US1323801A - werner - Google Patents

Description

L. J. WERNER.

IGNITION SYSTEM.

APPLICATION FILED APR. 30. 1918.

l 32 3 ,80 1 Patented Dec. 2, 1919.

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TU DISTRIBUTUR INVENTOR' LED J. WERNER mu zm A TTOR/VEY L. J. WERNER.

IGNITION SYSTEM.

APPLICATION FILED APR. 30. I918.

Patented Dec. 2,1919.

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LEO J. wmmna, or ARLING'10N,NEW JE'nsnY, assreivoa r0 srtrrnoar cameraman comm, or NEWARK, NEW JERSEY.

IGNITION SYSTEM.

Specification of Letters Patent.

Application filed April 80, 1918. Serial No. 281,781.

To all whom it may concern:

Be it known that -I LEO J. WERNER residing at Arlington, inthe county of I-ludson and State of New Jersey, have invented certain new and useful Improvements in Ignition Systems, of which the following 1s a specification.

My invention relates particularly toan.

under a fixed throttle condition, and to vary the speed of the engine for any purpose, such as for landing, by cutting out a number of the ignition sparks whereby the power of the engine is reduced and consequently the speed of the airplane. i

My invention has for its principal ob ec t to provide a magneto as a source of ignition having a controller built in as anintegral part of the magneto itself.

A further object is to provide a controller for the ignition machine which is simple, cheap to manufacture and install.

These and other objects will be apparent to one skilled in the art, after a study of the specification and annexed drawings, wherein Figure 1 is an end view of a magneto, showing a method of mounting and the control lever, the upper part of the magneto being broken off.

Fig. 2 is a sectional view on the line 2-2 of Fig. 1, the drivingshaft, however, being shown in full.

Fig. 3 is a left hand end view of Fig. 1 showmg in addition the working circuit of the magneto, the body part of which is broken away.

Fig. 4 is a troller disk.

Fig. 5 is a side view of Fig. 4 taken in to the line 5-5. r

Fig. 6 is a plan view of the connector terminal.

Fig. 7 is a side elevation of Fig; 6.

Fig. 8 is a view of the. controller stud.

Fig. 9 is a left hand end view of-Fig. 8.

Fig. 10 is a right hand end view of Fig. 8.

Fig. 11 is a diagrammatic view of the magneto circuits connected to the distributer.

Fig. 12 is another form of controller disk.

plan view of one form of coning to the engine. The ma Fig. 13 is a side elevation of Fi 12.

Re errlng now to the details, in w ich like numbers refer to corresponding parts in the various views, 1 is a body portion of the magneto having a mounting flange 2 with holes 3 and slot 4 and a pilot 5-for fasteneto 1 has the usual tapered end drive sha 6 having one end supported by bearing 7. Securely mounted on the shaft 6 by a key 8 and snap rlng 9 1s a controller disk 10. The disk 10, as seen m F1 4, has mounted on the back s1de of 1t, as y rivets 14, springs 11, 12 and 13 of d fferent widths. An insulating bushlng 15 1s carried by a part of the member 2. bushing 16, preferably of bronze, is earned by bushing 15 and the bushing 16 supports a member 17 which I term a controller stud, the form of which is clearly shown in Figs. 8, 9 and 10. Referring to these figures 1t will be seen that one end of the' stud is flattened on both sides at 18 ad acent to threaded end 19. The other end of the stud 17 has an enlarged head 20 havmg a flat side 21, which in normal position, shown in Fig. 2, is presented toward the controller springs 11, 12 and'13 so that as the disk 10 is rotated the springs do not engage anypart of the head 20. At an angle to the flat portion 21 the head 20 is fiatted ofi at 22 leaving a narrow cam surface 48 which engages the outer edge of spring 11 once for each revolution of the magneto shaft. Since the springs 12 and 13 do not extend out to the edge of the disk 10 they will not be engaged by the cam surface 48. At an angle to the flat portion 22 another portion is flatted off at 23 leaving a wider cam surface 49 which will engage the springs 11 and 12 but not 13 for each revolution of the ma neto shaft when the stud 17 is turned su ciently. Mounted on the flat surface 18 is an arm 24 having a hub 25 recessed to receive a spring 26, one end of the spring being fastened to a hole 27 in the hub and the other end engages a pin 28 fastened to the frame work of the magneto. Spring 26 serves to return the stud 17 to its normal position after having been operatedas hereinafter described. Pin 28 is insulated from the contact terminal 38 and serves to help hold it in position on the generator. The arm 24 is held on the stud 17 by a lockwasher 29 and nut 30. The outer end of the arm 24 carries a hub 31 Patented Dec. 2, 1919.

to which is fastened a knob 32 of insulating material. The knob 32 is grooved at 33 to receive an operating cable 34, preferably of Bowden wire. The magneto has the usual circuit breaker designated by 35 and condenser 36, primary winding P and secondary winding S. That end of the primary winding P connected to the stationary contactof the circuit breaker 35 is connected by an Insulated cable 37 to a terminal 38, shown in detail in Figs. 6 and 7 so that it will be readily understood that the insulated ends of the primary winding of the magneto is thereby connected to the controller stud 17.

As shown in Fig. 11 the secondary windin of the magneto is connected to a distr1 uter brush 39 of distributer D. The distributer D illustrated is of a type suitable for a nine cylinder engme, the spark plugs of which are indicated by the points having numbers ,1 to 9 therebetween. In the Gnome type of engine the dlstnbuter is carried by and operated by the englne separate from the magneto.

Coming now to the operation of my device, when it is desired to slow down the engine by cutting out one or more of the sparks, the operator pulls on the cable 34 which operates the arm 24 and in turn the controller stud 17 As the stud 17 is turned in its bearing 16 the cam surface 48 1s brought out into the path of engagement of the spring 11 thereby cutting out oneof the sparks at the time when the circuit breaker 35 produces such spark, but due to the primary winding bem grounded through the cam surface 48 against the spring 11 no spark is produced. As the arm 24 is operated still further the cam surface 49 is brought into position so that it enga es the spring 11 as well as spring 12, t ereby grounding the primary winding twice durlng one revolution of the magneto shaft. As the arm 24 is operated still further a cam surface 40, which extends the full length of the head 20, is brought into position so that all the springs, that is 11, 12 and 13 are en aged at each revolution of the magneto s aft, thereby cutting out 3 sparks produced and the engine will be slowed down accordingly.

In Figs. 12 and 13, I have shown an arrangement wherein a spring member 41 has ears 42, 43, 44 and 45 formed thereonto take the lace of the 3 separate springs shown in ig. 4. The ear 42 is punched outwardly in opposite direction 'fromthe ears 4344 and 45.. This is so that the spring 42 may always run against the hub 46 so as to insure a good ground 'throu h the disk 10. It will be understood that t e ears 4344 and 45 are of a width to function in the same manner as the springs 11-12 and 13 when the controller stud 17 is operated as above described. A manually operated switch 47 may be used to cut out the.

ma neto entirely.

hile I have shown two forms of controller disks and the method of making con-..

I one skilled in the art that numerous changes and alterations may be made in the details without departing from the spirit of my invention or the scope of the appended claims.

Having thus described my invention, what I claim is 1. In an ignition system for internal combustion engines, a generator constructed and driven b the engine at a speed suflicient to pro uce the required number of sparks for. normal operation of theengine and means carried by the generator consisting of a member rotating with the generator shaft anda second member normally stationary but operatively controlled at a distance for movement into engagement with said first member for suppress ing one or more current impulses capable purpose described.

2. In an ignition system forinternal combustion engines, a generator constructed and drlven b the engine at a speed sufficient to pro uce the required number of sparks for normal operation of the engine, a

disk carried on the generator shaft and havlng contact members projecting from its surface, a control stud electrically con- 'nected to the operative coil of the generflexible contact members operatively car-' ried by the generator shaft, a control stud rotatably mounted on the generator but insulated therefrom and connected to the generator winding and having a head extending into the path of" engagement with said flexible contacts but normally out of engagement therewith, an arm connected to said stud, means for operating said arm for moving said stud head into engagement with said flexible members and means for returning said arm and stud to normal position after being" operated.

4. In an ignition system for internal combustion engines, a generator constructed and driven by the engine-at a speed sufiicient to produce the required number of sparks for normal operation of the engine, an insulated control stud movably mounted on the generator and connected to its operative Winding and having a head With cam surfaces thereon arranged in different positions, flexible contacts operatively carried by the generator shaft and means for bringing said cam surfaces successively into enagement with said flexible contacts as and 10 or the purpose described.

' In witness whereof, I aflix my signature.

LEO J'. WERNER.

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