US1501521A - Ignition - Google Patents

Description

w. A. CHRYST mumou SYSTEM Filed Jan. 8. 192} 2 Shee'ts-Sheet l 2 Sheets-Sheet 2 Filed Jan. 8. 1921 Patented July 15, 1924.

winner: a cHnYs'nor DAYTON, omo, .essrenon-ro rnn neuron ENGINEERING nea er it ran oats LABORATORIES COMPANY, OF DAYTON, O'HIO, A. CORPORATION OF OHIO.

Iem'rion srsrnm.

Application filed January 8, 1921.

This invention relates to an ignition sys tern for internal-combustion engines provided with a fuel burner.

One of the objects of the present inven tion is to provide an ignition unit so constructed as to provide engine ignition and burner ignition without) unnecessary consumption of current.

More particularly it is an object to provide engine ignition aparatus already, in use with auxiliary means'fo'r burner ignition so constructed as to provide burner ignition without unnecessary consumption of current, said means being also constructed so that the same can be readily applied to the engine ignition unit with the mlnimum number of changes therein.

vFurther objects and advantages of the present invention will be apparent from .the following description, reference being had to the accompanying drawings, wherein a preferred embodiment of the present invention is clearly, shown.

In the drawings:

Fig. 1 is a wiring diagram of the ignition system embodying the present invention;

Fig. 2 is a plan view of the attachment adapted to be mounted on the regular engine ignition unit to provide ignition for the fuel burner;

Fig. 8 is a fragmentary sectional view of the engine ignition unit and burner ignition attachment. The engine ignition interrupters have not been shown for the sake 45 oi clearness;

, Fig. 4 is a plan view of the engine ignition unit with the burner ignition attachment removed; and

Fig. 5 is another fragmentary sectional view taken along the line 5-5 of Fig. 2.

Referring to the drawings, the engine ignition unit is similar in construction to the engine ignition unit shown and described in n copending application Serial No. 367,630, filed March 22, 1920, of which the present invention constitutes an improve- Serial No. 435,854.

ment. Only so'much of the ignition unit as relates to the present invenion is shown in detail.

The housing 20 is provided with an internal annular projection on shelf 21 upon which is supported the bearing retainer cup 22 A bearing retaining plate 23 adapted to hold the ball bearing 24 in position in the cup 22 rests upon the upper surface of said cup and is held in position by means of plates 25 and. 26, having screws 27 and 28 associated therewith and adapted to screw into the cup 22.

The en ine driven distributor shaft29 is journalle in the bearing 24; and is provided at its upper extremity with a reduced shank portion 30 upon which is mounted the cam member 31. This cam member comprises a pair of superposed cams 32 and 33 which will be termed in the following description the engine ignition cam? and the burner ignition cam, respectively. As is shown in the Fig. 3 this cam 31 is secured to the shank 30 by means of a pin'3 i.

In the Fig. 4, the engine ignition interrupters are shown. These interrupters are alike, oppositely disposed and operated by the portion 32 of cam member 31. The interrupter comprises a movable arm 36'pivoted on the stud 37 secured to but insulated from the plate 26 in any suitable manner.

At the opposite end of said arm 36 there is provided a contact 38 which is adapted to cooperate with; a stationary contact. 39 secured to the standard 40 mounted on an insulated block 41 and having'ia terminal 42 connected thereto which projects through the housing 20. The arm 36' is provided with a cam riding block 43 yieldingly held .in engagement with the cam 32 by means of a spring 44 connected to insulated terminal 51 which are adapted to screw into the housing 20 to rigidly clamp said housing 50 on the housing 20. This housing 50 may be termed the burner ignition attachment and comprisesfan annular portion 51 provided with an inner ledge 52 upon which is mounted the bracket 53 secured to said ledge by means of screws 54. Bracket 53 is adapt- 1 ed to support an adjustable stationary contact 55 which in turn cooperates with a con- 59 held in yielding engagement with the cam portion 33 by means of spring 60 connected to the insulated terminal 61. The arm 57 and block 59 are identical with arm 36 and i block 43, respectively. lhe condenser 62 is also supported by'the bracket 53. A cover 63 is provided to fit over the housing 50 and v is held in position by.means of screws 64.

By referring tothe Fig. 1 of the drawings, a clear conception of the operation of the system may be had.

When the switches and 80 are closed and the elements are in a position as shown in Fig. 1, current will flow from the source Y of current or battery 71, to the point 72 where it will branch, some flowing through switch 70, point 3, wire 74, primary winding 75 of coil 76, wire 77, contact arm 36, contacts 38 and 39 and back to battery via ground connections 100. Current will also flow from point 72 through wire 81, switch 80, primary winding 82 of coil 83, wire 84:, contact arm 57, contacts 56 and 55 and back to'battery via ground connections 100. Now as soon as the cam chamber 31 has been retated in the direction of the arrow, to cause the cam rider blocks 4.3 and ,59 'to ride onto the dwells or high parts of-the cam portions 32 and 33 respectively, the current flowing across the contacts 38*, 39 and 55, 56 will beinterrupted, thus causing a high tension current to be induced'in the secondary windings'c75 and 82 of coils6 and 83, respee- 'tively. This high tensioncurrent in the secondary winding 7 5 will be directed through wire 90 to rotor91 and then to the station-- ary terminals 92 of the distributor head 93, said terminals being in electrical connection with some of the engine spark plugs, not

shown. The induced current in the secondary winding 82 will be directed to the burner spark plug 94 via the wire 95.

It will of course be understood that when the cam 32 permits the contacts 38 and 39 to engage, current will flow from'the battery 71 to point 72, throu h switch 71 to point 73, thence through wire 96, primary winding 97 of coil 98, wire 99 to arm 36, across contacts 38 and 39 back to the battery via ground connections 100. As soon as this circuit is broken by the separation of contacts 38 and 39, current will be induced. in the secondary winding 97 of coil 98, which cur rent will then flow .t rough wire 101, to rotor element 102 of distributor head 10%, thenceto thestationary terminals 103 which are connected to the remaining engine spark plugs. Operation of the cam element 31 will intermittently cause the circuits through the primary windings of the coils to be interrupted thus providing intermittent sparking impulses to the engine and burner.

As has been mentioned heretofore, one object of the present invention is to provide engine ignition and burner ignition without unnecessary consumption of current. This is attained by so constructing the cam portions 32 and 33 of cam element 31'that the contacts of the engine ignition interrupters will be permitted to remain in circuit making position-for a longer period of time than the contacts of the burner interrupter thus causing the coils of the engine ignition system to become more highly energized than the coil quently providing a spark of comparatively greater intensity for the engine than for the burner.

engine ignition unit:doesnot include the at- In the regular engine ignition system the tachment 50 nor dies'it include the cam unit 31. Only one cam, such as the portion 32, is

used to operate the interrupters. In this case the cover 63 is adapted to fit on the housing 20. However, when it is desired to use a fuel burnerin connection with the engine, burner ignition is-provided by removing the regular cover 63 from the ignition housing 20, and removing the single timer cam and replacing same with the cam unit'31, shown. in the drawings. Then the attachment is placed in position and secured by -means of retaining screws, and the cover 63 is placed in position on the housing 51, as shown in Fig. 3, thus making the unit complete to be used in a combined system for providing ignition for both engine and fuel burner.

While the form of mechanism herein shown and described constitutes a preferred form of embodiment of the invention, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What I claimis as follows:

1. In an ignition system for an internal-' combustion engine provided with a fuel burner. for auxiliary heating purposes, the combination with a current source; of engine ignition apparatus including an engine controlled circuit interrupter; burner ignition apparatus including an engine controlled circuit interrupter; and a common engine driven member including superposed cams for intermittently operating said interrupters, said cams and interrupters being constructed and arranged'so that the ignition impulses provided-for the engine will be greater in intensity than the ignition impulses provided for the burner.

'2. In an ignition system for an internalcombustion engine provided with a fuel burner for auxiliary heating purposes, the combination with a current source; of en gine ignition apparatus including an engine controlled circuit interrupter; burner ignition apparatus including an engine controlled clrcuit interrupter, the engine ignition interrupter and burner ignition interrupter each includin like breaker levers; and cams so'constructe as to provide a longer circuit closing period for engine ignition than'for burner ignition. l

3. In an ignition system for an internalcombus'tion engine provided with a fuel burner for auxiliary heating purposes, the

.' combination with a current source; of engine ignition a paratus including a circuit interrupter an a housing for. same; burner lgnition apparatus including a circuit interruptor and. a housing for same adapted to be supported by the engine interrupter housing; and a common engine driven member including two cams, the one of which: is adapted to operate the engine ignition interrupter while the other operates the burner ignition interrupter.

4:. In an ignition system for an internalcombustion engine provided with a fuel operate the engine ignition interrupters to provide sparking impulsesof a greater .intensity for the engine than are provided for. the burner. r,

5. In an apparatus of the class-described the combination of a distributor cup comprising a permanent .cup pprtion, a sectional cup portion adapted to e secured on the permanent cup portion, a distributor head adapted to cooperate with either of said portions, and a plurality of current timing mechanisms, a part of the mechanisms being mounted in the permanent cup portion an another part being mounted in and removable withthe sectional cup portion.

6. In an apparatus of the class described the combination of a distributor cup comprising a permanent cup pgrtion, a sectional cup portion adapted to secured on the permanent cup portion, a distributor head adapted to cooperate with either of said portions, a plurality of current timing mechanisms a part of the mechanisms being mounted in the permanent cup portion and another part being mounted in and removburner for auxiliary heating purposes, the able with the sectional cup portion, and cocombinationrwith a current source; of engine ignition apparatus including a circuit mterrupter; burner ignition apparatus including a circuit interrupter; and a common engine driven memberincluding superposed ,cams, the upper of which is provided with lobes so constructed as to operate the burner interrupter for providin sparking impulses of a certain intensity, an the lower of which is provided with lobes so constructed as to axial. cams for operating the timin mechanisms in the said; portions of t e distributor.

.In testimony whereof I hereto afiix my signature.

WILLIAM A. GHRYST.

Witnesses:-

- H. E. SOLLENBERGER, IRvIN A. .GREENWALD.

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