US1536582A

US1536582A - Ignition-controlling apparatus

Info

Publication number: US1536582A
Authority: US
Publication date: 1925-05-05
Anticipated expiration: 1942-05-05

Description

A. HOWARD IGNITION CONTROLLING APPARATUS Filgc i Ila? 25, 1924 Patented May 5, 1925.

UNITED STATES ALONZO HOWARD, OF CHICAGO, ILLINOIS.

IGNITION-CON TROLLIN G APPARATUS.

' Application filed May 23,

To all whom it may concern:

Be it known that I, Anonzo HOWARD, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Ignition-Controlling Apparatus.

My invention relates to ignition controlling apparatus particularly for Ford engines and the object is to provide simple mechanism and arrangement for insuring at least one highly eiiicient spark for each gas charge in each cylinder when the engine is running at slow speed, and to in sure a series of distinct, highly efficient sparks for each gas charge in each cylinder when the engine is running at higher speeds, so that the engine can be readily and quickly started and will operate efiiciently on very low speed and will operate with certainty and with greater efliciency at any'speed.

In the operation of Ford engines several conditions must be met before reliable and efficient sparking can be obtained under all conditions of speed and operation. In Ford multipolar magnetos as now constructed there are sixteen poles whose coils are connected in series to secure the necessary potential. There are eight periods per revolution when the current 18 of pos tive polarity and eight periods when it is of negative polarity, or sixteen alternations per revolution. The cam shaft traveling one half as fast as the engine shaft, the primary side of the ignition circuit will therefore receive thirty-two alternations per revolution of the crank shaft, sixteen positive and sixteen negative. To get suiiicieut sparking potential, the current at the time of sparking must be taken from at or sufficiently close to the high potential sections or peaks of the current wave. Now at slow speed, the current curve is quite sharp or peaked and therefore allows only a. small and limited range where suflicient potential is available for proper sparking. This is one condition that mustbe met. Of course, when the speed increases the curve flattens or bulges correspondingly and gives greater sparking range.

Another condition to be met, particularly when a batterw is used, is that the primary side of the induction coil requires a certain length of time to become suiiiciently satrangements devised to 1924. Serial No. 715,397.

urated to cause the induction of secondary current of sufficient strength to give an efiicient spark.

Another condition to be met is in connection with the mechanical operation of the circuit breakers particularly where springs are used. Owing to momentum and inertia, such circuit breakers require time to arrive at proper circuit opening or circuit closing positions and conditions.

Suiiicient travel of the circuit breaking controlling cam element must therefore be allowed after each operation in order that the circuit breakers may get into proper working condition and in order that the induction coil may function properly electrically and magnetically.

On account of the range at slow speed, it has been difficult to get proper timing and sparking particularly, when adjustment is made to advance or retard the spark. In some prior areliminate the electromagnetic vibrator of the original Ford system, sets of teeth or other cam formations are provided for cooperating with a circuit breakcrin the hope that during each series of operations of the circuit breaker at least one break of the primary circuit will be timed with a sufiiciently high potential section of the alternating current wave. Such arrangement might operate during slow speed of the engine, but with increased speed, on account of the teeth or cam formations being so close together, it is impossible for the induction coil to recover its inducing strength after each operation sufficiently to give a proper spark, and the inertia of the circuit breaker parts will interfere, so that there is no certainty nor efiicienc in the sparking. An arrangement like the one referred to is disclosed in Smith Patent 1,403,203 of January 10, 1922.

In another arrangement of the prior art as disclosed in Snell 1,164,317 of December 14, 1915, the cam member has thirty-two teeth spaced equally apart and corresponding in number with the alterations of the magneto current. lVith this arrangement special commutator mechanism is necessary to take care of the advancing or retarding of the sparking period at the engine. I have also found that in such arrangement the interval between openings of the prilimited potential and the circuit breaker mechanism, and I have found that better results may be obtained by having the intervals of different lengths. I have found that with three actuations of the circuit breaker mechanism,

with the interval between the first and second breaks fifteen degrees and that between the second and third breaks thirteen degrees, certain and efficient sparking is assured-at the lowest speed as well as at any other speed up to the highest, and that at slow speed at least one high potential spark will be produced while at higher speeds three distinct eflicient and high potential sparks will be produced for each "as charge in a cylinder.

On the accompanying drawing, I show mechanism for carrying out my invention and its operation. On the drawing- Fig. 1 is a side elevational view of the circuit controlling apparatus,

Fig. 2 is an inner side View of the distributor,

Fi 3 is a front elevational view of the circuit controlling mechanism housing with Fig. 5 shows a modified arrangement of" cam formation, and

Fig. 6 is a diagram showing the clrcuit connections.

On the drawing F represents the frame of an engine to which the controlling apparatus is applied and C represents the crank shaft of the engine. The housing A of the apparatus rotatably seats in the frame F and the cam shaft extends through the rear wall of the housing into the interior thereof where it receives the hub 10 of the cam member, such hub being detachably held to the shaft by a key 11. From the inner end of the cam member hub extends the cylindrical cam flange 12 which in its periphery has groups of cam formations designated as.

a whole, a, b, c, and d. there being four groups as the apparatus shown is designed for a Ford engine which has four cylinders. The cam formations shown are in the form of notches or depressions a, a a b b 0 0 0 03 ,01 03, respectively, for the four groups. As will be explained more fully later, these notches correspond with the closure period of the primary circuit controllers, while the cylindrical parts of the cam flange correspond with the opening periods of such circuit controllers. The circuit controllers are designated as a whole by S and are arranged within the housing A between its cylindrical wall and the notched periphery of the cam flange.

Each circuit controller comprises a lever 13 pivoted at one end on a post 14 secured to the back wall of the housing A. Intermediate its ends the lever has a cam tooth 15 for cooperating with the cam flange periphery and notches, a spring 16 extending between the free end of'the lever and a post 17 tending to hold the tooth against the cam flange to accurately follow its contour as the cam member is rapidly rotated with the cam shaft. A Z-shaped bracket 18 is secured on the lever 13 and its overhanging end carries a contact point 19 which cooperates with the contact point 20 on the lower flange of a U-shaped bracket 21 which is secured against the inner face of the cylindrical wall of the housing'A but is insulated therefrom in any suitable manner. From this bracket 21 a threaded stem 22 extends through the cylindrical wall of the housing A and is received by the clamping nut'23, and also has the knurled nut 24 between which and the clamping nut connection is madewith the primary circuit of the induction coil. TVhen the cam tooth 15 is in engagement with the cylindrical surface of the cam flange, the lever 13 will be raised and the

contact points

19 and 20 will be separated, and when the tooth engages in one of the notches or depressions the contact points will be brought into engagement, the primary circuit being thus open and closed for definite periods of time.

The main result to be arrived at with my improved apparatus is the production of a series of distinct sparks for each gas charge in each cylinder and to insure that at least one of such sparks will be highly efiieient, particularly when the engine is running at low speed. In my Patent No. 1,466,720 of September 4, 1923, I show mechanism comprlsing two circuit controllers, each of which independently controls the formation of one of the sparks of a series, and ample time is given the circuit controllers to fully recover from inertia and other effects before being again put into operation. In my pending application Serial No. 673,904 filed November 10, 1923, I show three circuit controllers in order to increase the chances of. at least one of the circuit controllers operat ing along the high potential sections of the magneto current wave. In the arrangement of this copending application, the interval between the operation of the first controller and the second is the same as the interval between the operation of the second controller and the third. I have found that by making the intervals between the operations of the primary circuit different and having such intervals of sufficient duration to permit full magnetic and inertia recovery, at least one powerful spark is produced during each gas charge in a cylinder at a speed less than the starting speed of the engine which is approximately one hundred and fifty-two revolutions per minute, and at higher speed each circuit controller will produce a powerful spark so that at such higher speed a series of powerful distinct s arks will be assured for each gas charge in a cylinder. I have found that an interval of fifteen degrees between the first and second openings of the primary circuit, and an interval of thirteen degrees between the second and third openings of the primary circuit gives very satisfactory and efficient results, the intervals referred to being the degrees of rotation of the cam member 12. In the curve of a Ford engine there are thirty-two alternations per revolution of the crank shaft so that each positive and each negative section of the curve is of eleven and one-quarter degrees extent. The intervals fifteen degrees and thirteen degrees between the first and second and second and third operations of the primary circuit are each greater than this extent of the curve section but such increased interval is necessary in order to permit magnetic and inertia recovery of the induction coil and the circuit controllers, respectively.

In the arrangement shown in Fig. 3 of the drawing, I show a single circuit controller for the primary circuit and the four groups of cam formations referred to hereinbefore for consecutively cooperating with the circuit controller to produce a series of distinct sparks in each cylinder for each gas charge therein. The depressions a and a correspond with the operation intervals fifteen degrees and thirteen degrees, and in advance of these depressions is the depression a which is preferably longer, say from eighteen to twenty degrees. As shown the cam member rotates in the direction of the arrow and the cam tooth 15 isjust in advance of the first depression a of the cam formation group a, the circuit controller lever 13 being raised to separate the

contacts

19 and 20 to thus hold the primary circuit open. As the cam member rotates, the cam tooth will drop into the depression a and the primary circuit will be closed. Such long depression is particularly desirable where a battery is used, as it will then give the battery ample time to fully charge the primary side of the induction coil. At the end of the depression a the cam tooth will be engaged by the camperiphery section t and the contact points will be reopened and the primary circuit broken so that a charge of secondary current will flow through the sparking circuit as will be described more fully hereinafter. After such opening the cam tooth drops into the depression a and 7 the primary circuit is again closed until the cam periphery section t is reached, when the circuit will be again opened and a second charge of secondary current produced. The cam tooth then drops into the depression a until the advance end of the cam periphery section t is encountered when the primary circuit will again be opened and a third flow of secondary current produced. During each flow of secondary current a spark will be produced at the plu vfor the cylinder of the engine corresponding with the respective cam formation groups a, b, 0, or d. The group a controls the sparking for the cylinder No. 1 and the group b for cylinder No. 2, etc. Three distinct sparks are thus produced in each cylinder for each gas charge therein.

Where a single circuit controller is used as in the arrangement of Fig. 6 it must perform many operations particularly at high speeds, and underv some conditions it may be desirable to distribute the control of the primary circuit between three circuit controllers s s and 8, shown in Fig. 4. The cam flange 12 has four depressions e e e and e, in its periphery spaced ninety degrees apart and of say thirteen degrees extent. This will give the raising points 39, p, p, and p spaced ninety degrees apart, for cooperating with the cam teeth 15 of the respective circuit controllers to effect reopening of the primary circuit after a period of closure thereof while the cam teeth engage in the depressions e 6 e or e". The circuit controllers are, however, circumferentially offset with reference to the depressions and raise points, the controller .9 being set so that its cam tooth 15 will be engaged by the raise point p fifteen degrees after the cam tooth of the controller 8 was engaged by the raise point 37 and the controller 8 is set so that its cam tooth will be engaged by the raise point p thirteen degrees after the cam tooth of the controller 8 has been engaged by the raise point p This will give the interval of operation between the controllers s and 8 of fifteen degrees and between the controllers s and s of thirteen degrees, giving the same results as with the arrangement of Fig. 6 so far as the sparking is concerned. The depressions are of suflicient extent to insure long enough closures of the primary respectively, will insure that at least one of the controllers will operate along a high potential sectioh of the magneto wave, particularly during slow speed of the engine.

The long depressions of primary circuit closure periods shown in Fig. 6 are very important, particularly where direct current battery is used, as with such current it requires more time for the induction coil to become properly saturated. With alternating currents less time is required and when a generator is used, the depressions a a b 6 etc. may be shortened as shown in Fig. 5. The raise points t t t will, however, maintain their spacing, namely fifteen degrees and thirteen degrees, so that whether battery or magneto is used, the circuit con-. trollers will be given ample time to fully recover from inertia and other effects after operation thereof, and when magneto is used openings of the primary circuit will occur at sufficiently high potential points of the current wave. By shortening the depressions the raise sections 23 and t will also be given more material so that they may better resist wear when they engage with the cam teeth of the circuit controllers.

Referring to Figs. 1 and 2 the distributor head H is concentric with the housing A and has the central chamber 25 for receiving'the hub 10 of the cam member. On the cam member is mounted the secondary current distributor brush 26 whose inner end is opposite to the center or lead-in segment 27 in the head. The outer end 26' of the distributor brush travels past the inner ends of the distributor segments 28, these segments leading to sockets 29 in the head where they are connected with the conductors leading to the various spark plugs of the engine. The lead-in segment 27 extends to the socket 30 for connection with one terminal of the secondary winding of the induction coil. In Fig. 5 I diagrammatically show the induction coil,- the cam circuit controller mechanism and the distributor mechanism, and the electrical connection between them. The primary winding 31 of the induction coil has one terminal connected through conductor 32 with the contact 20, the other terminal of the coil being connected with conductor 33 to which may be connected the magneto M or the battery B, the magneto being shown connected. The other terminals of the magneto and battery are connected with ground. One terminal of the secondary winding 34 of the induction coil is connected with ground and the other termi- 11211 is connected by conductor 35 with the center segment '27 of the distributor mechanism. The other segments 28 are connected by

conductors

36, 37, 38 and 39 with the various spark plugs :12 if the cylinders No. 1, No. 2, No. 3 and No. 4 of the engine, the other terminals of the plugs being conthree timeswhile the distributor brush 26 is traveling past the distributor se N o. 1 and three distinct sparks will be given in cylinder No. 1 for the explosive gas charge therein. The cam formation group b will next cooperate with the circuit con.- troller while the distributor brush is traveling past the segment connected with the spark plug in cylinder No. 2 and three distinct sparks will be. given in that cylinder. The spark plug of cylinder No. 4 will next be served and then that of cylinder No. 3. After each opening of the primary circuit and induced sparking current flow through the secondary circuit the primary circuit will be closed a sufiicient length of time to permit full magnetic saturation of the induction coil and full recovery of the circuit controller, so that the circuit controller will have come fully torest and in proper condition to function to reopen the primary circuit. The intervals between the operations of the circuit controller for each group of cam formations being unequal and the length of the intervals being each greater than the duration of a Wave alternation, the sparks of each series will develop from a sufficiently high potential point on the curve to insure a perfect, efiicient ignition spark, even when the engine is running at low speed, and throughout the entire range of adjustment for advancing or retarding the sparking.

cut 28 connected with the spark plug 0 cylinder With the arrangement of the three circuit controllers shown in Fig. 4 the three binding posts for the terminal points 20 would be connected together and with the primary winding, and the levers 13 which support the contact points 19 would be grounded. The controller S Will be operated first by the raise point p to open the primary circuit after a period of closure thereof along the depression Z and the first spark will be given in cylinder No. 1. After 15 degrees of rotation of the cam member controller S will be reopened by raise point p and the second spark will be given in cylinder No. 1. t Then after 13 more degrees of rotation of the cam member controller S will be reopened by the raise point p and the third spark will be given in cylinder No. 1. Cylinders Nos. 2, 4 and 3 will then be successively served, each withthree distinct sparks. Thus "with either the single controller shown in Fig. 3, or the three controllers shown in Fig. 4, each cylinder. will be served with three distinct sparks for each gas charge or ignition period and with the iflerent time intervals between sparks referred to. By using three controllers, each will perform only one third as many operations as the one controller in the arrangement of Fig. 3, and the wear and tear will be correspondingly less.

I do not desire to be limited to the exact construction, arrangement and operation shown and described, as modifications may be made which will still come within the scope of the invention.

I claim as follows:

1. In an ignition system the combination of inductively related primary and secondary circuits, a spark plug connected in the secondary circuit, a source of alternating current for the primary circuit. circuit controlling mechanism for said primary circuit. and means for causing three or more operations of said circuit controller mechanism during each ignition period of the engine with; which said spark plug is amociated,

each operation controlling the primary circuit to cause a flow of secondary current and ark at the spark plug whereby a series a 1 of distinct sparks is caused at the spafir plug during each ignition period, the time intervals between the sparks being different.

2. In an ignition system, the combination of inductively related primary and secondary circuits, a spark plug connected in the secondary circuit, a source of alternating current for the primary circuit, circuit controlling mechanism for said primary circuit, and means for controlling the operation of said circuit controller mechanism to cause more than two distinct interruptions of the primary circuit during each ignition period of the engine with which said spark plug is associated, whereby a series of sparks will be produced at the spark plug during each igniion period, the time intervals between said interruptions being each greater than the alternation duration of the current flow from said alternating current source.

3. In an ignition system, the combination of inductively related primary and secondary circuits, a ark plug connected in the secondary circuit, a source of alternating current for the primary circuit, circuit controller mechanism for the primary circuit, and means cooperating with said circuit controller mechanism to cause more than two distinct interruptions of the primary circuit for each. ignition period of the engine with which the spark plug is associated, each interruption of the primary circuit causing a flow of secondary current and a spark at the spark plug whereby a plurality of distinct sparks is caused at said plug during each ignition period, the intervals between the interruptions differing from each other and each being of greater duration than the alternation period of the current from said alternating current source.

4 In an ignition system, the combination of inductively related primary and secondary circuits, a spark plug connected with sald secondary circuit, a source of alternatlng current for the primary circuit, and circuit controlling mechanism for said prim circuit adapted when operated to change the condition of the primary circuit to cause induced current flow to the secondary circuit and said plug, and means for efiecting a plurahty of operations of said circuit controller mechanism during each ignition period of the engine with which the spark plug is associated whereby a plurality of distinct successive sparks will be produced at said spark plug during each ignition period, the intervals between said operation being each of greater duration than the alternation perio of the current from said source.

5. In an ignition system the combination of inductively related primary and secondary circuits. a spark plug connected with the secondary circuit, a source of alternating current for the primary circuit, circuit controller mechanism for said primary circuit normally holding said circuit open, and means for causing a succession of operations of said circuit controller mechanism during each ignition period of the engine with which the spark plug is associated, each operation causing a short cuit and reopening thereof to cause induced current flow throughthe secondary circuit and said spark plug whereby a plurality of distinct sparks is caused at said plug during each ignition period, the intervals between reopenings of said primary circuit be' each greater than the alternation period of the current of said source.

6. In an ignition system the combination of inductively related ondary circuits, a spark p ug,connected with the secondary circuit, a source of alternating current for the primary circuit, circuit controller mechanism for said primary circuit normally holding said cimuit open, and means for causing a succession of operations of said circuit controller mechanism during each ignition period of the e with which the spark plug is associat gii, each operation causing a short closure of the primary circuit and reopening thereof to cause induced current flow through the seconda circuit and said spark lug whereby a plu ralit of distinct sparks 18 caused at said spar plu during each ignition riod, the intervals between reopemngs 0 said primary circuit being each greater than the alternation period of the current of said source, and said closures before reo being of suflicient duration to permit said circuit controller mechanism to come to rest.

7. In an ignition system, the combination closure of the primary cirrimary and secof inductively related primary and secondary circuits, a source of alternating current for said secondary circult, a spark plug included in the secondary circu1t, circuit controller mechanism for said primary circui't, means for effecting a succession of operations of said circuit controller mechamsm during each ignition period of the enginewith which the spark plug is associated, each operation involvmg a closure of the primary circuit and reopening thereof, the duration of said closures being of sufficient length to. permit said circuit controller mechanism to come to rest before reopening movement thereof, each reopening causing induced current flow through the secondary circuit and. aspark at the spark P 8. In an ignition system for explosive engines, the combination of inductively related primary and secondary circuits, a source of alternating current for said primary circuit, means for closing said secondar *ircuit in seriatim through the spark plugs of the engine, circuit controller mechanism for said primary circuit, means for causing a series of interruptions of said pri-,

mary circuit during each closure of the secondary circuit, the interruptions of each series being separated by time intervals greater than the alternation time interval of the current flow from said alternating current source.

9. In an ignition system for explosive engines, the combination of inductively related primary and secondary circuits, a source of alternating current for said primary circuit, a spark plug connected in the secondary circuit, means for closing said secondary circuit during each ignition period of the engine cylinder with which said spark plug is associated, circuit controller mechanism for said primary circuit, a cam member rotated in timed relationship with the alternation of the current from said alternating current source, and cam formations on said cam member adapted'to cause a series of interruptions of said primary circuit during each closure of the secondary circuit whereby there will be induced current flow through said secondary circuit after each interruption of the primary circuit, the time intervals between said interruptions being difierent and each longer than the alternation period of the alternating current. r

10. In an i ition system, the combination of inductive y related primary and secondary circuits, a source of pulsating current for said primary circuit, a spark gap in said secondary circuit, means for periodically closing said secondary circuit, an actuating member driven in timed relationship with the pulsations of said pulsating current, and means controlled by said'actuating member for causing a series of interruptions of said primary circuit during each closure period of the secondary circuit, the intervals between the interruptions of each series being longer than the pulsation period of said current flow.

11. In an ignition system, the combination of inductively related primary and sec-, ondary circuits, a source of pulsating current flow for said rimary circuit, a spark gap in said secon ary circuit, means for periodically closing said secondary circuit for the flow of induced current from the primary circuit, circuit controller mechanism for said primary circuit, an actuating member for said circuit controller mechanism driven in timed relationship with thepulsations of said pulsating current, and means for causing said actuating member to actuate said circuit controller mechanism to produce a series of interruptions of the primary circuit during each closure period of the secondary circuit, the time intervals between said interruptions being of difierent lengths and each'being of greater length than the pulsation period of said pulsating current flow.

In witness whereof, I hereunto subscribe my name this 14th day of May A. D., 1924.

ALONZO HOWARD.