US1084096A - Ignition system for internal-combustion engines. - Google Patents

Description

I. MARX. IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES.

v APPLICATION FILED AUG. 15, 1913. 1 1,084,096, Patented Jan. 13, 1914. Z SHEETS-SHEET 1. I

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Y APPLIGATION FILED AUG.15, 1913. 1,684,096. .7 Patented Jan. 13, 1914.

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Specification of Letters Patent Patented Jan. 13, 1914.

Application filed August 15, 1913. Serial N o. 784;,961.

To all whom it may concern:

Be it known that I, JOSEPH MARX, citizen cf the United States, residing at Hartington, in the county of Cedar and State of Nebraska, have invented certainnewand useful Improvements in Ignition Systems for Internal-Co1nbustion 'Engines, of. which the following is a specification.

The present invention relates to a governor controlled ignition system for internal combustion engines the object of'the invention being to provide a device of this character which embodies novel features of construction whereby the time of sparking can le changed and the tension upon the governor correspondingly regulated without the necessity of stopping the engine.

Further objects of the invention are to provide a governor controlled ignition system of this character which is comparatively ample in its construction, which can be easily and quickly manipulated, and which enables the speed of the enginetto be readily cont-rolled by the operator..

With these and other objects in view, the

combinations and arrangements of the parts as will more fully appear as the description pro- 7 thereof being pointed out in the appended claims.

For a full understanding of the invention, reference is to be had to the following description and accompanying drawings, in which Figure 1 is a side elevation of an internal combustion engine provided with an ignition and speed controlling device constructed in accordance with the invention, portions being broken away. Fig. 2 is a top plan view of the same, portions being broken away, and Fig. 3 is an enlarged detail view tion.

(,orrespouding and like parts are referred description and indicated in all the views of the drawings by'the same reference characters.

Specifically describing the present embodiment of the invention, the characterA designates an internal combustion engine of the conventional construction, the said engine including a bed 1, cylinder 2-, crank sha t 3, and fly wheel 4; The cylinder 2 is provided at one side thereof with a conventional makeigniter provided with the usual t-ri arm 6. The end of the cylinder 2 is provi ed with of the speed controlling lever, parts being shown in secthe spring seated exhaust valve. 7 and the lever 8 for operating the same, the said lever being pivoted between its ends and one extremity thereof serving to open the exhaust valve when the opposite end ther of isengaged by the end of the valve operating slide 9 upon the inward movement thereof.

The crank shaft 3 is provided wit-h a pinion 10 which meshes with a 'gear wheel 11 upon a short counter-shaft 12, the said gear wheel being provided with a cam 13 adapted to engage a roller 14 upon the end or nose of the valve operating slide 9 so that as the gear 11 rotates the said slide 9 will be reciprocat-ed back and forth. This operation of the valve operating slide 9 is so timed with reference to the movements of the piston Within the engine cylinder as to open the exhaust valve 7 and permit a fresh clnlirge to enter the engine at proper interva s.

An ignition operating detent 15 is pivotally mounted upon the valve operating slide 9 at an intermediate point between its ends, as indicated at 16,-the nose of the detent projecting upwardly away from the slide 9 so as to engage the trip arm 6 of the igniter 5, while the opposite end of the detent is connectedto a slide or sleeve 17 upon a spark controlling. slide 18, one end of which is formed. Witha curved extension 18 which has a pin and 'slot connection 19 with the main lever 20'. I The opposite end of the spark controlling slide 18 is adapted toslide upon an adjustable seat 21 and is provided with a cam portion 18, adapted to cooperate with the rounded nose 21 of the said seat 21 to raise and lower the spark controlling slide as .it is reciprocated back and forth by main lever 20. Suitable guides and 61 are provided for the slide 18. v

The rear end of the adjustable seat 21 is hinged at 22 to a baseplate 23-supported by the bracket 24. A set screw 25 passes through the base plate 23 and engages the lower surface of the adjustable seat 21 so that through the medium of the set screw the adjustable seat can be swung upward depressed as may be found desirable.

The end of the spark controlling slide18 adjacent the main lever 20 passes through a guide 26 upon the frame With this construction it will be obvious that by manipulation of the lever 20 the spark controlling slide 18 can be reciprocated 10ngitudinally and that as the. slide is time upon one side thereof the 27 of the lever 20.

ly or moved the cam portion 18 thereof will cooperate with the seat 21 to raise and lower the rear end of the slide and thereby operate through the sleeve 17 to adjust the ignition detent 15 upon the valve operating slide 9.

This admits of the sparking being advanced.

by moving the main lever 20 away from the fly wheel 4 and toward the cylinder 2.

A governor 28 is mounted upon the crank shaft 3, the governor collar engaging one end of a lever 29 which is pivotally mounted between ts ends upon a suitable bracket at 30, the opposite end of the lever being provided with a curved nose 31 which is adapted to engage a'shoulder 32 upon the 'valve operating slide Q to retain the said slide at the rear limit of its movement and out of the path of the cam 13 when the speed of the engine becomes excessive. The free end of the governor lever 29 is connected by a link 33 to one arm of a bell crank lever 34, the oppositearn of the said bell crank being connected by a spring 3.) to the main lever 20. This spring 35 is the only spring which is embodied in the governor construction, and it will be apparent that the tension in thisspring is increased as the main lever 20 moved away from the flywheel and toward the cylinder for the purpose of advanci'n g the spark, as has been previously described.

The lever 20 is formed at one side thereof with a nose 36 adapted to engage the teeth 37 upon a segmental rack 38 upon the lever frame 27. The lever 30 is pivoted upon a bolt 39 and a spring a0 is applied to this bolt in such a manner as to retain the lever yieldingly in an upright position and thereby'retain the nose 36 in a yielding engagement with the teeth of the segmental rack.

When the main lever 20 is moved toward the fly wheel to the extreme end of the segmental rack 38, the engine is brought to a stop. In order to start the engine, the main lever 20 is moved a slight distance toward the cylinder so as to set the ignition system for a late spark and also place the spring 35 under suihcient tension to hold the nose 31 of the governor lever out. of engagementwith the shoulder 32 of the valve operating slide 9. In order to increase the speed of the engine, the lever 20 is advanced along the rack 38 toward the cylinder 2, thereby advancinjg the spark and simultaneously in creasing the tension of the spring 35. The tension in this spring 35 controls the action of the governor 28, since the greater the tension in the spring, the more powerful must ing.

be theaction of the governor'to overcome the tension of the spring and swing the gov ernor lever 29 to bring the nose 31 into on gageinent with the shoulder 22,0f the valve operating slide 9 and thereby prevent further operation of the slide until after the speed of the engine is decreased. \Vith this fiii construction the lever 20 can be moved so as to advance or retard the spark and simulatin' the i nite'r a 5 need controllin -lever b D b 7 means actuated by the speed controlling lever for adjusting "the detent toregulatethe sparking, a governor, an operative connection between the governor and the valve operating rod, a lever having one end thereof connected to the governor mechanlsm, and a spring connecting the opposite end of thelever to the speed controlling lever whereby the tension of the spring-will be increased when the speed. controlling lever is-moved to advance the spark.

2. A speed controlling device for internal, combustion engines 1nclud1ng an igniter, an

exhaust valve operating rod, cam means for actuating the oust valve operating rod, an adjustable detent upon the same for actuating the igniter, a speed controlling lever, an operative connection between the speed controlling lever and the said adjustable detent, a springless governor, a governor ever provided with a nose adapted to engage a shoulder upon the valve operating rod, a lever pivoted between its ends and having one end thereof in connection with the governor lever, and a spring connecting the op posite end of the lever to the speed controlling lever, the said spring controlling the action of the governor and the tension of the spring being increased when the speed controlling lever is moved to advance the spark- In testimony whereof I aiiix my signature in presence of two witnesses.

. JOSEPH MARX. Witnesses: I

' LoUIs Manx,

FRANK Hoons'rm a.

Glories of this patent may be obtained for five cents each, by addressing the fiommissioner of irritants, Washington, D. C.

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