is reversed, and the interrupter 41, distributor 46, and circuit-closer 2G rotate in the reverse direction, a considerable distortion of the time of ignition results from the area of contact of the interacting elements in these mechanisms; that is to say, when the spark is set at no lead position running forward and the engine is then reversed, the spark will have a considerable lag or lead, according to the nature of the interaction of the contacting elements in the circuit-closer and interrupter. This point is illustrated diagrammatically in Figs. 3 and 4, in which 52 represents the rotating contact, and 53 the fixed contact of a timing device. The contact 52 is assumed, in each case, to be rotating in the direction of the arrow on the figure. It will be noted that in Fig. 3 contact will be made with the contact at a small angle from the vertical, indicated by 54, while in Fig. 4, because of the reverse direction of rotation, the point at which such cont-act is made is at a much larger angle from the vertical. 54. Since the angular position of the rotating contact has a direct relation to the position of the engine crank, it is obvious that the amount of distortion of the time of ignition depends on the size and form of the interacting elements of the timer. lVhen simple electrical contacts are used, the distortion is propertionate to the sum of the lengths of the contacts. The correction of this distortion is the purpose of the invention forming the particular subject-matter of this divisional. application.

In Figs. 1, 5 and 6, my ignition device is shown as adapted to a reversing gas engine of the type illustrated in my Patent No. 1,065,262, granted June 17, 1913. In such engines the reversal is effected by the longitudinal shifting of a cam-shaft to bring cams of different formation into operative relation with the valve-actuating mechanisms, and I utilize this longitudinal movement of the shaft to simultaneously rectify the timing of ignition. The above recited patent illustrates an air starting mechanism associated with the reversing mechanism but as this is immaterial to the operation of the present invention is not illustrated in the drawing.

Referring now to Figs. 1 and 5, one cylinder of the engine is indicated at 1. The camshaft of the engine is represented at 2, and is provided with -ams of suitable type, which through suitable interposed linkage actuate valves indicated at 4. The particular construction of the valves and their actuating mechanism forms no part of the present invention, and need not be further described in detail. The longitudinal shiftl ing of shaft 2 may be effected. by the lever 5.

Said shaft 2 is guided and supported by bearings 113 and 114, which are rigidly supported on the engine base, or in any other suitable manner. Turning in the bearing 113 is a gear 61, which is restrained by said hearing from longitudinal movement, and is connected by a spiral key or feather 60 to the shaft 2, so that the longitudinal movement of said shaft changes the angular position of the gear 61 with reference thereto.

The gear 61 meshes with the gear 118 on the magneto shaft 115. The interrupter 41 and the distributer 46 commonly form a part of the commercial magneto structure, and are so shown in the drawings, being indicated generally in Fig. 5 by their reference numerals. Inasmuch as the rotative element of the interrupter 41 is driven from the magneto shaft 115, its angular position is rectified by the angular re-adjustment of gear 61, the spiral key 60 being so designed as to accurately compensate for the size and form of the interacting elements of the interrupter or circuit breaker.

Manual control of the time of ignition is obtained by swinging the lever 116, which is so related to the interrupting mechanism as to vary the time of interruption of the current from the magneto, and consequently the time of discharge at the spark plugs. This lever 116 is connected by a link 117 to an arm 59 on the shaft 58 (see Figs. 5 and 6), which shaft 58 may be rocked in any suitable manner, and is designed to be placed under the control of the engineer, to enable him to regulate the ignition. Turning with the shaft 2 in the bearing 114, and held against longitudinal movement by said hearing, is a sleeve 119, which is connected by a spiral key 55 to said shaft, and carries the contact arm 30 of the circuit-closer 26 (see Fig. 5). This arm 30 successively makes contact with the contacts 104 of said circuitcloser, said contacts being mounted in an insulating base 120 mounted on a rotatable sleeve 121. The sleeve 121 carries a toothed sector 56, which meshes with a corresponding toothed sector 57 mounted on the shaft 58, so that the movement of said shaft 58 adjusts the angular position of the contacts 104 to vary the time of ignition controlled by them. The design of the spiral key or feather 55 is such that the angular position of arm 30 is rectified by the longitudinal movement of said shaft 2 in a manner analogous to that described in connection with gear 61.

It will be noted that the direction of inclination of the keys 55 and 60 is opposite, and this for the reason that in the magneto structure, ignition occurs at the time of interruption of the circuit, while in the battery circuit using the multiple induction coil, ignition occurs at the time of making the contact. Hence the directions of movement of the interacting elements to secure a proper rectification of the time of ignition are opposite in the two cases.

From the above description it will be seen that I have provided an ignition system adapted to give double ignition, and having the various parts duplicated as far as possible, so that the failure of any part will not cripple the system. It will be noted also that the rectification of the spark-timing takes place automatically at reversal, the ef= fect being to preserve a constant zero lead position for the spark control shaft 58. The rectification is thus secured without interferingin any manner with the manual control of the time of ignition, and this control is such as simultaneously to regulate the time of ignition of both systems. I

Having thus described my invention, what I claim is 1. In apparatus of the class described, in combination, an internal combustion engine; reversin means connected therewith adapted to a just the engine for forward or reverse running; circuit-breaking means controlling the time of ignition of said engine;

and means connected with said reversing means, and adapted upon the engine being reversed to cause a relative movement of the two co-acting elements of said circuit-breaking means substantially equal to the sum of their effective lengths.

2. In apparatus of the class described, in combination, an internal combustion engine;

reversing means connected therewith adapted to adjust the engine for forward or reverse running; a dynamo-electric machine; means adapted to distribute impulses from said dynamo-electric machine throughout the cylinders of said engine; a rotary member connected with said distributing means and controlling its action; and means adapted to adjust said rotary member angularly throughout a distance substantially equal to the sum of the effective lengths of the coacting contacts thereof.

3. In apparatus of the class described,'in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or reverse running; a dynamo-electric machine; means adapted to distribute impulses from said dynamo-electric machine throughout the cylinders of said engine; a rotary member connected with said distributing means and controlling its action; and means adapted to adjust said rotary member angularly throughout a circumferential distance substantially equal to the sum of the effective lengths of a pair of co-acting contacts thereof, said adjusting means being connected with said reversing means of the engine.

4. In apparatus of the class described,in combination, an internal combustion engine; reversing means adapted to adjust said engine for forward or reverse running; circuit-breaklng means controlling the ignition of said engine; and means connected with said reversing means, and adapted upon the same being actuated to adjust said circuitbreaking means to break the circuit at the same piston position with an opposite direc tion of drive, when the ignition is adjusted to occur at the dead point.

5. In apparatus of the class described, in combination, an internal combustion engine; reversing means adapted to adjust the engine for forward or reverse running; a rotary circuit-breaker controlling the ignition of said engine; and means connected with said reversing means, and adapted upon the same being actuated to relatively rotate a pair of co-acting contacts of said circuitbreaker throughout a distance substantially equal to the sum of the lengths of their effective surfaces.

6. In apparatus of the class described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or re verse running; a source of current; a circuitbreaker connected with said source of current; an induction coil having its primary connected with said source of current, and said circuit-breaker and its secondary connected with a. spark plug of said engine; and means adapted to adjust said circuit-breaker throughout a distance substantially equal to the sum of the lengths of the effective surfaces of a pair of co-acting contacts thereof, said means being automatically controlled by said reversing means.

7. In apparatus of the class described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or reverse running; a source of current; a multiple induction coil adapted to distribute impulses throughout the cylinders of said engine; a circuit-closer connected with the primary units of said multiple induction coil; and means adapted to adjust said circuitcloser throughout a distance substantially equal to the sum of the lengths of the effective surfaces of a pair of co-acting contacts thereof.

8. In apparatus of the described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or reverse running; a source of current; a multiple induction coil adapted to distribute impulses throughout the cylinders of said engine; a circuit-closer connected with the primary units of said multiple induction coil; and means adapted to adjust said circuit closer throughout a distance substantially equal to the sum of the lengths of the effective surfaces of a pair of co-acting contacts thereof, said means being connected with and automatically controlled by said reversing means.

9. In apparatus of the class described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or reverse running; a set of spark plugs in the cylinders of said engine; a circuit-closer controlling the sparks of said plugs; a sec ond set of plugs in the cylinders of said engine; a distributer controlling the sparks of said second set of plugs; and means adapted to adjust said distributer and said circuit-closer to compensate for a change in the direction of running of said engine.

10. In apparatus of the class described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or re verse running; a set of spark plugs in the cylinders of said engine; a circuit-closer controlling the sparks of said plugs; a second set of plugs in the cylinders of said engine; a distributer controlling the sparks of said second set of plugs; and means adapted to adjust said distributer and circuitcloser to compensate for a change in the direction of running of the engine, said means being automatically controlled from said reversing means.

11. In apparatus of the class described, in combination, an internal combustion engine; reversing means connected therewith adapted to adjust the engine for forward or reverse running; a set of spark plugs in the cylinders of said engine; a circuit-closer controlling the sparks of said plugs; a second set of plugs in the cylinders of said engine; a distributer controlling the sparks of said second set of plugs; and means adapted to adjust said distributer and said circuitcloser to compensate for a change in the direction of running of said engine, said reversing means comprising a longitudinally movable shaft controlling through spiral keys said last-mentioned means.

12. The combination of an internal combustion engine; a reversing mechanism therefor adapted to adjust the engine for forward or reverse running; an ignition system; a timer co-acting with the ignition system, and comprising a pair of interacting elements adjustable with respect to each other to vary the time of ignition relatively to the position of the engine; and a mechanism operated simultaneously with the reversing mechanism, to move the timer a distance to compensate for the size of said interacting elements, whereby the timer has a neutral position common to both directions of running of the engine.

13. The combination of an internal combustion engine, having a crank; reversing mechanism therefor adapted to adjust the engine for forward or reverse running; an

ignition system; a timer co-acting with the ignition system to time the operation thereof with respect to the positions of the engine; and a mechanism operated simultaneously with the reversing mechanism to re-adjust said timer through such a distance that ignition shall occur at the same angular position of the engine crank, whether the engine be set to run forward or reversed.

14. The combination of an internal combustion engine, having a crank; reversing mechanism therefor adapted to adjust the engine for forward or reverse running; an ignition system; a timer co-acting with the ignition system to time the operation thereof with respect to the positions of the engine; and a mechanism operated by the reverslng mechanism to re-ad ust said timer through such a dlstance that ignition shall occur at the same angular position of the 20 WVILLIAM R. MOKEEN, JR.

Witnesses:

E. O. WARE, W. D. BURTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

Images