US1278184A - Ignition-controlling device. - Google Patents

Description

e. B. MAEGLY.

IGNITION CONTROLLING DEVICE.

APPLICATION FILED 1UNE9. l9l5.

1,278,184. Patented Sept. 10,1918.

GI EORGE B. MAEGLY, OF KANSAS CITY, MISSOURI.

renrrron-oonrnonrme DEVICE.

I Specification of Letters Patent. Patented Sept. 10, 1918,

Application filed June 9, 1915. Serial No. 38,048.-

To all whom it may concern:

Be it known that I, GEORGE B. MAEGLY, a citizen of the United States, residing at Kansas City, inthe county of Jackson and State of Missouri, have invented certain new and useful Improvements in Ignition-Controlling Devices; and I.-do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it apper tains' to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of' reference marked thereon, which form a part of this specification;

My invention relates to an ignition-controlling device for use in connection with hydrocarbonmotors, and has for its principal object to utilize the'suction or subnormal air pressure in the intake manifold of the motor to govern and control atmospheric pressure for advancing or retarding the spark timing mechanism simultaneously and in unison with the throttle movement; the present invention being an improvement on that described in my pending application for patent on valve mechanism for hydrocarbon motors, filed March 8, 1915, and serially numbered 12,761.

It is commonly recognized that maximum efiiciency and economy in motor car practice depends very largely on the time in the cycle at which the spark occurs, and that proper timing may depend on anyone or more of several conditions, such as gas mixture, compression or gear ratio in their interrelation to load, and motor speed and pull. It is, therefore, a further object of my invention to meet these several governing conditions in a device having manually operable adjustment, and which, betweenthe extremes,-Will give either a limited range of spark advance for a wide range of throttle opening, or a wide range of spark advance with a limited throttle movement.

In the accompanying drawings wherein the preferred form of my improvement is illustrated,

Figure I is an elevation of a hydrocarbon motor equipped with my improvement.

Fig. II is an enlarged, longitudinal section of the valve mechanism for controlling the ignition device.

Fig. III is an enlarged elevation of the lever for manually actuating the needle valve.

Fig. IV is an enlarged detail perspective of the needle valve.

Referring more in detail to the drawings:--

- 1 designates a motor ofany ordinary hydrocarbon type, comprising the intake manifold 2, carburetor 3, throttle valve 4,

.steering post 5, and magneto, or the like, 6,

the detail construction of which is immaterlal and does not form a part of the present invention.

The throttle valve 4 is manually controlled by a lever 8, having a rod 9 extending through the steering post and provided with a crank arm 10 that connects with a link 11, whereby the throttle may be opened and closed, and which mechanism may also be of any ordinary or suitable construction, as its only new relation in the present case is the connection between the throttle-actuating mechanism and my improved valve, as will presently be more fully described.

Located in a suitable position relative to the intake manifold, the steering post, and the magneto, is a cylinder 13, closed at one end by a cap 15 having a central bearing 16, and open to atmosphere at the opposite end.

Formed integrally with and extending from .the outer face of the cap 15 is a flange 17, and fixed to the flange, preferably by screw threads, is a cylinder 18, which is closed at its inner end by said cap,'but is open to atmosphere at its outer end.

Located within the smaller cylinder 18, which I will hereafter designate the primary cylinder, is a piston 20, having an auxiliary cylinder 21 extending outwardly therefrom and having a hollow connecting rod 22 extending inwardly therefrom .through the bearing 16 to connect witha piston 23 in the larger or secondary cylinder '13; the pistons 20 and 23 being of suitable construction in order to carry the rods and provide for the cooperative operation of the pistons and-their connected parts.

The construction of the piston 20 comprises a base 25 having a central channel 26 and an offset shoulder 27, in which latter,

the auxiliary'cylinder 21 is rigidly secured.

A leather packing 28 lies over the base 25' I necting chamber 40, having a channel 41 leading therefrom through the valve neck and cap to the chamber 42 of the secondary cylinder.

Leading from the bottom of the connecting chamber 40 is a port 44 that opens into the interior of the hollow connecting rod 22, so that fluid may pass from the chamber 42 in the auxiliary cylinder, through the channel 41, port 44, open port 45 and hollow connecting rod to the chamber 46 in the primary cylinder.

The chamber 46 in the primary cylinder is connected with the intake manifold 2 by a conduit 48 that opens into the chamber 46 at the base of the cylinder through a port 49 in the flange 17 the end of the conduit being preferably threaded into a boss 50 on the cylinder so that its channel will register with the port 49 in the flange 17.

The neck 35 carries a rod 52, one end of which has an offset part 53 threaded into the chamber 39 in said neck and provided with a channel 54 through which the chamber 39 communicates with atmosphere; the inner end of the channel 54 being notched, as at 55,

to form a by-pass around the ball valve 56, which is located in the chamber 39 and is adapted for closing the connecting chamber 40 against atmosphere.

The outer end of the rod 52 carries a link 57, that in turn is connected with a crank 58 on the spark timing mechanism, so that when the rod is moved in one direction the spark is advanced, and is retarded when moved in the other direction.

Located within the hollow connecting rod 22 is a valve stem 58', the inner end of which comprises a needle valve 59 that is adapted for closing the port 41 to close communication between the chambers 42 and 46; the said valve being provided with by-pass grooves 59' for affording free communication between the parts of the connecting rod chamber on opposite sides of the valve.

The end of the valve 59 is provided with a pin 60 that extends through the port 41 to unseat the ball valve 56 when the needle valve closes the port 41. This pin is of such length that when the valve 59 is seated the ball is held barely 03 its seat.

The stem 58 carries a piston 62 that is adapted for travel in the cylinder 21 and connected with the outer end of the stem is a cable, or the like 63, having a clamp 64 whereby it is attached to the throttle link 11, so that when the throttle is opened the stelm will be withdrawn to unseat the needle va ve.

In order that the needle valve may be manipulated independently of the throttle, l pivot a T-lever 64 intermediate the link 11 and stem 58; the head of the lever having pulleys 6465 mounted at its opposite ends and over which the cable 63 is run, so that when the lever is moved in one direction the cable will be drawn to unseat the needle valve, and when moved in the other direction will slacken the cable which allows the link 11 to be moved a certain distance before unseating the needle valve.

The T-lever is operable by a lever 67, having a rod 68 running through the steering post and provided with a crank 69 that connects with the T-lever through a link 71.

Presuming the device to be constructed and assembled with a hydrocarbon motor, as herein described, and the parts in the position shown in Figs. 1 and 11; that is with the needle valve closed and communication between the primary and secondary cylinders out OK communication between the primary and auxiliary cylinders being constant, however, through the open port 46, while the motor is running, the suction. of the istons creates a partial vacuum in the inta lre manifold. This vacuum through conduit 48 reduces the air pressure in chamber 46, and behind the piston 62 in the auxiliary cylinder, so that atmospheric pressure on the outer side of piston 62 will force said piston inwardly to hold valve 59 on its seat, and valve 56 off its seat. This at once closes communication between chambers 46 and 42 and opens communication between the latter chamber and atmosphere.

As the chamber 46 is in open communication with the intake manifold, atmospheric pressure is constantly tending to force the piston 20 inwardly, which, through rod 22 forces the piston 23 outwardly and the timing mechanism to retard. As has been noted, the cross-sectional area of piston 20 is materially less than that of piston 23.

Assume now that the throttle is partially opened by manual manipulation of the lever 8, so that the cable 63 and rod 58 are drawn outwardly and the valve 59 withdrawn from its seat, and the valve 56 permitted to find its seat. This closes communication between atmosphere and chamber 42 and establishes communication between the latter and the intake manifold. The vacuum will now withdraw the pressure from chamber 42, so that the atmospheric pressure working against the larger area of piston 23 will overpower the constant pressure against the smaller piston and force the latter outwardly, and the former inwardly until the ondary piston outwardly and the timing mechanism to retard.

hen the conditions hereinbefore mentioned make it desirable to carry a more advanced spark, the lever 68 is moved to shorten the cable 63. This withdraws the valve 59 from its seat, and atmospheric pressure forces the piston 20 inwardly, which advances the timer. If the throttle is now opened, the valve 59. is again unseated and the spark still further advanced to correspond with the throttle opening.

Should it be desirable to carry a less advanced spark, the lever 68 is moved in the opposite direction to slacken the cable. This permits piston 62 to seat valve 59 and unseat valve 56, and piston 20' forces the connecting mechanism and spark timer to a more or full retarded position.

It will be noted that, if by moving lever 68 the cable is sufliciently shortened, the timing mechanism will be carried at full advance with a throttle opening no more than is necessary for idling motor speed. On the other hand, if the cable be sufliciently slackened or lengthened, the valve 59 will not be withdrawn from its seat even with wide open throttle and the spark will be held at full retard.

Thus it is seen that between the extremes of -its movement, the position of lever 68 governs the amount and range of spark advance for any degree of throttle opening, and that any position of the lever between center and one extreme determines the 'de-. gree of throttle opening at which advance begins, while any position between center and the other extreme determines the throttle opening at which full advance is attained. With the lever midway between the extremes the design and proportions are such as to begin the advance with throttle opening, maintain the advance proportionately to the throttle position, and to give full advance at wide open throttle.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters-Patent, is

1. The combination with a variable spark timer, of fluid actuated means for moving the said timer in either direction, and manually operable means adapted for selectively predetermining the range of movement of the said timer.

2. The combination with throttle control mechanism and a variable ignition timer, of means operable by atmospheric pressure and motor, of an ignition device, and means for positioning the ignition device comprising a fluid actuated .piston having a pair of.

valve seats, and a valve foreaoh seat; the said piston comprising a chamber between the seats, and an open channel leading from the chamber to one side of the piston.

4. The combination with a hydrocarbon motor, of a throttle valve for the motor, means for actuating the throttle, an ignition device, means controllable by suction in the motor for actuating the ignition device, connection between the ignition device controlling mean and the throttle actuating means,

and means for manually adjusting said connection, whereby said ignition device may be actuated in one direction without actuating the throttle and whereby the ignition device may be freed to move inthe opposite direction without aiiecting the throttle.

5. The combination with a hydrocarbon motor,-of an ignition device, a pair of cylinders of different area, a piston in each cylinder open to atmospheric pressure at one side, a hollow rod connecting the pistons,

and opening to the closed chamber ineach of the cylinders, two valve seats in thelarger piston one opening to atmosphere, a separate valve for each seat, a stem on one of the.

valves extending through the connecting rod, a piston on said stem, a cylinder inclosing said piston, a conduit connecting one of the closed cylinder chambers with the motor, manually operable means connected with said valve stems, and operable connection between the pistons and said ignition device.

- 6. The combination with a hydrocarbon motor comprising an intake manifold, of primary and secondary chambers each open to atmosphere at one end, relatively. small and large pistons in the primary and secondary chambers respectively; the larger piston being provided with a plurality of valve seats and having channels opening through its opposite sides, means connecting said pistons and providing communication between the cylinder chambers, a conduit permanently connecting the smaller cylinder chamber with the motor, an ignition device operable by said pistons, a valve for each of said seats, and manually operable means for controlling one of the valves.

7. The combination with a hydrocarbon motor, of a throttle for the motor, an i ition device, cylinders of difierent area both open to atmosphere and one having permanent communication with the motor, pistons in said cylinder, valves for controlling comnunication between the motor and larger cylinder chamber and between said. chamber and atmosphere, connection between the ignition olevice and pistons, encl connection. between the throttle-end one of the valves whereby communication is-established. hetWeen the motor and larger chamber when the throttle is moved in one direction,

8; The combination With e hydro-carbon motor of a throttle for the motor manually operable means for actuating the throttie, en ignition device, valve controlled mechanism operable eutomaticelly by suctioiii in the tor and manually by the throttle actuating means for actuating the ignition clevice encl lever mechanism connected with the valve controlled mechanism anti operable in one direction to secure increase&'sperl evance end. in the other direction to secure increased spark retard for given opening of the throttle.

in testimony whereof FL signefzure GEQRGE B. MAEGLY,

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