US1466719A - Ments - Google Patents

Description

Se'pt. .4, 1923. 1.4663119 j v A. HOWARD I I "IGNITION CONTROLLKIING APPARATUS Filled July 7. 1922 2'She etsSheet J Sept. 4, 1923. I 1.466.719

-A. HOWA IGNITION CONTROLLING APPARATUS Filed July '2. 1922 I 2 sheets-Shut 2 Patented Sept. 4, i923.

UNITED STATES PATENT OFFICE.

ALONZU HOWARD, or 'cmcaeo, ILLINOIS, Assrenoa, BY manor AND unsure ASSIGN+ MEN'IS, TO LIGHTNIN SPABKER MANUFACTURING ILLINOIS, A CORPORATION OF- ILLINOIS.

IGNITION-CONTROLLING APPARATUS.

Application filed July 7,

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 Illinols, have'invented certain new and useful Improvements in Ignition-Controlling Apparatus, of which the following is a specification.

My invention relates to ignitioncontrolling apparatus for explosive engines, par-' ticularly those .in automotive vehicles.

With present ignition systems full and complete explosion of all the gas of a charge is notalways assured. Sometimes the single spark applied is not sufiicientto produce full explosion. Sometimes too the gases are notyet in proper condition for explosion when the spark is given. of power and fouling of the engine.

some instances attempt has been made to'.

overcome these disadvantages by applying several spark plugs to a cylinder, but these plugs all spark at the same instant, and where the gas is not yet properly compressed or mixed ineflicient explosion thereof would take place. One of the main ob.-

; jects of my invention is to provide for the production of a succession of sparks for each charge of gas in a cylinder so that if one spark will not cause full and complete explosion, a second or follow-up spark will complete thework of ignition. In engines where there is high compression the resistance of current flow between the oints ofthe spark plug is correspondingly increased and agreat part of the current energy is consumed in overcoming the resistance so that the remaining energy may not be sufiicient to produce enough heat to properly ignite the gas. Passage 'of high pressure current between the points of a spark plug will tend to ionizethe gap but this requires expenditure of energy and often times the energy remaining after ionization cannot produce a spark hot enough for proper ignition. In accordance with my invention I apply a spark preferably atthe point of normal. ignition but follow up this spark by a. second spark. The first spark will thoroughly ionize the gap and reduce the resistance so that practically all the energy of the second spark will be devoted to exploding the gases, the follow-up spark being timed to take advantage of the ion- The result is loss 1922. Serial no. 573,401.

, ized condition established by the first spark.

In some ignition systems, particularly where the ignition current is of low frequency the time'of sparking would be coincident with a zero point of the sine wave" and there would be no sparking. By hav- COMPANY, OF CHICAGO,

ing a succession of sparks, such a condition cannot'exist as one of the sparks must take place at a time when the current flow has some value. I I I Another important object of my invention is to adapt the apparatus of the invention for easy application to-Ford'cars. My sys' tem utilizes the low tension generator of the Ford ignition system but dispenses with the complicated electrical vibrator mechanism necessary in the.Ford system and permits direct connection of the generator withthe spark plugs through simple induction coil mechanism and under control of simple dis tributor mechanism, and with two distinct V and successive sparkings for each cylinder charge of gas.

Fig. '6 is an elevational view of the inner side of said arm,

Fig. 7 is an elevationalview of the outer side of said arm and the cam of the primary circuit controlling-mechanism, i Fig. 8 is a sectional view on plane 8-8, Fig. 2,

I Fig. 9 isa circuit diagram showing the connection and operation of the parts, and

Fig. 10 is a circuit diagram showing an modified arrangement.

The apparatus and arrangement shown is particularly adaptable for Ford equipment but it could be readily adapted for use with a other types of vehicles; On the drawing E represents the frame of a Ford engine and C represents the cam shaft of the engine,

the end of the shaft extending a distance in front of the, frame to ordinarily receive the '9 of the shaft.

U- l the drar n de ned to applied to. the shaft-end in at the regular r O).

timer. It consists circuit eoutrolli mechanism it, and the distrilnitor nieclu nisin B. Tll housing or frame the circuit controlling mechanism of oiaineter to lit at its rear cnd in the cylindrical poclrct 2 which is provided on the frame of the -Ford engine concentric with the cam shaft. The annular base 3 of a housing l of the distrilnitor mechanism tits into the opening 5 in the trout Wall oil the housing 1 as clearly shown in' Fig. 8. Ac spring linger G engages agaiuts the outer end of the housing lto hold it and the housing 1 together and to hold the housing 1 in thepocket :2, such spring fingerbeing" provided on the Ford engines and ordinarily used for holding the timer in place. Within the housing 1 a cam T is secured on the shaftend. the cam abuttingthrough a hub or spacer ring 8 against the shoulder The cam may be of metal but is preferably of fiber balrelite or other suitable insulating material and as shown has the four cam teeth 10, 11. 12 and 13 ex tending from its cylindrical surface ninety degrees apart. In the path o'i these cam teeth upper and lower contact springs 1d; and 15 are arranged within the housing 1. Extending through the cylindrical Wall oi the housing at one side thereof is the ter minal post 16 which is insulated from the housing by the bushing or insulating inatcrial. 17. On the opposite side of the housing are the terminal posts 18 and 19 insulated from the housing by bushings 20 and. 21. lhe upper spring 14: is anchored at its one end to the housing by the head of the terminal post 18, the spring being bent to extend around. the cam 7 and terminating at its free end in a contact point or block for engagingrnrith the contact block 23 e1;- tending from the terminal post 16. In order to adjust the contact 23 it is mounted on the head of the screw 24 which threads into the head of the post 16. The lower spring 15 is anchored by the head of the post 16 and deflects around belou the cam 7 and terminates at its free end in a contact block 25 for cooperating: with the contact block 26 which is adjustable by being mount ed on the head of t.1e screw 27 which threads into the head of the terminal post 19. intermediate their ends the springs have the deflections 2S and 9.3 respectively forming abutinents with which the teeth of the cam engage in order to more the springs "from their respective contac Referring to F 3 (dotted lines) and J 'g 9 the cam rotates in the direction indicate. by the arrow and tie arrangement 0; ring deflections is such that Wl i teeth is h i no in a-di men; in spring and will i. i such abutment until after he has released the spring let. i a tooth With the abutment i gagement oi the contacts 2-53 211K and the cam rotates the respective teeth will onu'ith the spring to c" so contacts 521?; and 23 to be iii-st separator. and then a short time in terval separation ot the con tacts E25 and i For a tour cylinder engine such as a .i ord engine the cam will have {our teeth and the two sets of contacts will be opened in succession four times for each revolution the abutments relative to the cam in order .to ad-.

Vance or retard the sparking as desired.

The cam has the hub 31 extending tor- Wardly on the shaft end and inthe key Way 32 is inserted the key 33 for locking the cam to the shattagainst rotation thereon, this key forming a part of the Ford engine equipment for securing the timer contact arm to the shaft. The hub 31 is hexagonal on the exterior and the hexagonal nut ill which also forms partof the regular Ford equipment is applied to the threaded end of the shaft to abut against the hub and hold the inner end of the cam structure against the shaft shoulder 9. To prevent lubricating oil Working its Way in o the housing 1 a felt bushing 35 is supported by the Wall 36st the inner end of the housing 1, i to bushing intimately surrounding the shaft orthe spacing member This prevents leakage ot'oil into the housing- 1 and the contact controlled by the cam will remain clean tov operate eiliciently in the control. oi circuits to be referred to later.

The housing has the cylindrical chamber 37 concentric with the shaft "U and in this chamber travels the distributor member 38 which has the extension 39 for supporting the brush 4t). The distributor has the hexagonal pocket 41 which receives the hexagonal nut 23% and the hexagonal hub 31. the nut being turned to bring; its faces into register with the hub that the distributor member can be readily applied. The distributor will thus be coupled to the shaft and cam to rotate therewith. At its outer end the distributor has the cvlindrical projection -13 for seating in the cylindrical socket a l provided in the base of the hous is the cylindrical contact post -which is Inents 51, 52, 53-and 54 spaced ninety de-' this brush being engaged. by a spring 49 inserted between the end of the brush and the end of the pocket 50 in which the brush is inserted. In the ledge 51 surrounding the socket 44 are seated the commutator seggrees apart and connected respectively with the terminal sleeves 55, 56, 57 and 58 which extend upwardly through the extension 59 on the housing 4. This extension also secures the terminal sleeve 60 which is connected with the terminal post 45. The ignition current is delivered to the brush through the sleeve 60, pin 45 and spring 47, and this current is distributed successively to the commutator segments 51, 5.2, 53 and 54 by the brush as the distributor member rotates with the shaft C and the cam. The frame or housing 4 as Well as the distributor member 41 may be constructed of some good insulating material such as fibre or bakelite.

In Fig. 9 I have shown the circuit arrangement for the apparatus. G represents the magneto of a Ford system. As the voltage of the generator is not sullic'ient to give the'necessary high tension current/fordirect sparking I provide transformer or induction coil mechanism. .1 provide two transformers or induction coils F and F, each comprising a core 61, a primary winding 62 and a secondary winding 63. One terminal of the generator is grounded, the other terminal connecting through conductor 64 with the primary winding 62. The

other end of the primary winding of the induction coil F is connected by conductor 64' with the terminal post 19015 the contact mechanism A, while the primary winding of the coil F has its other end connected by conductor 65 with the terminal post 18-of the contact mechanism. The terminal post 16 of the contact mechanism is connected to.

ground through conductor'66. The secondary windings are connected at their one end to conductor 67 which connects with the contact post 45 of the distributor mechanism, this postbeing connected by the spring 47 with the commutator brush 40'. The other ends of the secondary windings Y are connected'with the ground directly or With the position shown in full lines- Fig. 9 the cam tooth 10 is holding up the spring 14 while the diametrically opposite tooth 12 is in advance of the abutment onthe lower spring 15. Contacts .22 and 23 are therefore-separated and contacts 25 and 26 closed (Fig; 3).

The distributor member 38 which, in the arrangement shown, is leading the cam by 30 degrees, will hold the commutator brush 40 on one end of the segment 51, the shaft G rotating in counterclockwise direction. Just before the cam tooth 10 raises the spring 14 current flows from the generator G through conductor 64,.

both, primary windings, both springs, and to ground through conductor 66. The cores of both induction, coils are therefore magnetized. and current is induced in the secondary windings. -When the cam tooth 10 raises the spring 14 the primary circuit of the coil F is suddenly opened and the induced high voltage secondary current will discharge through conductor 67, the distributor member 38, brush 40, segment 51, conductor 68,

spark plug 19' of cylinder No. 1, and to ground, and from ground through conductor 64 back to the secondarywinding, the commutator brush engaging withthe end of the commutator'segment 51. Before the brush leaves the commutatorsegment spring 14 will be closed and spring 15 will be depressed by the cam tooth 12 to open the primary circuit of induction coil F at the contacts 25 and 26 as shown by the dottedv lines. The secondary winding of this coil will then discharge, the current flowing from the secondary winding through the circuit just traced, and a second intense spark will be produced atthe plug of cylinder No. 1. The cam and springs are relatively adjusted to cause opening of one primary circuit for a normal ignition, which,

is at the end of its compressionstroke. The other primary circuit would be opened a short time afterwards to cause a second spark to-be delivered to the cylinder. The

- in a Ford engine, would be when the piston high compression in the cylinder causes a high resistance between the spark points and a considerable part of the energy of the first spark must be utilized to overcome this resistance, the remaining energy being sometimes insufficient to produce the necessary hot spark for eflicient ignition. When the first spark travels across the gapit ionizesthe gap and thus reduces the resistance to current flow so that when the second primary circuit is closed the current can produce an intense hot spark, the time interval between openings of the primary circuit heing'such that the second spark will take advantage of the ionized condition caused by the first spark. If the first spark fails to explode all of the. gas the second or follow-up spark will finish the work and thus full efficiency is obtained and the engine will run much. cleaner. lit the first spark should fail on tirely, the second or follow-up spark will cause explosion and thus keep up the power of the engine.

its the distributor member and cam rotate the cylinders in their proper succession are each given a series of sparks for each gas charge. In the arrangement shown two successive sparks are applied to each cylinder for each charge but it is evident that by increasing the number of teeth on the cam a series of three or more sparks could be given each charge of gas. By providing sin commutator segments and a correspondingnumher of ram teeth a six cylinder engine could be served.

Instead of using an alternating current generator as a current source a direct current generator or a battery could be used. in Fig. 9 I show a battery 72 adapted to be switched in circuit in place of the generator. When the battery current flows through a primary circuit and the circuit is then suddenly opened. an intense current flow it ill be discharged through the secondary circuit which will possess the required sparking strength.

In Fig. 10 I show a slightly modified arrangement, only one induction coil being" used. I have shown the induction coil H having the primary winding 73 whose one end is connected by conductor 74: with a battery or generator 75. The other end of the primary winding connects With the spring 14, the contact 26 "for the spring 15 being grounded, the springs being thus connected in series. One end of the secondary winding 76 is grounded and the other end is con nected by conductor 77 with the traveling distributor member. 'W hen the primary cir cuit is closed the core of the coil will be magnetized and when the primary circuit is opened an induced current flow at high voltage will flow through the secondary circuit to cause efficient sparking; With the positions of the parts shown the spring 14 has just been raised by the cam to open the primary circuit and the induced current discharging through the secondary circuit will give the first spark in cylinder l lo. 1. Immediately after release of spring It the primary circuit will be closed and then the cam will depress spring 15 to again open the circuit so that the second spark will be produced by the discharged secondary current. A single induction coil will do the work when the engine is of low speed, as then the primary windin ywill have suilicient time be tween circuit breaks to fully magnetize the core. However where an engine is designed for high speed two or more induction coils are preferable as shown in Fig. 9 "for then one coil can fully magnetized by its pri mary winding while the primary circuit of including a1 Fi 9 is particular in Ford cars, the s mechanism 1;. doing a cated and unreliable b the tour coil units of the regular Ford tem. With my arrangement the high quency generator directly is connected through the induction coils with the spark plugs under control oi? the distributor.

do not desire to f'init myself to the exact construction. a: gemcnt and opera tion as shown as cha gas and modifications can made within the scope i the invention.

I claim as follows:

1. in an ignition system for explosive engines, the combination of two induction coils each comprising a primary winding and core and a secondary Winding, a primary circuit including said primary windings in parallel, a secondary circuit including said secondary windings in parallel, a source of current connected with said primary circuit, distriluitor niechanisi'n for closing said secondary circuit in seriatini through the spark plugs or the engine. and interrupter mechanism driven in timed relationship with the distributor mechanism to alternately in terru-pt the current flow through said primary windings during each closure of the secondary circuit through a spark plug by the distributor mechanism whereby two distinct sparks will be produced at each spark plug during closure of the secondary circuit therethrough.

E2. in an ignition system for explosive engines having a inultip icity of cylinders, the combination of two induction coils each having a primary winding and a secondary "Winding a primary circuit including both primary windings, a source of current connected with said primary circuit a second ary circuit including both secondary windings. distributor mechanism for closing said secondary circuit in seriatim through the spark plugs of the engine cylinders. and interrupter mechanism driven in timed relationship with said distributor mechanism, said interrupter mechanism being adapted to cause a series of interruptions oi the current iiow through said primary circuitduring each closure oit the secondary circuit through one of said spark plugs, each interruption causing a discharge of ignition current through the secondary circuit and a distinct spark at the respective spark plug. whereby each plug will receive series of distinc spar s.

3. In an ion system for explosive cn gines, the c oination of a plurality of induction coils primary win i a primary circuit and a scene indings parallel,

ltll) a source of current connected with said primary circuit, a secondary circuit includ.

ing said secondary windings in parallel, a spark plug connected in said secondary circuit, and means for successively opening the primary Winding branches whereby to cause asuccession of induced current discharges through the secondary circuit and through said spark plug. i

4. In an ignition system, the combination of inductively related 'rim-ary and secondary circuits, a spark p ug connected in the secoljpdarytircuit, a source of current for the pr mary circu t-, a plurality of'circuit con trollers for said primary circuit, and means for engaging successively with and operat ing said circuit controllers during each ignition period of the engine with which the spark plug is associated, the operation of each circuit controller controlling the primary circuit to cause a flow of secondary current and a spark at the spark plug where by a plurality of distinct sparks are caused at said spark plug during each ignition period,

5. In an ignition system for explosive engines, the combinationpf induction mechanism comprislng a primary winding and a secondary. winding, a primary circuit, a source of current for said primary circuit, a secondary circuit, means forclosing said secondary circuit in seriatim through the spark plugs of the engine, a lurality of circuit controllers connected wit said primary cir-' cuit, and means for successively'operating said circuit controllers during each period of closure of the secondary circuit through a spark plug, said primary circuit being interrupted by the operation of each controller to thereby cause induced current flow through the secondary winding whereby a plurality of distinct sparks will be caused at each spark plu during the i ition period of the corresponding engine cfii nder.

6. In an ignition system for explosive engines, the combination of inductively relat ed primary and secondary circuits, a source of current for the primary circuit, a spark plug connected in the secondary circuit, a retary cam having opposed cam projections, circuit controlling springs on opposite sides of said cam having abutments in the paths of said projections, said abutments being circumiierentially offset, whereby rotation of said cam will cause successive cooperation of saidprojections with said abutments and 0p eration of said springs to successively inter keepin said secondary circuit closed throug 1 said sparkplug during such succe sive interruptions of the primary circuit whereby asuccession of sparkswill be produced at said plug.

7. In an ignition systeuuthe combination of inductivelyrelated primary and secondary circuits, a spark plug connected with the secondary circuit, a source of current for the primary circuit, a plurality of circuit controllers normally closing said primary circuit, and means for successively operating said circuit controllers during each ignition period of the engine with which the spark plu isassociated, the operation of each control er independently causing vopening of the primary circuit and thereby induced current flow through the secondary-circuit and spark plug whereby a plurality of distinct sparks is caused at said spark plug during each ignition period.

8. In an ignition system, the combination of inductively related primary'and secondary circuits, aspark plug connected with the secondary circuit, a source of current for the primary circuit, a plurality of circuit controllers for said primary circuit, each adapted when operated to change the condition of the primary circuit to cause induced current flow through the secondary circuit and said plug,,and means for effecting successive operation of said controllers during each ignition period of the engine with which the spark plug is associated, whereby a plurality I of distinct successive sparks will be produced at said spark plug during each ignition period. Q

9. In an ignition system for explosive engines, the combination of a plurality of in duction coils each having a primary winding and a secondary winding, a primary eir cuit including said primary wmdin a source of current connected with em r1- mary circuit, a secondary circuit inclu mg Alonzo HOWARD.

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