US1324626A - stanton - Google Patents

Description

W. F. STANTON.

COMPRESSION OPERATED IGNITION DEVICE. APPLICATION FILED MAY I6. 1919.

1,324,626. Patented Dec. 9,1919.

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. v v w H 22 85 W. F. STANTON. COMPRESSION OPERATED IGNITION DEVICE.

I APPLICATION FILED MAY I6. 1919.

1,324,626. Patented Dec. 9,1919.

' 3 SHEETS-SHEET 2- 6 /06 65 36 40 mg 99 r W. F. STANTON. COMPRESSION OPERATED IGNITION DEVICE. APPLICATION FILED MAY :6. 1919.

'1 24,626. Patented Dec. 9, 1919.

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WARREN F. STANTON, OF PAWTUCKET, RHODE ISLAND, ASSIGNOR 'IO MATIE C.

. MESSLER, 0F PAWTUGKEI', RHODE ISLAND.

GOMPRESSION-GPERATED IGNITION DEVICE.

Specification of Letters Patent.

Patented Dec. 9, 1919.

Application filed May 16, 1919. Serial No. 297,549,

'Pawtucket, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Compression-Operated Ignition Devices, of which the following is a specification.

My invention relates to internal combustion engines or motors embodying compression operated ignition devices, and more particularly to engines governed by a thintle valve or damper.

The object of my invention is to maintain in'an internal combustion motor the correct timing of the compression operated ignition device when used in connection with an engine cylinder in which there is a variable compression, that is to say, a variable quantity. Another object is to ignite the charge at a uniform position of the engine piston.

Further, to advance the point of ignition after the compression within the engine cylinder is decreased by reason of the closure of the throttle valve or damper. Further objects of my invention will appear from an examination of the drawings and the following description.

My invention consists in compensating for the loss of compression pressure in the engine cylinder by utilizing the increased vacuum in the intake passage of the cylinder in the ignition device; in automatically reducing the energy required of the compression pressure of the engine to operate the ignition device by means of a passage communicating with both the passage; also in controlling the rate at which the vacuum in the cylinder of the ignition device is relieved. Invention consists further in such parts and in such co1nbinations'of parts as fall within the scope of the appended claims.

In the accompanying drawings, forming a part of this invention, and illustrating the principle thereof as well as the best mode now known to me of applying that principle,

Figures plan respectively of a magneto and the portion of an engine adjacent thereto embodying my invention, a portion of the latter being shown in section,

Fig. 3, a section on line 3'3 of Fig. 1,

igniter and intake 7 1 and 2 are a side elevation and Fig. at, a section on line etl of F ig; 3,

Fig. 5, a transverse section on line 55 of Fig. 3,

Fig. 6, a rear elevation of the ignition device,

Fig. 7, a section on line 77 of Fig. 1, and

Fig. 8, an enlarged fragmentary section of the outer end of the ignition device taken on line 3.3 of Fig. 1.

Like reference characters indicate like parts throughout the views.

In the embodiment of my invention herein shown 12 is the cylinder of an internal combustion engine or motor of the throttling type, 13 the combustion chamber, l4: the piston, 15 the fuel inlet, 16 the inlet valve, 18 the inlet pipe, and 20 the damper or throttle valve, all arranged and operating in the usual well known manner.

In conjunction with the described type of engine a compression operated ignition device is employed. In the present instance it comprises a plug 22 held fast in an opening 23 in the cylinder wall by a flange 24 and bolts 25'. Integral with a plate 27 fastened by screws 28 to the flange, is an arm 29 supporting the magneto casing 30 which comprises a hollow upper portion 32 with an open top covered by a plate 33 attached by screws 3d. The portion 32 has extensions 35 and 36. The former has a bore 37 leading to a piston chamber 38 traversing the plug, and in which is a bushing 39. A piston i0 in this chamber has its end face eX- posed in the engine chamber. The piston rod comprises a rigid section 42 and a flexible section 43 connected by a joint e5. The latter section traverses the casing portion 32 and the extensions thereof. Upon the end of the piston rod section 43 is a plate or piston 47 slidably mounted in a barrel 48 having a threaded connection as at 50 with the extension 36. The end of the latter forms an internal stop or shoulder 52 for the member at. The barrel forms a vacuum or piston chamber 53 in which the member at? reciprocates, and has an end wall 54 with a circular shoulder 55 to engage the end of a helical spring 56, which in the present instance eXtends into contact with the member 47. V

' An axially movable electrode 57, parallel with the piston 40, is mounted in the plug and extension 85 having a contact finger 60 on one end, and on its other end a collar 61 provided with a finger 62. A helical spring 68 engages a pin 6 1- on the collar and an adjacent portion 65 of the casing. A second electrode 67 fast in the plug has an insulating sleeve 68 and carries a projection or contact 69 in the path of the. finger 60 in the engine cylinder chamber. On the electrode 67 is a binding post 70.

The generator includes the casing 30 carrying the magnets 71 and the armature shaft journaled in upper and lower bearings73 and 7 1. The shaft has fast thereon a disk 75 carrying a crank pin 76 in the path of a flange 7 '7 on the piston portion 413, but out of the path of a stop shoulder 78 on the latter. One face 79 of the flange is conical. The pin 76 is adapted to contact with a cam 80 on the finger 62. The frame 30 of the magneto includes a bottom plate 81 upon the bearin 7%. On this )late is a 0st 82 throu h which )asses an ad ustln screw 83' with a thumb nut 84. Fast to the armature shaft 72 is a crank arm 85 carrying a crank pin 86. A spring 87 connects the pin with the screw The armature winding 88 has one terminal 89 grounded in the armature shaft, while the other terminal 91 traverses a longitudinal passage 92 in the shaft 72, from which it is insulated by material 93, and is connected to a binding post 95, from which extends the wire 96 to post 70 through a hole 97 in the casing.

The compression operated ignition device, hereinabove described for illustrative purposes, is operated by the charge compressed in the engine chamber 13, which charge outwardly moves the piston 40, rod 4-3, and flange 77 which are normally positioned as shown in Fig. 3, outward movement moves the crank pin 76 and its disk 75 in the direction of the arrow, thus increasing the tension of spring 87. The instant the flange 77 overrides the pin 7 6, the spring 87 impels the pin in the opposite direction, and the latter strikes the beveled linger 62 thereby moving the member 60 on electrode 67 to break the circuit and produce a spark to ignite the compressed charge. The spring 56 returns the rod 43 and flange 77 to original position, and the spring 63 returns the finger 62 to original depressed position in the path of the pin.

My invention is applicable to various types of compression operated ignition devices, but the embodiment thereof in the illustrated de-. rice comprises the following construction. Integral with the end wall 54 of the barrel or cylinder 4E8 is a tubular extension or casing of less diameter than the barrel, the bore 100 of which constitutes a valve chamber, which communicates with the chamber 53 by a passage 101 which extends concentrically through the wall 5 1 and shoulder whereby the flange in its 55. A resultant internal annular shoulder 103 is formed intermediate the chambers, provided with an annular beveled face 104 to form a seat for a valve ball 106. A pipe 107 extends to the valve chamber and has fast to its end a sleeve 108 integral with a flange 109 clamped against the end of the member 99 by a nut 110 threaded at 112 to said member. The valve ball may be forced against its seat in any desired manner; either by gravity, whenthe barrel is vertically disposed, or, when the barrel is disposed horizontally, by a helical spring 114: having one end pressing against the ball, and the other end against the wall 109 constituting the end of the extension 99. A passage comprising intersecting portions 115 and 116 in the extension communicating with chambers 5-3 and 100 constitutes a by pass, and is opened and closed by a needlevalve comprising a screw 118 in a threaded opening 119 in the extension, having a milled operating head 121 and a conical valve face 122 adapted to register in and close the mouth of the portion 115 of the passage. The pipe 107 enters the cylinder wall 12 be,- tween the valves 20 and 16, and communicates with the chamber 13 through the passage 15. The passage leading from the vacuum chamber to the engine cylinder is, 1n the lllustration shown, the bore of the pipe 107; but the locationof the passage is immaterial, and may for instance be in the casing of the engine and igniter.

In common with all throttling engines the compression within the cylinder 12. depends upon the pressure within passage. 18, this being controlled by theposltion or amount of opening of the throttle 20. The pressure Within 18 is communicated to chamber 53 by pipe 107. The rate of pressure changewithin chamber 53 depends upon the modifying effect of the check-valve 106 and relief passage 115, 116. The check 106 prevents the restoration of pressure in chamber 53 as quickly as it is reduced. Passage 115, 116 allows the pressure restoration to take place, at any desired rate as determined by the screw 118. In acompression operated igniter of this nature the energy required to operate it is substantially constant at any given speed, therefore a means to furnish this required energy at all times ,must be provided. In my construction the loss in pressure on the head of the piston 40 as the throttle of the engine is closed is made up by the increased depression in chamber 53, when the piston areas have the correct relationship. Piston 47 is always larger than piston 10 and; by giving it a suificiently larger area the timing of the spark may be automatically advanced as the throttle is. closed. Thus a means, is provided togive the correct timing of the spark of a variable quantity or throttling engine utilizing a compression operated ignition device. This de- 7 vice 1s compression operated but it 1s suctlon controlled.

I claim 1. In a throttling engine, the combination with the cylinder provided with an intake passage, of a compression operated ignition device open to the cylinder, provided with an air passage communicating with the intake passage, and pneumatic means in the ignition device controlled by the vacuum in the inlet passage for supplementing in the ignition device the pressure in the engine cylinder. I

2. In a throttling engine, the combination with the cylinder provided with an intake passage, of acompression operated ignition device open to the cylinder provided with an air passage communicating with the intake passage.

3. In a throttling engine, the combination with the cylinder provided with an intake passage, the inlet valve and the throttle valve, of a compression operated ignition de vice open to the cylinder provided with an air passage communicating with the intake passage intermediate said valves.

4. In a throttling engine, the combination with the cylinder provided with an intake passage of an igniter casing open at its inner end to the cylinder, and provided with an air chamber, and with an air passage comnunicating with the intake passage, a piston in the casing exposed directly to the engine charge, a piston in the air chamber and a rod connecting the pistons.

5. In a throttling engine,vthe combination 7 with the cylinder having an intake passage, of an igniter casing open at its inner end to the cylinder and provided at its outer end with an-air chamber and with an air passage communicating with the intake passage, a check valve in the air passage, a piston in the casing exposed directly to the engine charge, and a piston in the air chamber connected with the first piston.

6. In a throttling engine, the combination with the cylinder provided with an intake passage, of an igniter casing open at its inner end to the cylinder and provided with an air chamber, an air passage communicating with the intake passage, a valve chamber in the air passage adjacent the chamber, and further provided with a by pass extending from the chamber to the air passage, a check valve in the valve chamber, a piston in the casing exposed directly to the engine charge, and a piston in the air chamber connected with the first piston.

In testimony whereof I have afiixed my signature.

WARREN F. STANTON.

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