US1104467A - Means for starting and controlling internal-combustion engines. - Google Patents

Description

V. G. APPLE.

MEANS FOR STARTING NND CONTROLLING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 22, 1912.

Patentad July 21, 39M.

2 SHEETSSHEBT l.

v. G. APPLE. MEANS FOR STARTING AND CONTROLLING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 22,1912.

1,104,467 Patented July 21, 19M,

2 SHEETS SHEET 2.

UNITED STATES PATENT OFFICE.

VINCENT G. APPLE, OF DAYTON, OHIO, ASSIGNOR TOTHE APPLE ELECTRIC COMPANY, OF DAYTON, OHIO, A CORPORATION OF OHIO.

Specification of letters Patent. I

Patented July 21, 1914.

Application filed July 22, 1912. Serial No. 710,865.

To all whom it may concern:

Be it known that I, VINCENT G. APPLE, a citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certaln new and useful Improvements in Means for Starting and Controlling Internal-combustion Engines, of which the following is a specification.

My invention relates to improvements in means for starting and controlling lnternal combustion engines.

One of the objects of my invention is to provide a dynamo electric machine to operate as an electric motor for starting an engine of the class described, and having capacity to generate electric current when driven by an engine, when the said engine becomes self-propelling, and a single or'common instrumentality to control both the engine and the dynamo electric machine, and also to control .the speed of the engine.

In automobiles that are driven by internal combustion. engines, the speed thereof is controlled, in a great measure, bymeans, usually a lever, for advancing and retarding the spark, used for igniting the fuel charge of the engine, with reference to the time of the power stroke. In systems for automatically starting the propelling engine by electric means, notably, in my system disclosed in my co-pcnding application filed the 22nd day of July, A. D. 1912, which is identified by Serial No. 710,864, and my co-pending application filed the 8th day of August, A. D. 1912, and identified by Serial No. 714,086, a dynamo electric machine is employed in connection with storage batteries whereby the dynamo is first used as a motor for initially rotating the shaft of the engine until the engine becomes self-propelling, after which the dynamo electric machine operates as a generator when driven by the engine to produce electric current to charge the batteries and to supply the ignition device. In the first said ap lication a die.- grammatic representation 0 all of the circuits are shown, for the difierent phases of operation of the three power producin instrumentalities, and in the second app icetion, a controlling switch for eifectuatin the conditions displayed in the aforesai diagrams is disclosed. In both of these applications I have referred, generally, to a switch J for controlling the ignition circuit. In this present application I will describe, specifically, the switch referred to and fully set out the object and use thereof. Uther and further objects of my invention will become readily apparent to persons skilled in the art, from a consideration of the following description when taken in coniunction with thedrawings, wherein- Figure 1 is a side elevation of the steering wheel and support and the spark controlling lever and connections; Fig. 2 is a broken away enlargement of the wheel, showing the lever in plan view; Fig. 3 is a side elevation of a lock for locking said lever in neutral or open circuit position; Fig. 4 shows a side elevation of the switch and'connection to the spark controller or distributer; Fig. 5 is an end elevationof one of the switch terminals;

Fig. 6 is a diagrammatic view of the circuits as they appear when the batteries are in series and when the dynamo is functioning as a motor, and also showing the switch J for controlling the igniting circuit, closed; Fig. 7 is an end view of my controller fully disclosed in the prior controller application, to which I have heretofore referred, showing the parts thereof in their respective positions when the circuits are as represented in diagrammatic view Fig. 6; Fi 8 is a side elevation of a part of the said controller showing the relation of the stationary contacts andthe rocking switch blades of the controller.

In all the views the same reference characteI's are used to indicate similar parts.

I will first describe the circuits and the parts thereof, as exemplified in diagram Fig. 6, and I will then more specifically point out the features of my improved switch operating means and its use in association therewith. Fig. 6 shows five batteries, each composed of a luralit of cells. In this instance there are t ree ce ls to each battery and the batteries are independently grouped as shown and are indicated by A, B, G, D, and E, capable of impressing a total electromotive force of 30 volts, when connected in series, and an electromotive force of 6 volts, when .connected in parallel. The batteries are capable of being connected in either series or in parallel, as depends upon the intended operation of the dynamo. lVhen the dynamo is to be started as an electric motor for initially rotating the shaft of a gas engine, the batteries are to be connected in series, as shown in the diagram, and the direction of the current through the circuits is as indicated by the arrows. Fig. 7 shows the position of the blades of the controller at the time when the batteries are connected in series. This figure only shows the end view of the controller; but mounted on the same shaft, and rotatable therewith are as many blades as are shown in the diagram for effecting the circuit arrangements shown therein. Each of the independent batteries has each of its terminals connected to two groups of switch terminals, or clips. Those on the right hand side are indicated by a, a, b, b, 0, 0, d, d, e and 6. There are two more similar clips and coaeting switch blades, the former being indicated by f and f. On the other side of the axis of the switch are terminals, or clips, m, n, 0, p, q, r, s, t, u, v, 10 and w. There are a corresponding number of coacting switch blades, adapted to be moved or rocked by the controller. Those on the left hand side, are indicated by reference characters 16 to 60 inclusive. When the dynamo electric machine is to be operated as a motor, by current furnished by the batteries in series, the current will pass through the following circuit: from the plus or posi tive terminal of battery E, over the wire 105', to the clip 0, over the wires 2, 3, 4, 5, 6, to the brush 7 of the armature A, through the armature to the brush 8, over the wire 9, through the series field winding H, to the negative terminal D of the dynamo, and thence over the wires 10, 11, 12, 13, 14, 15, to the clip an, over the switch blade 16, through the connecting wire 17, over the switch blade 18, to the clip w, over the wire 19, to the ne ative terminal of the battery A, and thence to and through all of the batteries .in series back to the positive terminal E plus of the battery E, thus completing the circuit and actuating the dynamo as a motor. The igniting circuit will be completed as follows: starting from the wire 105', over the Wires 2, 40, through the lighting fuse L F, over the wires 41, 42, 43, 44 through the primary coil of the igniting device, over the wires 46, 46, 47, to the cli u. of the switch J, and through the switch J Z which is now closed, over the wires 48, 49, to the clip m, over the switch blade 50, to the wires 51, 54, 52*, which is a common connector, and thence from 88, over wires-56, 32, blade 33, clip q, wire 34, to the negative terminal of the battery D, thus including two batteries, of 12 volts, in circuit with the primary of the igniting device, at

the time when the dynamo is operating as an electric motor. Thus it will be observed that the igniting circuit cannot become operative until the switch J has first been closed.

It is customary in starting gas engines to retard the spark that is to say to make the spark later in point of time, in the first one or two power strokes that the engine makes, than normally prevails. In the physical representation of the device J is the lever that is used ordinarily to control the time at which the spark in the cylinder of the gas engine is to be made, with reference to the power stroke. WVhen the lever is moved to its extreme position indicated by S, in Fig. 2, the spark will be delayed or retarded to the greatest extent, and while the lever J is in this position the controlling circuit of the igniter, as shown in the diagram of circuits, is closed as at J, so as to render it necessary that the spark controlling lever should be in this retarded position to retard the spark before the circuit, controlling the spark is closed, thereby making this position of the spark-time controlling lever a condition precedent to the starting of the engine. The lever J is pivotcd as at J to a rod J which passes through a hollow post J that supports the steering wheel J The rod J is connected to an arm J having connected to its outer end. a link J that operates to move the spark distributer J for the purpose of advancing or retarding the spark, so as to control the spark-time with reference to the power stroke of the engine by the movement of the lever J over the segment J These parts are usual in automobile constructions. Connected to the arm J is a link J. An arm J may be employed to rock the controller switch, which may have all of the bladcs and clips represented in the diagram Fig. (1. or it may be made to operate the single switch J for controlling the ignition circuit only. The arm J is connected to the rock ing lever J of the switch by means of the link J so that when the spark controlling lever J is shifted over the segment J lhc spark-time device is thereby shifted and coincidently the switch for cont :a lling' the circuits operates to place the lmllrl'lcs' in scrics with themselves and with the dynamo for the purpose of operating the dynamo as a motor for starting the engine. and to place them in parallel, for the purpose of being charged by the dynamo, when the engine becomes self-propelling. lVhen the controller switch is in the position shown in Fig. 7, the batteries are connected in series and the dynamo is operating as a motor, and at that time the spark is retarded by the lever J which is near the point indicated by S, and the switch J, controllingthe circuit containing the ignition devices, is closed. Vhen the lever J is moved to substantially the central position of the segment J, the switch, as shown in Fig. 4 is open, and all circuits connected thereto are open, and the engine will stop, and while in this open position the spark shifting lever J may be locked, by the lock J which shoots up a bolt J that engages lever J and prevents the said lever from being moved either to the left or to the right when the bolt is in locked position. As soon as the engine begins to operate, by its own power, then the spark should be advanced and the lever J is moved farther toward the point marked R, or running position, on the segment J Atv the same time the switch blades indicated by 108, as shown in Fig. 4, may be made to make contact with the corresponding associate and coacting clips f, whereby the batteries are placed in parallel relation with each other and with the dynamo electric machine, which now becomes a generator, and which at the same time, begins to put current into the batteries. During running operation there will be considerable latitude of movement of the lever J from the central,

or open circuit position to the extreme posi tion marked R, and to permit of this scope of movement I make the switch blades 108 very wide, so that they may be moved in the respective clips without breaking circuit therewith, throughout the extent of movement of lever J through the region described. Now it will be apparent that during the time that the dynamo is being driven by the engine, as a generator, that the lever J may be moved through any distance, within its normal range of movement, so as to thereby vary the spark-time for the purpose of regulating the speed of the engine as usual, and at the same time the circuit connections that are necessary to connect the dynamo, as a generator, to the storage batteries in multiple, will be maintained intact, and furthermore it follows that it is essen- -tial that the lever J must be placed on the segment J near the point marked S and thereby retard the spark, before the igniting circuit can be closed, preliminarily to starting the engine. If the lever J is placed beyond the open circuit point of the segment J toward the point marked R, and attempt be made to start theengine, it will then be observed that the switch J, of Fig. 6 is open and that no current will flow through th igniting circuit, and therefore, the engine cannot be started, and the circuits will be such as are required for the dynamo when acting as a generator.

The switch lever J will be used to control the two instrumentalities; the spark-time of the engine, and the integrity of the circuit,

containing the spark producing device in the manner heretofore described, without reference to the question of whether the dynamo is to be used as a generator or as a motor, or whether a dynamo be employed at all, as the new function of the lever J is quite independent of the source of current for igniting the engine charge. lVhile this might well be done to advantage, the single controlling circuit, for the igniting device, is the only circuit that must be controlled by the spark-time-controlling lever J \Vhile I have herein described with considerable detail a single embodiment of my invention, it is understood that it is not to be limited further than defined in the appended claims.

Having described my invention, what I claim as new and desire to secure'by Letters Patent of the United States is:

1. In an automobile, or similar vehicle, the combination with a spark-time-controlling device, a dynamo electric machine, a plurality of storage batteries, grouped for series and for parallel connection, a spark producing means, a circuit therefor adapted for connection with said batteries and with said dynamo, a switch for connecting said batteries in series and in parallel, alternatively, with said dynamo, and for closing said spark producing circuit when said batteries are inparallel relation and an auxiliary switch for closing said circuit when said batteries are connected in series relation, and a common means for controlling said latter switch and said spark-time device.

2. The combination with an internal combustion engine, of a spark-time-controlling device, a dynamo electric machine, a plurality of storage batteries, grouped for series and parallel connection, spark producing means, a circuit therefor, adapted for connection with said batteries and with said dynamo, a switch for connecting said batteries in series or in parallel alternatively with said dynamo, an auxiliary switch movable in one position for closing said spark circuit when batteries are in parallel relation and movable into a second position for closing said circuit when the batteries are connected in series relation, and a common means for controlling the latter switch and said spark-time device.

3. The combination with an internal combustion engine, of a dynamo-electric machine, a plurality of storage batteries, grouped for series and parallel connection, spark producing means, a circuit therefor, adapted for connection with said batteries and with said dynamo, a switch for connecting said batteries in series or in parallel alternatively with said dynamo, an auxiliary switch movable in one position for closing said spark circuit when batteries are in parallel relation and movable into a second position for closing said circuit When the batteries are connected in series relation, and common means for controlling the said switches.

In testimony whereof I hereunto set my hand in the presence of two Witnesses.

VINCENT G. APPLE.

In the presence of- F 0min BAIN,

MARY F. ALLEN.

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