US1321619A - lottis - Google Patents

Description

kV. A. FY-NN.`

`HSNITION SYSTEM. APPLlcATIo FILED MAR. 2. 19,18.

, l E: l 9'. Patented Nov. Il, 1919.

I N VEN TOR.

Mmmm?.

UNITED STATE-s 'PATENT OFFICE.

VALRE A.' FYNN, OFST. L0`UIS,` MISSOURI, ASSIGNOR TO WAGNER ELECTRIC MANU- FACTURINGCOM'PAN'Y, OF'ST. LOUIS, MISSOURI, A CORYORATION 0F' MISSOURI.

IGNITION SYSTEM.

`United :Sta-tes of Amer-ica,` have invented a certain; new fand yuseful iIgn'it-io'n 1'System-, of y whichthe'{allowing-issuchafullclear, and

exact 4description' t as fwill enable any one skilled iinr'theiartffto which 1 atffappertains' to 1inemnkemndnseaztheisameylfleterenee-:beingi-had mathe occompan ing drawings, vfomnng parto thistfspeci vcation.

My zinvention is more particularly .applicable stof-battery ignitionsystems "for 3 in- Eternmla eomhnstimrengin'esyopcruted in icon junction-munten '=eloctmmagnetic etarterf -tor 1li' O I A o n One-:of tefobjects'asato improve the opf 42 s' zjectsaand :adwuntigesawill `appear :from 4the tenyfbel .lfdntinedinrcase the ignition switch-iis..L eftl tcloecdcafterthe engine has colmi-to A 'iffurtlierv object is y'to -raise the nnaxinnun :cranking speed. Other obl followingcdeufiptxom-- :In enemy invention, fI make use of; inmrxiliary'id -:l unconnected in yeet-ies wtlttheatorge ry landthe-'spark coil und 5I providemn 5dentro'magnetic switch, which il iplace iin theaignition 4 circuit 4and controlfvfromothe: terminals-of the auxiliary dynamo.A I .prefer tof provide l. this dynamo winding.` My inmtionwi l. hebe'tter understood by ieffereneel'totheeccompnnyng drawings, in

sentation-lof :l one-embodiment lof :ny inven-V tionf-for `plieaticnftman:nutmnobile. Fig.

deatedfata-Q g-f und' 4 represent Vrespectively the armature, andthe itield ywinding of :the auxiliary' dynamo, whichl Vis 4also Aprovided with .a `neutniliaingwinding B5; 5 is the spark' coil; 9, the hightensi'on distributor; 7 'the linterruptor in the low tension ignition circuit; 8, theVcamoperating the spring' Specification of Letters Patent.A

Patented Nov. 11, 1919.

Application filed Harch'7, 1918. Serial No. 221,064.

electromagnetic switch in the 'ignition circuit; 18, a hand-controlled ignition switch; 26, 27, the cranking motor suitably' geared to the engine; and 23, is the motor startingswith. The generator usually provided for charging the battery and for carrying at least a part of the load when the engine runs above alccrtain speed is shown at 32,

3 3. This generator can be connected in parallel fwith lthe battery by means of a switch 34, whiehis usually of the automatic type.' v

The auxiliar. Adynamo 3, l iapreferably driienf'from -tleyengine as are' the. timer eamS, andthe distrihuter Si. The resistance 28.'iSv normally -included in the excitingr circuit of the auxiliary dynamo. The excitngfcoil-l. of the :electromagnctic switch is arranged to be connected in circuit with the exciting winding fl of the auXiliary dynamo under certain conditions. while the magnetizing 'coil 17 ot' said switchis permanently connected to the terminals of said dynamo. rheu the engine is at-jrest, the hand-controlled ignition switch 1S .should be in its oli' position 1S); the'spring-controlletl starting.,r switch 23. 25 shouldA be under the control ofv 'its .springand there# -fore open; the electromagneticswitch 14, 15

should also be imdet'tlhe control of its .spring and open. Theihierrupter 'T may be open or closed according;` to the position in which the cam8 has corne to rest 'with reference to the lever, of the interrupter, with which it copcrates.

' -85 Then it is desiredto Start the engine, it l This connection energizes the" 50jcontvolledeinterrupter;1f1,15,fan automatic magnetized by the current cir'culiitme 100 nects the battery 2,

. 'electromagnetic switch through its winding 4.. A further movement of the switch 18, into its closed position, brings its contact lever 'into touch with the terminal21, thus interrupting the circuit through the coils 16 and 4 and interrupting the low tension ignition circuit at points 11, 12. The next operation is to close the starting switch, which in this case is composed of two levers 23, 25, which are .mechanically interconnected, but electrically insulated from each other. The lever 23 coming into contact with the terminal 22 completes the circuit of the cranking motor 26, 27 and of the battery 2, thus setting the internal combustion engine, the auxiliary dynamo, 'the cam and the distributer in mo' tion. Simultaneously, the lever 25 comes into contact with the terminal 24 and conthrough the switch 18 and the contact 21 to the coil 16, of the and the field winding 4, of the auxiliary dynamo. As a re- -sult, the core 15 is energized, the armature 14 attracted, and the ignition circuit closed at the contacts 11, 12. At the same time, an E. M. F. appears at thegterminals of the auxiliary dynamo and the connections are so made that this E. M. F. is added to that of the storage battery. The coil 17 being connected to the terminals 'of the auxiliary dynamo, immediately electromagnetic switch netization produced vb direct proportion to The starting switch will naturally be held in its closed position until the engine has red and can operate without the help of The coil 17 is so proportioned that the m netization it.produces the electromagnetic switch closed when the 'engine runs at any speed equal to or above its lowest operating speed, whether Athe excitingwinding 4 of t e auxiliary dynamo is vconnected to the battery through the coil-16 or the resist.- ance 28.

When the starting switch is closed and the electromagnetic switch is open, then the negative pole of the battery 2 is connected to the exciting winding4, through the magnetizing coil 16, but when the starting and the electromagnetic switches are closed, then the negative pole ot the battery is connected to the exciting windingr 4, not only through the niagnctizing coil 115. the armature 14, the contacts 12, 11.. of the electromagnetic switch and the resistance 2S. lVhen the starting switch is released at an engine speed in the neighborhood of the idling speed, then the circuit through the inagnetizing coil -1G is interrupted at. the point 24 but the electromagnetic switch -recontributes to the magnetization of 15, and helps to hold the but also through mains closed because oi' the voltage at the terminals of the auxiliary dynamo. This voltage is due to the speed of the engine and to the fact that the circuit through the exciting winding 4 is maintained by the electromagnetic switch through the resistance 28. dynamo being independent ot the position of the in terrupter 7, the electromagnetic switch will remain closed as long as as the engine speed exceeds a predetermined limit. Should it be desired to cut ott' the ignition while the engine is running above its idling speed-for instance. while the car coasts down whill--it is only necessary to open the hand-controlled ignition switch 18. In order to reinstate ignition with the engine running above idling speed, it is suflicieiit to The excitation ot' the auxiliary.

close the ignitionswitch .18. As the .contact l'on'the contact 2 1, said switch will not open or'the reason that the exciting circuit of the auxiliary dynamo will still be closed through the resistance 28. It is preferred replace the contacts 20 and 21 so close together, that the contact lever 18 will make contaet with -21 before breaking contact with 20, and Avice versa; 1

In normal opei'ation the starting switch 23, 25 is open and the ignition switch stands oncontact 21. In case the 4engine is stalled, the operator should o n the ignition switch, placing it in its o position. If he forgets to do so, then the electromagnetic switch 14, 11' will interrupt the primary of the ignition circuit at points 11, 12, for as soon as the Vengine speed falls below the idling speed, or as soon as the engine comes to rest, the voltage at the terminals of the through. the spark coil after the enginev has.

n)come to rest.

The resistance however, useful in thait it prevents the coil 16 from being almost .short-circuited when the switch 14, '15 closes while 25 is closed, or w'liile the switch ltt'stands on point 20. 1t is further useful'in that it makes it easier to so proportion the exciting windingf4 ofthe auxiliar-i1 dynamo as tovcause the latter to produce at low engine speeds an E. M. F. of the same order of magnitude as that which it produces at the higher engine speedsl with normal excitation;l ,'lhe winding 4- is proportioned to produce over excitation with coil 16 in circuit with it. The resista-meeot' this eoil is low. -ly adjusting the value oi the resistance 28 the saine'winding 4 can be u jed toproduce 28 may be omitted. It

1,321,619v ,l u

normal excitation when operating in series with 2S instead of 1n series. with .16. The advantage of over exciting the auxiliary dynamo duringsthe starting period lies in the fact that Athe heavy drain on the battery due to the operation of the cranking motor considerablyvlowers the terminal voltage of said battery and therefore reduces the ignition voltage. Since the auxiliary dynamo is connected to add its E. M. F. to that of the battery, it is clear that the drawback just referred to can to aucertain extent be compensated by over exciting said dynamo. lVhen the spa-rk coil is fed from the battery and from an auxiliary dynamo such as 3, 4, connected in series therewith, then the` E. M. F. impressed on said spark coil will increase with increasing engine speed and the result obtained will be similar to that secured with a magneto,gwith the added advantage over the magneto of an energetic spark available even when the engine .is at rest.

AIn Fig. 2, the battery 2 is as before con-. nec'ted in series with the armature 3 of the auxiliary dynamo, with theprimaryof the spark coil 5, with theinterrupter 6, with theY contacts 11, 12 of the electromagnetic switch and with the hand- controlledignition switch 18, 21. The coil 17. is vconnected to the. brushesof the amature 3, and the. exciting e winding 4 of theauxilarydynamo `is adapted to be connected across`the armature 3 in series with the battery 2 and either through the exciting coil lfof the electromagnetic switch andthe ignition switch 18, or through the resistance 28,.the contacts 11, 12 of the electromagnetic switch and the v ignition switch 18.. Whether its circuit is closed through the -coil 16, or the resistance 28 depends on the.' position of the spring-controlled switch? 29. In its normal position this switch connects one terminal of the exciting w-inding 4 to the contact 11, through the resistance 28,`but it can bevmoved to contact l31- against the spring which controls it, so as to connect one terminal of the winding 4 to the exciting coil-16. The cranking motor 26, 27, the circuit of which is controlled 7 by the switch 23, is also connected in series with the battery 2 and the armature of the auxiliary dynamo 3. It will be understood that the generator 32, 33 `shown in Fig. 1

-would-also be usedl in connection with the arrangement of Fig. 2, being adapted to be connected to the ignition circuit in parallel with the battery.

vIn operating the arrangement shown in Fig. 2 on the assumption .that the' engine is at `rest vand the switches 23 and 29 are under the control of their respective springs, it is first necessary to close lswitch 18. Since switch'. 29 normally stands on point 30 and -the electromagnetic switch is normally open, 'thenI4 the 4closing of switch 18 will vhave no immediate effect.' The next operation-is lto from being close switcli-23, thus completing the circuit of the c'anking inotoi' and also place switch 29 on point 31. ln this position, it com .pletes the circuits of the coils16 ande:

through the armature 3l andA the-batteryA 2.

The coil 1G magnetizes the electromagnetic switch and causes same to close the primary ignition circuit at points 11, 12. The cranking motor willv start the engine and will f net-ization produced by the coil v1611s reduced to zero,-because of the interruption of its circ-uit at point 31, but the magnetization of the auxiliary dynamo is not interrupted Y ,because its circuit is now complctedftlimugh the resistance'28, the 'contacts 11, 12l andthe ignition switch 18. Shouldthe engine 'speed fall below .a predetermined value, or should the engine stop altogether, then the magnetization pioduced by coil 17 will be `suiciently reduced to release the electromagneticswitch,

thus automatically opening vtheprimary ignition circuit and preventing the Y drained,j even tlioughfthe operator should forget to open the hand-con-` trolled ignition switch 18. Should itbc desired to 'cut off the ignition while the engi-ne is running, it is only-necessary to open the ignition vswitch 18. n order to reinstate ignition under such conditions, this switch 18 should be closed and the switch 29 momentarily moved to point 31. It is `referalrle to' place the contact points A2() an 3150 close together that the lever 29 ,may make Contact with the one before it breaks contact with the other. A

In Fig.' 1 the voltage at :any time iinprcssed on the terminals of the cranking mctor is equal to the voltage then appearing at the terminals of 'the battery. 'In Fig. 2, the

voltage impressed onthe terminals ofthe cranking motor is always equal. to the sinn of the voltages of' the battery and 'of thea-uxiliary dynamo. At the moment of starting, the two arrangements are equivalent, ex t that the resistance Ain the circuit of t e cranking motor` in Fig. 2 is higher than in Fig. 1, but as the engine gathers l.speed -the voltage impressed on the cranking motor in Fig 2, rises more Vquickly than that -impressed on said motor'in Fig.'1, with 'thev result thata higher cranking speed canA bc reached with the arrangement shown in Fig. 2 for otherwise eq'ual conditions. The arrangement shown in Fig. `2, however, necessitates an auxiliary dynamo of larger dinieiimaintain the excitation of the auxiliary dysions for the cranking current is many times greater than the ignition current.

The auxiliary dynamo 3, 4, has been pro- 5 vided with a neutralizingr winding .35 adapted to produce a magnetization coaxial with that produced by the armature 3, opposed to f",it in direction and ot' about. the same. magvynitude. The purpose of this winding is to reduce the impedance of the ignitioncircuit by eliminating the.choke coil eti'eot of the armature 3 of the. auxiliary dynamo when traversed by the rapidly pulsating ignition current. Having fully desci'ibed my invention, what il claim as new and desire to secure by v Lctters Patent of the United States is: i' .1. In an ignition system for internal combiistion engines, a primary ignion circuit, a controlling switch therefor, a dynamo driven bythe. engine` and means tor holding the controlling switch in closed position, said means being permanently in circuit with the auxiliary dynamo,

2. In an ignition system for internal combustion engines, a primary ignition circuit comprising a source of current, au interriipter and a controlling switch. an electromagnet for holding said switch in closed position, means for exciting said magnet from thesource of current to close the switch, a dyliauio driven by the engine,- a.nd means perinanentlyin circuit with 4t-lie said dynamo for exciting'said magnet. from said dynamo to hold the. switch closed.

3.- Iii an'ignition system foi' internal combustion engines, a primary ignition circuit namo.

In an ignition system for internal conibustion engines, a primary ignition circuit comprising a source of current and an ig. nition timer, a switch controlling said circuit. electromagnetic means for closing said switch, and a single switch forY connecting the source of current to the closing means and for opening and closing the igniti'oii circuit.

7. In an ignition system for intcrpa'l c0mbiistion engines, a primary ignition circuit comprising a source of current andan ignition timer, a switclrcontrolling said'circuit, magneticl means for operating said switch, an auxiliary dynamo provided with an ex-v citing winding. and means for 4connecting the source of current to said magnetic means and to said dynamo exciting winding` S. In an ignition system for internal coinbustion engines. a primary ignition circuit comprising a source of. current and an ignition timer, :i switch controlling said circuit, magnetic means for operating said switch, an auxiliary dynamo provided with anexvciting winding` and means for connecting con'iprising a source of current and an ignition timer, a switch controlling said circuit,

40 magnetic means for operating said. switch, said means comprising two windings, means for connecting, one. of said windings to the source of current to close the switch, and an auxiliary dynamo driven by the engine and connect/ed in circuit with tlielother winding.

4. In an i ition System for internal conil buston engines, Aa primary ignition circuit comprising a source of current and an ignition timer, a. switch controlling said circuit,

an auxiliary dynamo driven by the. engine, iiieansfor exciting said dynamo from the source of current, and means governed by said dynamo for holding' the controlling switch in .dosed position. I 5. In an ignition system for internati" bustion engines, a primary ignition circuit comprising a source of current and an ignition timer,v a switch controlling said circuit, an. auxiliary dynamo driven by the engine, 'nnieans for exciting said dynamo from the lan auxiliary dynamo driven by the engine' `1`source of current, means governed by said dynamo' for holding the controlling switch in closed position, and connections operative when the controlling switch is closed to the source of current in series with'said ma netic means and said dynamo exciting-wim ing.

S). laan-ignition system for internal coinbiistion engines. a primary ignition circuit comprising a source of current and an ignition timer, a switchcontrolling said circuit, magnetic means for operating said switch,

`said means comprising two windings, an

auxiliary dynamo in circuit-with one of said windings` and 'provided with an exciting winding` and means for connecting the sec` ond winding ot the magnetic. means and thei excitmgii'mding of the dynamo in circuit with the source of current.

10. In an ignition system for internal combustion engines, a priniiary ignition'bircuit, comprising a spark coil, a batter an auxiliary dynamo driven by -the en 'ne-and connected to impress a voltage on t ie spark coil unidirectional with the voltage impressed thereon by the battery, and' means for overexciting the auxiliary dynamo when startingr the engine.

l1. n an ignition system for internal combustion engines, ii primary ,ignition circuit, comprising a spark coil, a battery and.

a controlling switch, electromagnetic. means tor holdingr said switch in closed position,

and connected to impress a voltage on the spark coil unidirectiom'il with the voltage impressed thereon by the battery, said dynamo being also iii circuit with the electromagnetic means for holding the controlling -switch in closed positim.

l2. In an ignition system for internal ion los

romlulstion engines, a primary ignitionrirn ruit, a. main dynamo and an auxiliary dynamo. liotli adapted to supply current to the ignil ion ril'cuii, a'f'ontrolling' switch for said circuit and mean4 for holding; said switch in closed position7 said means being governed hy the auxiliary dynamo.

1? n an ignition system for internal combustion engines, a primary ignition cir- 4ed to reduce the impedance of the 'ignition circuit.

ln testimony whereof, I have hereunto set 15 my hand and aixed my seal.

VALRE A. FYNN. [Lsg

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