US1466943A - Automatic ignition plug - Google Patents

Description

Sept. 4, 1923. v 1,466,943 P. V. BALI. ET AL AUTOMATIC IGNITION PLUG' Filed .July 2e. 1921 I y umwmuu..

Patented Sept. 4, i923.

parte rr i. Fi.

PEARL V. BALL AND ROBERT H. WALLER, OF NASHVILLE, TENNESSEE.

AUTOMATC IGNITION PLUG.

Application filed July 26, 1921. Serial No. 487,659.

To all lvolumi 'it may con cerav Be it known that we, PEARL V. BALL and Ronnn'r H. lVALinn. citizens or" the United States7 residing at Nashville, in the county ot Davidson and State ot Tennessee, have invented a new and useful Automatic lgnition Plug, ot which the following is a specication.

This invention relates to internal combustion engines. and is more particularly directed to an ignition plug t'or automatically igniting the combustible `fluid in the combustion chamber ot the engine.

An object ot this device is to provide a new and improved means, ot ignition by which the ordinary spark plug and an electrical ignition system may be entirely dispensed with. thereby greatly simplifying the engine and its operation and eliminating many of the troubles arising trom the operation of an automobile.

Heretotorc, in attempting to replace the ordinary electrical system by a high compression plug. numerous springs and an additional cam shaft. operating rods and plungers have been added t0 the equipment o'l the engine in order to compress the combustihle gases to a point where the gases are spontaneously ignited.

This invention contemplates the use of a plug. which` though non-electrical in character, has its ignition advanced or retarded trom the steering wheel ot the automobile in the same manner as in the case ot an ordinary spark plug. The device is quickly and easily installed. since it is only necessary7 to remove the ordinary spark plug and secure the threaded projection ot the ignition plug into the threaded Opening provided tor the reception ot' the spark plug.

The device ot the present invention requires none ot the elements noted above, but is operated solely and controlled automatically by the diiferent conditions arising in the combustion chamber oi the engine.

The invention will be best understood from a consideration ot the following detailed description taken in connection with the accompanying drawing forming part ot this specification. with the understanding, however, that the invention is not coniined to any strict conformity with the showing in the drawing, but may be changed and modiiied so long as such changes and modifications' marl; no material departure from the salient features oi' the inventionk as eX- Apressed in the appended claims.

In the drawing Fig. l is an elevation ot our improved automatic ignition device secured in the spark plug` opening of an internal combustion engine.

F ig. 2 is a vertical section ot our automatic ignition device showing it mounted in the engine and villustrating the position ot the piston ot the ignition device during a part oit' the compression stroke et the engine.

Fig. 3 isa similar section of the device disclosing the position ot the piston in the igniter during the intake stroke ot the engine.

Fig. et is a plan view ot the valve which controls the communication between the combustion chamber Ot the engine and the tiring chamber of the ignition device.

Referring to the drawing. l designates a cylinder of an internal combustion engine, 2 the piston. and 3 the combustion chamber; these parts being oil any approved construction as they torm no part ot our invention.

An auxiliary cylinder Ll. which Forms the body ot the ignition device, is provided with a reduced threaded lower end or projection 5, adapted to be screwed into the usual opening provided in the head ot the engine for the spark plug, nflaking it unnecessary, in applying ourdevice, to loore any additional openings in the cylinder or its head. or to add any extra elements for operating the device. The auxiliary cylinder i is provided with a circumferential enlargement 6, torming with thereduced end ot the cylinder a shoulder 7, and which in cooperation with the cylinder head. terms an annular seat 'For a gasket whenever it is necessary to employ one. The enlargement 6 also forms an annular shoulder 8 upon which rests the lower end of a sleeve 9, rotatably mounted upon the cylinder fl. and provided with an out-- standing arm 10, connected to thevnsual operating rod vl1 and controlled trom the steering post ot an automobile for advancing or retarding the ignition.

A portion ot the sleeve 9 is cut away to provide an angular opening within the sleeve, the opening having two straight sides l2 and 13 at right angles to each other, and an inclined side 14: connecting the twosides 12, 13, said inclined side being adapted to progressively cover or uncover the alined openings 15 'omniunicating` with the cylinder il. `When the sleeve t) is rotated upon the cylinder '-1, as shown in F 1, the openings 15 are progressively uncovered so that air which is imprisoned in the cylinder el may be allowed. to escape.

The cylinder 11 is closed at its upper or outer end by a threaded plug' 19. the periphery Ot which is lrnurled tor hand operation, and has a piston 17 slidably mounted therein. said piston being' ot less length than the cylinder.Y The piston 17 is provided with a central bore 18 forming' a tiring chamber, into which projects a stationary rod or meinber 20, and when the piston 17 is reciprocated, the rod or member penetrates the bore, to a greater or less extent as Figs. 2, and 3 show. The piston 17 is provided with rings Q1 located in grooves upon the outer periphery et said piston to prevent the escape ot gas from the combustion chamber 3 of the engine through the ports 15. The bore or chamber 1S is also provided with a. circumterential ,groove in which is located a ring 22 to prevent leakage ot' gas troni said bore The head or nlue 19 has a central screwthreaded perforation into which is scrrv. d the threaded portion Q5 ot the stationary rod or member 2O provided with a lnnnled head 23 tor turning the rodor member to adjust its position within the bore 18 so that the capacity ot' said bore may be increased or diminished.

The piston 17. at its lower end. is provided with a countersnnk portion in which is seated a vali'e 26. having' a conical boss 2.7 projeeting ug'iwardly troni the center ot said valve and adapted to lit a seal' 2S formed at the lower end of the bore 1S. and as shown in Q. closing' the, lower end of said bore 1.8 to the combustion chamber ot the engine on the compression stroke thereot.

Angularly disposed perforations are termed in the valve QG. and equally spaced around the hase ot the boss Q7. The bottoni oli the piston 17 is countf-rliored 'formingy :i cage tor the valve 26. said cage consi 'ne ot the annular flange 550 and the iiuurned lues 31. This construction Ypermits the salve to be nioved vertically Ytor a limited distance. as shown in Figs. 2 and 2l. At the bottoni ot the cylinder 1. is a conical chamber 3? havingr a reduced cylindrical portion 211iwhich forms a communication between the combustion chamber 3 of the engine and the cylinder 4.

The operation of our device is as tollows It will be seen. from an inspection ot llitz. 3 that the valve 26 is located in its lowermost position. permitting combustible njas I to be drawn up through the pertorations 29 'and into the bore 18.

Upon the intake stroke of the engi ne pistou. the piston 17 in the auxiliary cylinder '-1 is drawn downwardly, causing` a suction stroke in the bore or tiring chamber 1S. and as the valve Q6 is acted upon, both by the Yforce of gravity and the said stroke. it will descend to its lower-most position .vhere it will rest upon the lugs 3 The combustible gas troni the combustion chamber ot the engine will be drawn through the pertorations 29 into the bore 1S of the piston 17. as the movable piston is carried away from the stationary nit-inbru' 2t).

llpon the return stroke et the piston 2 ot the engine. the va ve 26 will be. 'forced in close seating' contact with the lower end ot the piston 17 'thereby cutting' communication between the bore 18 and the combustion chamber 3. The auxiliary piston 17 will be forced upwardly over the stationary member Q0 by reason of the compression of the gases in the engine. and the valve 26 being closed. the stationary member will coinpress the combustible lluid in the firing chamber 18 to such an extent that the gases will be spontaneously ignited. then this ignition occurs. the pressure in the tiring chamber 1S will rise considerably and torce the valve 2G away from its seat upon they piston 17, and the burning gases trom the .tiringr chamber 18 will vbe forcibly injected into the l.eases in the combustion chamber 3 of the engine, thereby ignitingr the gases.

lVhen the piston 17 moves upwardly, the openings 15 provide escape ports 't or the air contained in the cylinder.

Since air is driven out troni the cylinder through the pertorations 157.11m piston 17 will be forced upwardly more rapidly and through a greater strol-:e than ordinarily would happen il the air were not exhausted trom the cylinder.

lli at any time it should` be found necessary to retard or advance the ignition. the Sleeve 9 may be rotated so that one or more' oi the pertoratiens 15 will be covered or uncovered by the inclined Wall oi' edge t4v ot the slot torined in the sleeve 9.

li' it. be desired to advance the ignition of the eases in the tiring' chamber 1S. the sleeveY 9 will he so moved by the rod 11 which is .connected to an opera tine' lever on the steerinn' wheel, that one or more per'lorations 15 will be uncovered by the sleeve 9.

lt it be desired to delay the ignition. the sleeve will be rotated in such a manner that some or all of the ports 15 will be covered by the sleeve 9. so that as the piston 17 is driven upwardly on the compressionk stroke ot theengine. it will be resisted in its upward movement by the air in the cylinder between the head 19 and the piston 17, and therefore it will be necessary for the piston 17 to vcompress this air in the cylinder while the member 2O is compressing the CTL gases in the firing chamber 18 and thereby dela-y the progress of the member 20 within the bore 18. Three degrees of retardation will be had, since there are three perforations 15 shown in Fig. 1, but any number oi. perforations may be formed in the cylinder 4 in order to get 'finer degrees of adjustment of the ignition device. It it be found that the ignition always occurs too early in the cycle of the engine, no matter what adjustments have been made for the sleeve 9, the knurled head 23 may be rotated in a direction to cause the member 20 to be adjusted outwardly from the bore 18, whereby upon the next compression stroke of the engine, the member 20 will have a shorter travel within the bore 18. On the other hand, if the engine is fired late in the cycle of operation of the engine, the member 2O is screwed farther into the bore 18, thereby causing a greater length of the member 20 to be projected into .the bore 18. lvhen it is noted that the firing of any one cylinder is weak, the member 20 may be screwed into the bore 18 in order to diminish v the compression space in the bore or firing chamber and thereby increase the compression.

piston, the valve 26 will be seated and prevent exhaust gases Jfrom the firing chamber.

lVhat is claimed is:- 1. In an internal combustion engine, the combination with an engine cylinder, of an auxiliary cylinder in communication with the engine cylinder, a piston movable in the auxiliary cylinder provided with a bore constituting a firing chamber, said piston being.

adapted to be operated by the compressed gases in the engine cylinder, a stationary member mounted in the head of the auxiliary cylinder and projecting into said bore, a valve carried by the movable piston and controlling communication between the bore and the engine cylinder, said bore being adapted to receive gases from the engine cylinder upon the suction stroke of the engine. escape ports provided in said auxiliary cylinder, and means for controlling said ports for regulatingthe speed of the movable piston during the compression stroke of the engine.

2. In an internal combustion engine, an igniter comprising a cylinder in communication with the engine cylinder, a piston operating in said igniter cylinder, a firing chamber formed in said piston, a stationary member mounted in the head of the igniter cylinder and adapted to be advanced or retracted in the firing chamber relative to the piston when the piston is operated, a valve movably mounted at the lower end of said piston and controllin communication between the firing cham er and the combusbeing pocketed in chamber adapted `to gases from the combustion chamber during tion chamber of the engine, said valve permi tting the firing chamber to receive combustible gases' from the combustion chamber solely during the intake stroke of the engine piston, said gases being compressed beyond the ignition point during the compression stroke of the engine piston, the pressure in the .firing chamber opening said valve.

8. In an internal combustion engine, an igniter comprising a .cylinder vin communication with the engine cylinder', a piston operating in said igniter cylinder, a firing chamber formed in said piston, a stationary member mounted in the head of the igniter cylinder and adapted to be advanced or retractedin said firing chamber relative to the piston when the piston is operated, a valve movably mounted in the lower end of said piston and controlling communication be-V tween the firing chamber and the combustion chamber of the engine, said valve remaining open to permit the firing chamber to receive combustible gases from the combusti on chamber during the intake stroke of the engine piston, said gases in the firing chamber being compressed beyond the igni- Q tion point during the compression stroke of During the exhaust stroke of the engine the engine piston, the valve being closed by vthe pressure in the engine cylinder.

.4.111 an internal combustion engine, an

igniter comprising a cylinder in communi-` .cation with the engine cylinder.y a piston operating in the igniter cylinder, a liring chamber Jformed in said. piston, a stationary member mounted in the head of the cylinder and adapted to bey advanced or retracted in the tiring chamber relative to the chamber when the piston is operated, a valve movably mountedin the lower end of the piston and controllingcommunication between the firing chamber and the combustion chamber of the engine, said firing recei've combustible tbe intake, stroke of the engine, said gases being compressed beyond the ignition point during the vcompression stroke of the engine piston. la series oi. perlorations in the igniter cylinder, a sleevelrotatably mounted on the igniter cylinder and provided with a slot adapted to progressively uncover the alined perforations in the cylinder for regulating the time of ignition of the gases.

5. In an internal combustion engine, an

igniter comprising a cylinder in communication with the enginecylinder, a piston operating in said igniter' cylinder, a. firing: chamber formed in said piston, a stationary member mounted in the head of the cylinder and adapted to be advanced or retracted in said tiring chamber relative to the piston when the piston is operated, a valve movably mounted in the lower end of the piston and controlling communication between the liring chamber and the combustion chamber of the engine, said firing chamber adapted to receive combustible gases from the combustion chamber during the intake stroke of the engine piston, said gases being compressed beyond the ignition point during the compression stroke of the engine piston, and means for regulating the extent of projection ot the stationary member into the firing chamber.

6. In an internal combustion engine, an igniter comprising a cylinder in communication with the engine cylinder, a piston operating in said igniter cylinder, a firing chamber formed in said piston, a stationary member mounted in the head Vof the cylinder and adapted to be advanced or retracted in the liring chamber relative to the piston when said piston is operated, a valve movably mounted in the lower end of the movable piston and controlling communication be tween the tiring chamber and the combustion chamber of the engine, said firing chamber adapted to receive combustible gases form the combustion chamber during the intake stroke of the engine piston, said gases being compressed beyond the ignition point during the compression stroke of the engine piston, said valve comprising a vdisk provided with perforations, a conical boss extending upwardly from the center of said disk and adapted to engage a seat at the lower end ot the iring chamber Jfor a portion ot the compression stroke, but to be unseated when the pressure in the liring chamber becomes su'liiciently great to cause spontaneous ignition of the compressed gases in said chamber.

7. In an internal combustion engine, an i `gniter comprising a cylinder in communica tion with the engine cylinder, a piston operating in said igniter cylinder, a firing chamber formed in said piston, a stationary member adjustably mounted in the head of the igniter cylinder and adapted to be advanced or retracted in the firing chamber relative to the piston when the piston is operated, a valve movably mounted in the lower end of said piston and controlling communication between the firing chamber and the combustion chamber of the engine,

said valve being adapted to open the liring chamber during the intake stroke and close said chamber during, the compression stroke of the engine piston, the pressure in the tiring chamber when ignition occurs opening said valve.

8. In an internal combustion engine, the combination with an engine cylinder, of an auxiliary cylinder in communication with the engine cylinder, a piston movable in the auxiliary cylinder provided with a. bore constituting a firing chamber, said piston being adapted to be operated by the coinpressed gases in the engine cylinder, a stationary member mounted in the head of the auxiliary' cylinder projecting into said bore, a valve carried by the movable piston and controlling communication between the bore and the engine cylinder, said bore being adapted to receive gases from the engine cylinder upon the suction stroke of the engine, and a controllable air cushion in the auxiliary cylinder for regulatingy the speed of the movable ypiston during the compression stroke of the engine.

9. In an internal combustion engine, the combination with an engine cylinder, of an auxiliary cylinder in communication with the engine cylinder, a movable piston in the auxiliary cylinder provided with a bore constituting a tiring chamber, said piston being adapted to be operated by the coinpression gases in the engine cylinder, a stationary member mounted in the head of the auxiliary piston and projecting into said bore, a valve carried by the movable piston and controlling a communication between the bore and the engine cylinder, said valve adapted to be unseated by suction in the engine cylinder, the relative movements of the movable piston and stationary member upon the suction stroke of the engine adapted to cause gas from the engine cylinder to be drawn into the bore in the movable piston.

In testimony, that we claim the foregoing as our own, we have hereto ailixed our signatures.

PEARL V. BALL. ROBERT H. VALLER.

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