USRE14060E - Attachment for installing magnetos on gas-engines - Google Patents

Description

w. a. SWIFT. ATTACHMENT FOR INSTALLING MAGNETOS 0N 'GAS'ENGINES.

2 sna 3 62 B-eis sued- Feb. 8, 1916.

APPLICATION FILED AP R. 22,19l5- INVENTOR.

ATTORNEY.

WITNESSES M W. G. SWIFT.

ATTACHMENT FOR INSTALLING MAGNETOS 0N GAS ENGINES. APPLICATION FILED APR.22, 19x5.

Beisslied Feb. 8, 1916. 1 4,060.

WITNESSEiS: I 3.. W012. BY

i the speed and power. of the motor. I accom- [UNITED STAWENT. OFFICE.

WALTER G YSWIF'ILOF PROVI'DENCE'RHODE ISLAND, ASSIGNOR, BY DIRECT AND "."MESNE ASSIGNMENTS, TO sPLITDoRF' ELECTRICAL COMPANY. 01 NEWARK.

NEW JERSEY, 1

- 'ATTACHMENTFOR INSTALLING MAGNETOS 0N ens-enemas.

Specification of Reissued Letters Patent. Rpjigsu'gfl Feb, 8, 1916.

o'ri 1nam ,1 o1 ,374, time August 18. 1914, Serial No. 797.482. Application for reissue filed April 22,

, r 19 15. -Seria1No.23,256.

To all whom it may concern:

Be it known that I, lVALTEn-G. SWIFT, a

citizen of the United States, residing at Providence, in the county ofProvidence'and State of Rhode Island, have invented certain new and useful Improvements in Attachments for Installing Magnetos on Gas- Engines, of which the following is a specification. I v

My invention relates to an improved-attachment for internal-combustion motors or gas-engines for connecting a magneto to be driven therefrom. I

The object of my improvement is to pro vide a simple form of direct drive between the motor and magneto, so arranged and assembled that it 'canbe applied to standard types of motors now in use without requirlng any material change in the'construction thereof and without necessitating the drilling and tapping of additional holes in the engine castings or other machine work "thereon. A

My improved attachment is designed es pecially for the engines of Ford automobiles whereby a high-tension magneto can be connected thereto to provide an improved ignition system for the cylinders to increase plish this purpose by substituting a novel and ingeniousform of gear-housing section for the front plate or cover originally attached to the engine and employing therein two new gears adapted to be connected With the gear already in place on the crank-shaft.

The new gears can be applied without any machining or fitting and the supplementary gear-housing section is attached with the same fastening means originally used. Furthermore. the new parts are so designed and arranged that they occupy practically the same space as the original ones and hence the timing mechanism and other connected parts can be used in their same positions without substitution or alteration.

The invention is fully described in the fol lowing specification, illustrated by the ac-- view of a usual type of gas engine showing my new device applied thereto and illustrating the gear-case or housing with the cover and timer-box removed; Fig. 2 is a plan view showing the gear-housing in section on the line X-X of Fig, 1 Fig. 3 is a side "iew showing the method of supporting the magneto from the gear-housing.

Referring first to Fig. 1, C designates the cylinders of a gasolene engine of the Ford type and G is the lower section of the crankcase supported therefrom by the bolts, 0', 0, etc. D isthe crank-shaft.supported in front bearing d and carrying the usual spur gear E which drives the cam-shaft F. The parts above named are common to the type of engine specified and as usually arranged constitute the rotating part of the magneto.

The circuits through the primaries of the different vibrating coils are completed at the proper time by means of a distributor mounted in operative relation with the timing shaft of the engine. Since in this system of ignition, the frequency of the magneto current supplied to the vibrating coils varies from approximately 50 to 500 cycles per second, it has been found that it is impossible to adjust the vibrators to respond to such wide range of frequencieswith the result that the engine operates in a more or less irregular manner. and it has been demonstrated that theelticiency of the motor can be which forms a part of the main cylinder casting (I, see Fig. 2. The housing Gr is coveredby a front plate or section, called-the timing-gear plate,-which is formed with a.

cap for the crank-shaft bearing (Z and is bolted in place-against the finished face 9 of the housing G. The cam-shaft F projects .through this plate and carries the commutator or timer which with my new arrangement is retained in its same relative location without alteration or disturbance of its structure or method of operation. In order to make it possible to utilize the commutator-mechanism as originally applied to the motor, without cutting away the timing-gear housing or-any part of the crank-case,I have devised a. novel form of supplementary gearhous ng which takes the place of the or1g1nal front plate or cover and can be secured to the engine with the same bolts, except the two vertical ones immediately to the left of the crank-shaftD and below the new timinggear, on account of the diameter of this gear, the bottom flange of the gear-housing is cut away at the points where these bolts come in the old plate that is removed. I also substitute av new form of gear for the original timing-gear and these two parts are practically all that is added except, of course, the magneto, and its driving-gear and coupling.

Referringparticularly to Fig. 2, the new timing-gear H is constructed with an offset,

overhanging rim h whichhas approximately twice the width of face of the original gear. This adapts it to project outwardly beyond the face 9 of the main gear-housing Gr so that its teeth may be brought into mesh with the teeth of the magneto-gearJ. This latter gear must of necessity be located out beyond the face of the housing G, for otherwise the housing would have to be cut away at this point and this is to be avoided in order not to mutilate the main engine casting. It will be noted that the gear II is mounted on f, which is an extension of the cam-shaft F, being held rotatively by the'dowel pins f, f and secured against a flange f by a sleeved nut 7, these parts remaining as originally provided so that no new fastening means are required for, the gear.

lVhen the commutator wiper 7; is replaced on the cam-shaft F as shown in Fig. 9, the

timercase or box K must be located in the same relative position as formerly 111 order that the contacts etc.. may have theirprovide a bearing for the circular rim of the timer-box K and I also form an annular of the box K to centralize the latter with the arm or clamp M originally employed and this is secured to the housing L by a bolt m, as shown in Fig.3,with its ball-shaped end '02, engaging a recess 70 in the front ofthe box K, see also Fig. 2.

Referring again to Fig. 1, the new gearhousing section L is formed with a bearing cap L corresponding to the one on the regular housing front-plate which it replaces, and is adapted to fit exactly to the front of the main housing G to which it is securedby the original bolts 9, 9', etc. At its lefthand-side, as viewed in Fig.1, the'hou'singsection L is formed with an integral extension L adapted to surround the magneto-. gear J and provided with a rearwardlyextending bearing l for the magneto stud shaft 0. The ma gneto,O, which may be of any well known type, is secured on a shelf or table P which is supported from the housing-section L by means of the bolts 39, p, s

of the magneto has been completed, shims are to be inserted beneath the extending lugs 2 ,7) and the crank case ofthe engine, until a solid support is obtained when the bolts 72 p are tightened up. The magneto O is held in position 'on the table P by suitable dowel-pins p 32 and is se'curedby the usual strap R. The magneto shaft 8 is connected to the stud-shaft o by a- Universal or Oldham coupling S. The outer end of The main support for the.

the stud-shaft 0 has a bearing in a sleeve t j which is supported in a hub I," forming part of a cover-plate T. The cover-plate is fitted to the finished face Z of the houslngsection L and is secured thereto by suitable screws t t etc.

Referring to Figs. 1 and 2. it will noted that the casting of the housing-section L is cored out at Z to PIOYl-ClB an'openingthrough which the rimof the timing-gear H projects to adapt its teeth to mesh with those of the nmgneto-geal J. Referring to Figs. 1 and 3, thehousing-section L is provided with a vertical, cylindrical extension I which serves as a breather-tube and oil-inlet and is adapted to receive the original cap or stopper Z A felt washer Z, see Fig. 2, is

fitted to the opening I of the housing-section L through which the end of the camshaft F projects to prevent leakage of oil at engine.

this point; and when the housing-section and cover-plate T are bolted snugly in place .as described the whole forms an oil-tight casing which completely covers and protects all of the gears and bearings. I

The principal object of my invention has been to provide means for installing a mag- ,neto or other firing device, in connection with an engine of the type specified, at the same time retaining the installation ofthe old equipment, so that in case the new equipment should fail, the old can be cut back into'service in a few seconds time,

thereby giving substantially a dual ignition ing-gear so that it can be said that only one gear is added to those already used on the Other arrangements sometimes used for the same purpose require as many as three new gears and hence my new device shows considerable simplification in this respect. 'The parts of my new attachment are so few in number and so simple that they can be'mamifactured at a compa-iativelp small cost and, besides they are much easier to install. .It does not require a maclilinist or, expert mechanic to apply the improved attachment to the motor, but, as a matter of fact, with a few simple directions a riovice can make the installation in a comparatively short time. 'hen the installation is completed a very slmple, compact driving connection 1s made which performs its duty more efiiciently. and with less liability of getthgg out of order than any other arrangement ever devised for the same purpose. Besides taking up much less space than other systems it requires fewer new parts andv is thus less expensive to manufacture and easier to install.

It will be understood that I do not herein claim broadly a system of gearing for connecting a magneto with an engine, but

only the'particular features of novelty of my device which consist essentially in, the ingenious construction and combinatibn of the' elements described. Slight modifications might be, made in the form and ar-' rangement of 'thegparts without departing from the'spirit or scope of; the invention. a

Therefore without limiting myself to the exact embodiment shown and described, what I claim is 1. In an attachment for installing magnetos on gas-engines of the Ford type, the combination with the main engine casting and the cam-shaft projecting therefrom, of a substitute timing-gear formed with an overhanging rim having an extended-tooth face and adapted to be mounted on'the camshaft with the said overhanging rim projecting beyond the front face of the engine casting, a magneto-drive-gear arranged to meslrwith the teeth on the projecting rim of the timing-gear, a gear-housing section formed with-an interior, anm1lar recess arranged to receive the overhanging rim of the timing-gear and adaptedto be bolted to the engine casting to inclose both gears, and a stud-shaft extending rearwardly from the. magneto-gear through gear-housing section to adapt it to be connected with the magneto.

2. In an attachment for gas-engines of the Ford type adapted to connect a magneto to be driven therefrom, the combination with the main engine casting and the cam-shaft mounted in bearings therein, of a substitute timing-gear formed with an overhanging rim having an extended toothface and adapted to be mounted on the end of the camshaft with its rim projecting beyond the front face of the engine casting, a.

magneto-drivefgear arranged to mesh with the teeth on the projecting rim of the timing-gear, a stud-shaft for connecting the magneto to its drive-gear, and a gear-housing section fitted t othe front of the engine casting and adapted to inclose both gears, said housing-section formed with an annular channel adapted to receivetheoverhanging rim of the timing-gear and a recessed front wall set in' from the gear-inclosing portionto allow the replacement of the commutator on the cam-shaft in its original position without disturbing the relation of its parts.

3. In an attachment for installing magnetos on gas-engines of the Ford type, the

'combinationwith the main engine casting and the cam-shaft projecting therefrom, of a substitute timing-gear formed with an overhanging rim having an extended toothface, and adapted to be mounted on the camshaft with the said overhanging rim project- -ing beyond the front face of the engine casting, a magneto-drive-gear arranged to mesh with the teeth on the projecting rim of the timing-gear, a gear-housing section formed with an interior, annular recess arranged to receive the projecting rim of the timinggear' and adaptedv to be bolted to the engine casting to inclose both gears, a,table bolted to the gear-housing section and extending rearwardly therefrom, a magneto mounted Ford type,

' housing,

shaft projecting therefrom, a jfi ttached to sa d frame ,driving shaft, gears inclosed with n said on said table, and means to connect the magneto to be operated from the drive-gear.

c. In a magneto driving-connection for Ford engines, the combination with the main engine casting and the cam-shaft projecting therefrom, of a substitute timinggear formed with an overhanging rim having a tooth-face of substantially twice the width of the original gear which it replaces and adapted to be mounted on the projecting end of the cam-shaft with its overhanging rim extending beyond the front face of the engine casting, a magneto drive-gear arranged in position outwardly from the front face of the engine casting to adapt it to mesh with the overhanging portion of the timing-gear, a stud-shaft driven from said magneto-gear,and a gear-housing section formed with a bearing for the stud-shaft and adapted to be bolted to the engine casting to inclose both gears.

5. In an attachment for gas-engines of the the combination with a timinggear formed with an overhangingrim having an extended tooth-face, of a gear-hous ing section adapted to be bolted to the frontface of the engine casting and formed With a cap for the crank-shaft bearing, and an annular, interiorly recess adapted to receive an overhanging rim of the timing-gear an exteriorly-recessed wall for receiving the commutator an extension formed with a bearing for themagneto driveshaft and a flange inclosure for the magneto drive-gear, and a plate fitted to the outside of the housing to cover the drive-gear.

F. In a device of the class described, the combination of an engine-frame, a driving shaft projected therefrom, a gear housing forsaid engine frame inclosing said driving shaft, said gear housing have a table detachably supported thereto and extending rear wardly away from the face of said gear housing, a magneto mounted onsaid table, a stud shaft mounted within said gear housing, gears within said housing'arranged to connect said driving-sha ft to said stud shaft and means for connecting said stud shaft to said magneto shaft.

'7. In a device of the class described, the combination of an engine frame, a driving shaft projecting therefrom, a gear housing attached to said frame and inclosing said driving shaft, gears inclosed within said a table supported by said housing, a magneto adapted 'to be mounted on said table and driven by said gears, and a cover plate forone of said gearsz,

8. In a device of the class described, the combination of an engine frame, a driving gear housing housing, a table having its main support on said housing and a secondary support on a table detachably fastened-to 'and adapted to carry said magneto said and inclosing said said engine frame, a magneto adapted to be mounted on said table and driven by said gine, a housing adapted to be fastened to,

said engine, means for drivingsaid magneto, said housing,

housing inclosing said driving means.

10. In combination, an internal combustion engine, means for firing fuel in said engine, a. housing adapted to be fastened to said engine, means for driving said firing means from said engine, ing to inclose said driving means and having a table fastened thereto and extending rearwar l therefrom, ,said table carrying said firing means.

11. In combination, an internal combustion engine, means for firing fuel in said engine, a housing adapted to be fastened to said engine, means for driving said firing means from said engine, said housing serving to inclose said driving means and having a table fastened thereto and extending rearwardly therefrom, said table adapted to be fastened at its extremity away from the housing, to the engine-frame and to carry said firing means.

1. In combination, an internal combustion engine, two sets of means for firing fuel in said engine, a housing adapted to be fastenedto said engine, means for driving said sets of firing means from said engine.

ing a table fastened thereto and extending rearwardly therefrom, said table carrying one of said firing ineans, a portion of the second set of firing means being carried on the front of said housing.

13. In combination, an internal combustion engine and a plurality of means for firing fuel in said engine, a housing attached" to said engine and supporting a table which carries one of said firing means, a shaft from said engine, extending into said housing and a shaft adaptedto be connected to the firing means on 'said table and extending into said housing, means for driving the last mentioned shaft from the first, said first mentioned shaft also serving to operate a second firing means, whereby both said firing means are driven at the proper speed to fire said engine.

said housing SQlV- for firing the fuel including a commutating I device. a housing adapted to be fastened to said engine. means for driving said magneto and said commutating device, means for putting oil intothe crank-casejof said en'- 'and said commutating device, means-for putting oil into the crank-case of said engine, breathing means for allowing air to pass freely back and forth to the interior of said engine crankcase, a table detachably fastened to said housing for carrying said magneto, the said oiling means being integral with the housing and carrying the breathing means, said commutating device being carried on the frame of said housing, said housing inclosing said driving means.

16. In combination, an internal combustion engine, a magneto for firing fuel in said engine, a housing adapted to be fastened to said engine, means for driving said magneto, said housing having a table attached thereto for carrying said magneto whereby the torque strain is taken by said housing which incloses said magneto driving means and means associated With said table to provide a supplemental support therefor.

In testimony whereof, I have afliXed my signature in the presence of two Witnesses. "WALTER G. SWIFT. In thepresence of GEORGE F. Bonn, ARTHUR A. ARMINGTON.

copiel of tin: patent may be obtained for five cents each, by addressing the Commissioner of Iatents.

Washington, D. G. e

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