US1562451A

US1562451A - howard

Info

Publication number: US1562451A
Authority: US
Publication date: 1925-11-24
Anticipated expiration: 1942-11-24

Description

Nov. 24, 1925. 1,562,451

' A. HOWARD IGNI TION CONTROLLING APPARATUS Filed Nov.' 10, 192.3 2 Sheets-Sheet 1 \INVENTOR. MM my ATTORNEYS. v

Nov. 24, 1925.

A. HOWARD IGNITION CONTROLLING APPARATUS tiled Nov 10, 1923 2 Sheets-Sheet 2 INVENTOR.

W TORNEYS.

Patented Nov. 24, 1925.

UNITED STATES ALONZO HOWARD, OF CHICAGO, ILLINOIS, ASSIGNOR T0 HOWARD IGNITION COMPANY,

1,562,451 PATENT OFFICE.

OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

IGNITION -CONTROLLIN G APPARATUS.

Application filed November 10, 1923. Serial No, 673,904.

To all whom it may concern:

Be it known that I, .ALONZO 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 Ignltion-Controlling Apparatus, of which the following is aspecification.

My invention relates to ignitlon controlling. apparatus and covers improvements over the structures disclosed in my Patents Nos. 1,466,719. and 1,466,720 issued September l, 1923.

One of the important objects of the 1nvention is to improve the primary circult controlling mechanism by making such mechanism inthe form of unitary structures which can be readily and accurately applied in the housing or replaced without disturbing the adjustment relatlve to the circuit controlling cam.

Another important object is to so arrange the secondary or ignition current distributing brush and segments that there will never be direct contact between such brush and segments, whereby friction and wear will be eliminated.

Another important object is to improve and simplify the electrical connection between the distributing leads and the distributing segments, the leads in the form of rubber covered wires being enclosed within a cap structure and accurately spaced therein at their ends so that when the cap structure is applied to the distributor head, the lead ends will accurately fit into sockets to bring their wires in opposition to the end of the distributor segments.

The above and other features of my invention are fully disclosed in the structure shown on the accompanying drawing, in which drawing,

1 is a side elevational view of the circuit controlling apparatus and lead cap applied thereto,

Fig. 2 is a plan view of the circuit controlling apparatus,

1 Fig. 3 1s a front view,

Fig. 4 is a sectional view on plane 4-4, Fi 3 7 g 0 l I Fig. 5 1s a front elevational view of the circuit controlling mechanlsm housing with the distributor head removed,

Fig. 6 1s an inner side View of the distributor head,

Fig. 7 is an enlarged view of part of the housing showing the construction and application of one of the circuit controlling unit structures,

Fig. 8 is a plan view showing a modified arrangement of the contact supporting spring mechanism,

Fig. 9 is a plan view of the lead spacing frame, and

Fig. 10 is a diagram showing the circuit connections and the operation. v

On the drawing F represents the frame of an engine to which my improved controlling apparatus is applied and C represents the cam shaft. The frame has the recess 1 in which seat the ends of the base or housing A. The wall 2 of the housing has the central opening 3 through which the end of the cam shaft extends, The wall at around the opening 3 is deflected inward ly a distance to provide a space 5 between the wall and the shoulder 6 of the shaft, into which space packing material (not shown) may be inserted to prevent oil and dirt from entering the housing A.

The cam member B comprises the cylindrical body part 7 and the cylindrical cam flange 8 at the inner end thereof. The body part receives the end of the cam shaft to which it is detachably held by means of the key 9 (Fig. 5 To facilitate the manipulation of the key a lever 10 is pro-- vided which is pivoted on the pin 11 supported in the lugs 12 and 13 extending from the body 7 The front end 14 of the lever is forked .to receive the neck '15 of the key, and a coil spring 16 surrounding the pivot pin 11 and interposed bet-ween the rear end of the lever and the body 7 tends to swing the lever to keep the key 9 inwardly to secure the cam member to the shaft- Upon pressure on the rear end of the lever it can be readily swung to withdraw the key to release the cam member.

Extending transversely on the periphery of the cam flange 8 and spaced ninety degrees apart are the. cam teeth a, b, o and d. The cam member is preferably moulded from some strong insulating material such as bakelite or redmonal, and the teeth cooperate with circuit controlling unit. structures S which are supported by the base or housing A. Each structure S comprises a bow-shaped frame 17 curved to fit the cylindrical curvature of the inner side of the housing A. The

ends 18 and 19 of the bow frame are deflected outwardly to form seats for a contact bearing spring 20, the spring being secured to one of the extensions as by means of a screw or rivet 21 and resting at its other end against the other extension, the spring forming the chord member. Intermediate its ends and on its inner side the spring supports the contact block 22, and on the other side of the spring is secured the abutment 1ever'23, the lever being secured to the spring at its, outer end by riveting or otherwise and having its abutment end 24: in line with the contact '22 and in the path of the cam teeth on the cam member flange '8. The lever 23 is of spring material but preferably stiffer than the chord spring 20.

As in the structures of my patents referred to, the purpose of the construction in tlllS application is to produce a series of distinct ignition sparks for each gas charge in the engine cylinders. In the arrangement d1sclosed in my patent I show two circuit con trolling mechanisms so that two sparks are caused for each gas charge. In my present arrangement I show three circuit controlling unit structures so that for each charge ofgas in a cylinder there will be three distmct discharges or sparks of ignition current. In some magnetos, when running at slow speed, the wave only gradually builds up to full strength and there are only short stretches at the peaks where the current strength is sufficient for ignition purposes. Under these conditions, when only two circuit controlllng units are used and spaced to give the most efficient sparking interval in the cylinder, there may be times when neither unlt will operate at a time when the wave current is of suflicient strength. However by interpo'si-ng a third circuit controlling unit at least one of the units will operate to produce ignition or sparking current derived from a point on the curve when the current flow is at or near maximum. My present arrangement is therefore very eflicient during slow running of the engine and assures efficient powerful operation of the engine during such slow speed. Of course when the speed is increased the wave builds up faster and there will be more extended stretches of current of suflicient strength and then two circuit controlling units will be suflicient.

The three circuit controlling units S, S and S are spaced so that three consecutive teeth von the cam flange will cooperate respectively and consecutively with the units to cause a series of three ignition sparks while the piston travels through a certain distance in crank shaft driving direction. Each bow frame 17 has the passageway 25 opposite the respective spring contacts 22 which passageway registers with an opening 26in the cylindrical wall of the housing A. Into each hole 26 is inserted a bushing 27 of insulating material through which extends the threaded stem 28 from the body 29 of a terminal member. An insulating bushing 30 extends through the passageway 25 around the body 29, the flange 3O abutting against the inside of this bushing and a nut 31 engaging the threaded stem of the terminal member and abutting against the outside of the bushing 27. Extending inwardly from the flange 30 is a contact end 32 which is opposite to but normally spaced away from the spring contact 22. When a cam tooth engages with the abutment lever 23 the contacts ofthe respective controlling unit will bebrought together.

The back wall of each bow frame has the

flanges

33 and 34 extending therefrom which seat at their outer edges against the cylindrical Wall of the housing A so that the bow frames and therefore the spring contacts 22 are all connected with the engine frame or ground. The

insulating bushings

27 and 30 insulate the terminal members and consequently the contact ends 32 from the frame or ground, but the terminal members are connected together electrically by a conductor 35 which, as best shown in Fig. 7, is held in place between the bow frame backs and the housing A by the

flanges

33 and 34. The conductor 35 may be insulated from the bow frames and housing by insulating strips or material 36 and 37, or the conductor may be heavily lacquered or covered with other insulating material. At each circuit controlling unit the conductor 35 has a hole 38 for receiving the stem of the respective terminal member, and adjacent such hole the insulation is scraped away or removed from the conductor to permit the body 29 of the terminal member to contact with the conductor. Preferably a spring washer 39 is interposed between the conductor and the terminal member body so that when the terminal member is secured good electrical contact will be made between it and the conductor. The conductor 35 thus extends around against the inner side of the wall'of the housing A to connect the terminal ends 32 electrically together, and the terminal member for the unit S has a knurled nut 40 between which and the securing nut 31 the end of the conductors may be secured which connects the terminal members with the primary winding of the ignition system induction coil. This is diagrammatically shown in Fig. 10 where the conductor 41 connects the terminal member of the unit S with one end of the primary winding 42 ofthe induc tion coil.

The contact supporting spring mecha nisms which I have shown are very sensitive and efficient. lVlien a tooth engages with the end 2410f a spring arm 23, the long flat spring 20being lighter will respond first so that the corresponding contact 22 will be quickly brought against the contact end 32 of the respective terminal member. Then when the tooth comes full under the end 24 the spring lever 23 which is of heavier material will resiliently force the contact members securely together sothat there will be good electrical contact for the flow of the primary current. \Vhen the tooth leaves the end 24 the recoil of the springs will quickly separate the contacts so that the primary circuit is quickly broken to be followed by an induced impulse of current flow through the secondary or ignition circuit.

Instead of having the spring 20 continuous between the ends of the bow frame, it could be in two

sections

20 and 20", the section 20 supporting the contact 22 and the abutment spring 23 and resting at its free end against the inner end of the shorter section 20" which shorter section is secured at its'outer end to the end 19 of the bow frame. This arrangement under certain conditions is more effective in effecting a sharp break between the contacts after flexure of the springs.

Should a spring structure become broken or defective or any of the supporting parts injured, the entire unit can be readily withdrawn by unscrewing the nut 31, and a new unit can then be quickly inserted and it will be in the proper position relative to the cam member.

Describing now the secondary or ignition current distributing mechanism, the head H, constructed of insulating material such as bakelite or redmonal, has the flange 43 seating in the mouth of the housing A against the shoulder 44. The head has the cylindrical chamber 45 for receiving the outer end of the cam member 7 The vertical extension 46 at the outer end of the head has a plurality of sockets 47 extending in a longitudinal row from the lower ends of which extend the distributor segments or conductors 48. These segments extend downwardly in the head and then inwardly to project a distance into the chamber 45 in the proper spaced relationship. The body 7 of the cam member has a shelf 49 projecting therefrom on which is mounted the distributor brush structure 50. This structure has the arm 51 extending radially across the end of the body part 7 and terminating in the annular end 52 concentric with the cam member axis. At its other end the brush structure has the distributing arm 53 which is arcuate and with its center in the axis of the cam member. When the head H is applied to the housing A the center segment 48 which extends axially into the chamber 45 will project into the annular receiving end 52 of the distributor brush structure but out of direct electrical contact therewith. The other distributor segmentsare spaced ninety degrees apart and at equal distances from thehead axis with their inner ends in the path of the distributing end 53 of the brush structure but with sufficient clearness so that direct contact is not made. l/Vhen the cam member is rotated the secondary or ignition current is received by the brush structure from the segment 48 and then successively distributed'to the othersegments,

the current jumping the small gaps betweenprovidedwhich may be secured at one end to the engine frame and which at its other end engages in the radially extending channel 55 provided in the outer end of the head as shown in Figs. 2 and 8, this being the well known arrangement on Ford engines. The housing A has the upwardly extending lug 56 with which the spark adjusting mechanism controlled from the steering wheel extends in the usual manner to control the rotation of the housing to advance or retard the sparking period. When the distributing end 53 of the brush structure 50 travelspast one of the distributor segments the three circuit controlling units will function and the end 58 should be of sufficient length to allow the generated ignition current to flow and should also be of sufiicient length to take care of any shifting of the frame A to advance or retard the sparking period.

For accommodating and protecting the leads which convey the ignition current from the distributing segments to the engine spark plugs I provide a metal conduit 56 which is enlarged at its lower end to form a cap 57 which is shaped to seat on the shoulder 58 around the reduced upper end 59 of the extension 46 on the head H. The cap walls are slightly contracted to form a seating shoulder 60 for the split spacer block 61 of insulating material. This block has the holes 62 therethrough spaced to be in registration with the sockets 47 which extend down through the end 59 of the head. The main segment 48 and the distributor segments 48 lead from the lower ends of the sockets 47 through the head and into the chamber 45 as has already been explained and as the structure shown is for a four cylinder engine there will be four distributor segments and five sockets and leads. These leads 63, 64, 65, 66 and 67 extend through the conduit 56 and are arranged at their lower end as best shown in Fig. 3, these ends extending through the holes 62 in the spacer frame 61 and being clamped and held in proper space relationship between the halves of the frame which are drawn together by means of the screws 68. The lead wires. are of the kind generally used comprising the stranded conductor with a heavy rubber insulation. The holes 62 in the spacer frame are of a diameter to securely 'clamp this rubber insulation and the sockets in the head H are also of a diameter so that the lead ends will readily fit therein when the cap 57 is applied to the head. The length of the leads below the spacer frame is such that when the cap is applied the lead wires will be brought opposite the upper ends ofthe main and distributor segments. The lead 41 already referred to also extends through the conduit 56, this lead connecting the primary winding with the circuit controlling unit S as shown in Fig. 10, the lead emerging from the conduit through the outlet 69 just above the cap 57 as shown in Fig. 4. The conduit is usually extended across the engine frame and provided with suitable outlets through which the leads extend to be connected with the various spark plugs and with the induction coil windings. The leads are thus fully protected and permanently and accurately spaced in the cap 57 so that when the cap is applied to the distributor head the lead ends will be in proper electrical connection with the seg ments extending through the head.

- In Fig. 10 I have diagrammatically shown the apparatus and the circuit connection. For supplying the necessary primary current a magneto 70 or a battery 71 may be used. ,I have shown the magneto switched into connection with the conductor 72 which connects with one end of the primary winding 42 whose other end is connected by the lead 41 with the terminal member 28 of the circuit controlling unit S. The secondary winding 73 of the induction coil I has its one end connected with the engine frame or ground and its other end connected by leads 67 with the main segment 48. The spark plugs 79 of the engine cylinders Nos. 1, 2, 3 and 4 are connected respectively with the

leads

68', 64, 66 and65, the other terminals of the spark plugs being connected by con ductors 74 with the engine frame or ground. The contact supporting springs of the units are connected with frame and when a spring isen'gaged by a tooth on the cam member itsco'ntact will engage with the correspond ing terminal member and the primary circuitwill be closed.

\V'hen the engine is running the cam men be r vis rotated to bring teeth into cooperation with. the circuit controlling units to momentarily close and then to reopen the primary circuitv so that a charge of induced current will'flow through the secondary circuit and through the connected Spark plug, there being three distinct sparks at each spark plug for each charge of gas into the cylinder. In Fig. 10 the tooth a1 is in position to close the primary circuit at the unit S, the tooth I) being a short distance in advance of the unit S and the tooth 0 being a greater distance in advance of the unit S The cam member is rotating in the direction indi cated by the arrow and the distributing end of the brush structure is in front of the distributor segment 48 connected to the spark plug of cylinder 1 through the lead 63. As soon as the tooth a leaves the spring end 24 of the unit S the

contacts

22 and 32 of such unit will disengage to break the primary circuit and a charge of induced current flow will then be caused through the spark plug of cylinder 1, the circuit being as follows: from the secondary winding 7 3 through conductor 67, segment 48, brush structure 50, distributing segment 48, lead 63, the spark plug of cylinder 1, conductor 74, frame, and back to the secondary winding. The firstspark of the series: of three sparks will then be generated in cylinder 1. The tooth b will next cooperate with the unit S to momentarily close and then reopen the primary circuit while the brush '50 is still in front of the segment connected with cylinder 1 and the second spark of the series of 3 will be generated in cylinder No. 1. The tooth C then cooperates with the unit S while the brush is still in front of the same distributing segment and the third spark of the series will be generated in cylinder No. 1. Each spark of the series is controlled independently by its own circuit controlling mechanism or unit and each spark of the series will be distinct and complete, the arrangement however being such that the sparks of a set will be sufliciently close together so that they will all occur well within the period allotted to ignition in the engine cycle. At the same time the setting of the units relative to the cam member teeth is such that at least one of the sparks of a series will be generated when the magneto is at or very close to peak strength.

After the series of three sparks has been produced at the proper time in the cylinder No. 1, the cam teeth cl, (2. and b will cooperate respectively and successively with the circuit controlling units S, S, and S and at a time when the distributor brush is traveling in front of the segment 48 which is connected by the lead 64 with the spark plug of cylinder No. 2, and a series of three sparks will be sent into this cylinder. In the same manner cylinder No. 4 will be served with three distinct sparks and then cylinder No. 3, and the sequence of cylinder sparkings is then repeated.

My improved apparatus is of simple and durable construction and of a minimum number of parts which can be quickly assembled and applied without need of adjusting during or after application. The various leads are simultaneously properly connected with the head structure segments when the cap member is applied. llhe circuit controlling mechanism in the form of units is compact and of sensitive and efficient operation and in case contacts become worn or other parts of the unit are injured or broken such unit can be quickly withdrawn and a new unit inserted in the hole 26 provided therefore in the housing A, without disturbing any of the adjustment. The apparatus is also entirely water and dirt-proof. p

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

I claim:

1. In ignition controlling apparatus, the combinationof a housing, a cam member having cam formations thereon and adapted to rotate within said housing, and circuit controlling mechanism in the form of a unitary structure, said structure comprising a bow-shaped frame fitting against the inside of said housing, a spring element extending between the ends of said frame and in the path of said cam formations, a contact carried by said spring element, said housing having an opening and said frame having an opening in reglstration therewith, a terminal member extending through said openings and insulated from said frame and housing, means for securing said: terminal member in place, means'for securing said frame in place when said terminal member is secured, a contact on said terminal member in oppositionto the spring element contact, and a conductor clamped between said frame and housing, said conductor being in electrical engagement with said terminal member but insulated from said frame and housing.

2. In ignition controlling apparatus of the class described, the combination of a hous ing, a cam member rotatable within said housing and having cam formations thereon, a supporting frame seating against the inside of said housing, a spring element extending between the ends of said frame and in the path of said cam formations, a contact on said spring element, said housing having an opening and said frame having an opening in register therewith, a terminal stud extending through said openings and insulated from said frame and housing, means for clamping said frame to said housing and for securing said stud in place, a contact on said stud in op osition to said spring element contact anc normally disengaged therefrom, cooperation of the cam formations with said spring element causing flexure of said element to close said contacts.

8. In ignition controlling apparatus of the class described, the combination of a housing, a cam member rotatable within said housing and having cam formations thereon, a supporting frame seating against the inside of said housing, a spring element extending between the ends of said frame and in the path of said cam formations, a contact 011 said spring element, said hous ing having an opening and saidframe having an opening in register therewith, a t erminal stud extending through said opening and insulated from said frame and housing, means for clamping said frame to said housing and for securing said stud in place, a

contact on said stud in'opposition to said spring element contact and normally dise'n gaged therefrom, cooperation of the cam formations with said spring element caus ing flexure of said element to close said con j tacts, and a conductor held in place between said frame and housing, said conductorbe ing in electrical contact with said stud'but insulated from said frame and housing.

4. In ignition controlling apparatus of the class described, the combination of a housing, a cam member rotatable within said housing and having cam formations, said housing having an opening in its peripheral wall, and circuit controlling mechanism in the form of a unitary structure, said structure comprising a bow-shaped frame fitting against the inside of the housing wall, a spring element extending between the ends of said frame and'in the path of the cam formations, a contact on said spring element, said frame having an opening registering with said housing opening, a terminal stud extending through said openings, means insulating said stud from said frame and housing, a flange and a clamping nut on said stud between which said frame and housing are received and whereby the frame is clamped to the housing and the stud secured in place, and a contact end on said stud for cooperating with said spring element contact when said element is engaged with said cam formations.

5.-In ignition controlling apparatus of the class described, the combination of a housing, a cam member rotatable Within said housing and having cam formations, said housing having an opening in its peripheral wall, and circuit controlling mechanism in the form of a unitary structure, said structure comprising a bow-shaped frame fitting against the inside of the housing wall, a spring element extending between the ends of said frame and in the path of the cam formations, a contact on said spring element, said frame having an opening registering with said housing opening, a terminal stud extending through said openings,

means insulating said stud from said frame and housing, a flange and a clamping'nut on said stud between which said frame and housing are received and whereby the frame is clamped'to the housing and the 'stud se cured inplace, and a contact end on said stud for; cooperating with said spring element contact when said element is engaged with said camformations, and a conductor clamped" between said frame and housing, said conductor being in electrical contact with said stud but insulated from said frame and housing.

7 '6. In ignition controlling apparatus of the class described, the combination of a cylindrical housing, a cam member rotatable therein and having cam formations, a plurality of circuit controlling structures within said housing, each structure comprising a supporting frame seating against the inner side of the cylindrical wall of said housing, a spring element connecting the ends of each frame and disposed in the path of said cam formations, a contact on each spring element, said housing wall having openings therethrough and said frames havin openings in register therewith, a termina studextending through the opening of each frame and the corresponding opening of the housing and said stud being insulated from said frame and from said housing, abut-ments on said stud between which said frame and housing are clamped to secure the frame in place, a contact on each stud for cooperating with the corresponding spring element contact, and a conductor clamped between said frames and said housing, said conductor having electrical connection with said" studs but being insulated from said frames and said housing.

7'. In ignition controlling apparatus of the class described, the combination of a cylindrical housing, a cam member rotatable Within said housing and having cam formations thereon, a plurality of circuit controll i'ng structures between the housing cylinf d rica-l wall and said cam member, each structure comprising a bow-shaped frame detachably clamped against the inside of the housing wall, a spring element connecting the ends of each frame each spring element having a contact thereon, each frame having a cooperative contact thereon and: said housing wall, said conductor having. electrical connection with the frame con tact of said structures but being insulated from the spring element contacts.

8. In apparatus of the class described, the combination of a shaft, a cam member receiving the end of said shaft, a key radially shiftable through the wall of said cam member and said shaft having a key hole. for receiving the key, a lever having a forked end and said key having a neck portion received by said forked end, a spring tending to swing said lever to hold said key in said key hole, said lever being rotatable against the force of said spring to. raise the key out of the key hole whereby said cam member may be withdrawn fromthe shaft.

9. In ignition controlling apparatus of the class described, the combination of a,

housing, a plurality of circuit controlling structures secured within said housing, contacts on said structures, an actuating mem-. ber rotatable in said housing to successively operate said contacts, a conductor held in said housing between the housing wall and said structures and connected with one of the contacts of each structure to electrically connect such contacts, and a circuit terminal on said housing connected with, said conductor.

10. In ignition controlling apparatus, the

combination. of a housing, a unitary circuit controlling structure comprising a bow frame, a terminal structure engaging said frame intermediate its ends and securing it to. the housing wall, a contact at the inner end of said terminal structure, a spring structure extending between the bow frame ends, a. contact on said spring structure opposed to said terminal structure contact, an actuating member rotatable within said housing for engaging with said spring structure to cause cooperation of said contacts.

In witness whereof, I hereunto subscribe my name this 6th day of November A. 1)., 1923.

ALONZO HOWARD.