US1682220A - Ignition device - Google Patents

Description

Aug. 28, '1928. A 1,`82,22o

H. FORD IGNITION DEVICE Filled oct. 14. 192s 2 sheets-sneer 1 Aug. 28, 1928.

H. FORD IGNITION DEVICE Filed oct. 14. 192e 2 Sheets-Sheet 2 A TTORNE Y.

Patented Aug. 28, 1928.

UNITED STATES issazz" r i e PATENT IGNITION DEVICE.

' Application led October 14,- 1926.k Serial No. 141,549.

The object of my invention is to provide an ignition device for internal combustlon engines, of simple, durable and inexpensive construction. y l A further object of my invention is to provide an ignition device having as'fociated therewith an automatic spark advancing device, 'and to provide means for lubricating the moving mechanism of the said spark advanclo ing device.

A further object of my invention is to provide an ignition device, such that the operation thereof may be inspected and watched While the internal combustion engine is operated.

Still a furt-her object of my invention is t provide a governing device which is lubricated by the lubricating fluid ordinarily used in connection Withthe crank case of an in.-

ternal combustion engine, and which may be largo enough to insure long life and accurate operation.

Still a further object of my invention is to provide a particular type ofcasing for my improved ignition device, which will insure easy manufacture and accurate operation of the device. l

With these and other objects in view my invention consists in the arrangement, combination, and construction of the various parts of my improved device, as'describedin the specification claimed in my claims, and shown in the accompanying drawings in which:

Fig. 1 shows a vertical, central, sectional vieW through my improved ignition device and a partial view of the combustion engine with which it is associated. l

Fig. 2 shows a vertical sectional view taken on the line 2-2 ofiFig; 1.

Fig. 3 shows an end elevation of my improved ignition device, the line 1-1 thereon illustrating the plane through which Fig. 1

is taken. Fig. 4 shows a transverse vertical sectional view taken on the line ,4 -4 of Fig. 1.

"Referring 4to the accompanying drawings,

I have used the reference numeral 10 to indicate the forward portion of the crank case housing provided in connection with an internal combustion engine, this housing having 'a bearing sleeve 11 formed integrally therewith to support the cam shaft of the internal combustion engine. The bearing sleeve 13 is set into the sleeve 11 to form the actual bearing 55 for the cam shaft 12.

The housing 10 has an extension 14 thereon devised to form the rear portion of the housing. for a. time gear 15. This time gear in the form of device here illustrated differs from the ordinary timing gear in that it consists of members 16 and 17 designed to have an oil space between them, so that oil from the hollow cani shaft -12 may pass through an outlet 18 from the cam shaft through a groove 19 in the sleeve 13 and thenccthrough an opening 20 in a iange on the cam shaft to the interior ofthe time gear.

It should be suggested that this hollow oil filled time gear is of great advantage in con'- neetion with an internal combustion engine as its operation is much quieter than an ordinary solid time gear and in that it forms an oil filled pocket in which the governor mechanism for my spark device may be housed.

rl `he time gear 15 is secured to the cam shaft by bolts 21 which pass through the fia-nge on the cam shaft, which has heretofore been inen-.

tioned, and to which I have given reference numeral 22.

The forward end of the cam sha-ft 12, adjacent to/the flange 22 and the time-gear 15, is bored out to form a hollow bearing sleeve within which is rotatably mounted the operating shaft 23 of the time drive.

Rotatably mounted on the outside of the cam shaft 12 and within the time gear 15 is a ring 2 4 which has a pair of oppositely extended arms 25. This ring 24C is provided with a pair of oppositely disposed slots 26 designed to receive the contracted ends of a pin 28 which passes through elongated slots 29 in the cam shaft y12 and a corresponding opening in the timer-operating shaft 23.

The opening in the ring 24, the cam shaft 12, and the timer operating shaft 23 are such that the ring 24 will rotate with the operating shaft 23, and with limited rotary movement relative to the cam shaft 12, the slots 29`in the cam shaft 12 limiting such movement.

A pair of pins 30 extend through a pair ofbosses in the member 16 of the time gear andV corresponding openings in the member 17 of the time gear to thereby form a pin support for a pairof governor weights 31, which are disposed within the pocket formed in the time gear 15. The pins 3() are provided with an enlarged section between the bosses in the member 16 and the member 17 which prevent longitudinal displacement of these pins. lThe space between said bosses and the member 17 vis such that lateral sway of the governor weights 3l is limited. A pair of pins 32 are fixed in the time gear member 16 and connect with one end of springs 33 the other end of said springs being connected to suitable pins 34 on the governor weights 31, these springs 33 being adapted to draw the weights 31 on their pivots towards cam shaft 12. Notche's 35 are provided in the Weights 31 to coact with the ends of the arms 25 on the ring 24.

As the cam shaft 12 is rotated by the internal combustion engine with which it is associated, it will be seen that the governor weights 31 will be carried around by their pivoted connection with the time gear l5 SO that the ends thereof, due to centrifugal force, will'tend toforce away from the cam shaft 12 against the pull of the springs 33 and thereby carry arms 25 on the ring 24 around the camshaft 12 in the direction of the arrow 36 shown in Fig. 4. This rotation of the arms will in turn rotate the ring 24 and consequently, thru pins 28, the timer operated shaft It will also be seen that the size of these weights 3l can be so proportioned, relative to the ordinary speeds of the cam shaft 12 and the pull of the springs 33, that the position of the timer operated shaft 23 relative to the cam shaft 12 may be regulated by the speed of the cam shaft 12.

The member 16 of time gear 15 is provided with a plurality of studs 37 which extend toward the member 17 of the time gear and form a. spacing device for lthe central portions of these timing gear members. These timing gear-members are held in alignment by the pins 30 and prevented from lateral displacement relative to each other by being held between the flange 22 of the cam shaft 12 and the bearing sleeve 38 of the engine.

The ignition device proper of my invention is disposed forwardly from covering plate 39 of the engine, so that it may be readily ac- Y to bear against the surface of the coverplate.

cessible 'at all times for inspection, adjustment, replacement'and repair.

A base member 40, comprising a substantially circular disc, has an annular channel formed adjacent to the periphery thereof and a flange at the periphery thereof. An opening is provided at the center of this base 40 to receive the cam shaft 12. This member 40 fits in a circular opening inthe cover plate 39, which is concentric with the cam shaft 12, the channel of the base40 extending into the cover plate 39 and the flange being adjusted A ring, 41 of angular cross sectionbears against the edges of the channel in the base 40 and eoacts therewith to form an annular pocket upon the cam shaft 12, which is designed to receive a condenser unit 42which may be suitably shaped to fit in this annular pocket.

A substantially cylindrical shell 43 of bakesigned to receive sockets 45, and to form the l terminals connecting these sockets with thehigh tension ignition wires 46 in the form of device here shown. These ignition wires are provided with resilient sleeves at the end thereof to frictionally engage the inner surfaces of the sockets 45 fixed in the bosses 44, so that the high tension ignition wires may be readily attached and detached relative to the timing` device. l Tt will be understood that there are suflicient of these bosses to provide terminals for each hightension ignition wire necessary .for the internal combustion engine and in addition thereto terminals for the high and low tension wires leading to the coil. The high tension coil lead is indicated at 47 and the low tension coillead is indicated by the reference numeral 48.

The'body 43 is provided with an annular to register with-a flange on the base 40 so that a plurality of machine screws 50, or other suitable engaging devices may be passed through the flanges of the body and base memberinto the cover plate 39 to secure the parts of the ignition device together and on to the cover plate of the engine. vA lug 51 may be turned up from some suitable portion of the flange on the base 40 to coact wit-h a corresponding notch in the body 43 so that the latter may have a relatively fixed posi tion as compared with the engine with which it is associated so that there will be a minimum danger Jof connecting the high tension 53 pass thru them and are secured in ring 41. This arrangement allows for a limited rotation 0f the breaker arm base and pro-` vides for an adjustment of the breaker arm yvith reference to the cam 60 to be described ater. l

The breaker arm 54 is pivotally mounted on pin v55 which is secured to the base ,52 thru an insulating sleeve 55, and the free end thereof is yieldingly urged in the direct1on-of.a fixed contact member Bby a leaf spring-56, The fixed contact member comthreaded, Contact member .58 whichis provided with a lock nut 5,9 for securing it in an adjusted position.

The timer operating shaft 23 is provided with a. sleeve member 62 mounted on its outer end which 4has a plurality of substantially flat surfaces 60 in vertical alignment with breaker arm 54, so that this flattened portions of the sleeve 62 may form a multiple cam member designed to operate the breaker arm 54 when the shaft 23 is' rotated to intermittently break the contact between the breaker arm 54 and the fixed member 58.

The breaker arm 54 is provided with an insulating lug 61 designed to contact with the cam 60. In the form of device here illustrated the breaker arm 54 and spring 56 are designed to be connected with the low tension side of the ignition coil and the stop or contact 58 grounds the circuit from the coil when the breaker arm 54 is permitted to be in contact therewith, by the cam 60.

The form of adjustment for the cam 60 consists of loosely mounting the sleeve 62 on the operating shaft 23, the latter being provided with a split end portion which receives a tapered screw. indicated by the dotted line 63 so that the position of the cam faces 6() maybe adjusted relative to the timer sha-ft 23 by rotating thereon sleeve 62`and then locking same in position by screwing down screw 63.

The sleeve 62 is provided with a contracted end portion 64 having a flat side which is designed to extend into a mounting sleeve 65 extending from the distributor arm 66. The

body of the distributor arm is moulded from insulating material and is provided with a strip of conducting material 67, which is preferably secured to the body of the distributor arm 66 by being moulded therein.

It will be seen that the distributor parts just described, will rotate with the timer shaft 53 and it will be noted that the strip 67 is so mounted on the distributor arm that it extends to position from approximately the center of the cam shaft 12 to the contacts 45. The terminal for the high tension lead Wire 47 is provided with a bolt 68 whereby a bracket 69 having a pair of ears extending therefrom may be secured to the inner Wall of the body 43 in position out of the path of travel of the distributor arml 46. A spring contacting member 7 0 is pivotally mounted in the ears of the bracket 49 and extends to a position adjacent to the center of the cam shaft 12 andthe inner end of the strip 67 of the distributor arm 66. This free end of the contact member'70 is yieldingly urged by the spring 71 against this strip 67 so that as the shaft 23 'and the distributor arm 66 rotate a circuit contact from the wire 47 `thru the contact member 7 0 and distributor arm 66 may be completed to the high tension lead wires 46 and thence to the engine. This spring contact member performs a dual function of holding distributor arm 66 in place on the shaft 23 and of carrying current from the spark coil to the distributor arm, It will be noted that the position of the distributor', arm relative to the cam faces 60 is fixed by the flattened side of the forward portion of the sleeve 62, which fits into a correspondingly shaped opening in the boss 65 of the distributor arm 66. A closure member 72, which is preferably formed of insulating material, is removably secured to the body 43 by a leaf spring 73 which yieldingly urges the closing member 72 against the body member 43. cover plate 49 in any suitable manner, as by being'mounted on a stud 74 which extends through the flanges of the body 43, and base 40 and is secured in the cover member 39.

This spring 73 operates from theA The condenser' 42 is connected across the breaker arm 54 and the fixed contact 58, in order to lessen the wear on the contact points due to' sparking. The connections for this circuit are not here illustrated as they are common to practically all internal combustion engines now made, and form no part of my invention except as associated with the form of device herein disclosed.

In the practical operation of my improved ignition device itwill be seen that the parts the governor weights will be swung out relative to the shaft 12 in the manner heretofore described to thereby correspondingly vary the position to the cam 60 relative to the cam shaft 12. This variation in position is such that the spark will thereby be automatically advanced so as to occur at the proper instant at all engine speeds for the proper ignition of the engine. The principals governing the adjustment of these cams and of the automatic spark for automobile combustion eng-ines are generally understood and the exact direction for such adjustments need not here be given.

Among the many advantages arising from my improved ignition device it should be first pointed out that I have a spark control device which is mounted in such a position that it is ylubricated by the crank case oil of the engine and lubrication thereto could be said to be automatic. Further this automatic controlling device is mounted in such position, namely1 in the time gear of thev engine, that it does not take up any extra room in the engine and at the same time it may be cient. In fact this position of the governing devices in the engine and the time gear of the engine is of such an advantage that I have not found it necessary to provide the spark manual control ordinarily provided in addition to the automatic spark control.

A further advantageous result of my improvement is that I am able to remove 4the enclosure member 72 and thereby inspect any of the current carrying members of my ignition device Without changing their position or affecting the operation of the ignition devices. This enables me to Watch the spark between the distributor arm and high tension contact points, when the engine is running at any speed, to determine Whether all of the cylinders are being fired, and as to which one is not being fired if any.

A further advantage resulting from the use of my improved device is that I am enabled to adjust the distrbutor arm for firing the correct cylinder and also to direct the spark to said cylinder thru the full advancing range, the actual spark timing being done by rotating the breaker arm base plate.

-Still a further advantage results from the fact that I am enabled by removing the distributor arm 66 to adjust the cam 60 relative to the shaft 23 and that this adjustment is facilitated because the cam may be locked in any desired position by locking down screw 63.

Some changes may be made in the arrange- Vment, construction and combination of the various parts of my improved device Without departure from the spirit of my invention and it is my intention to cover by the following claims such changes-as may reasonably be included Within the scope thereof.

I claim as my invention:

l. A combination with an internal combustion engine having a housing and cam shaft, a hollow timing gear mounted on the cam shaft, and an ignition device comprising an operating shaft, automatic advancing means for said operating shaft being mounted Within said time gear and designed to vary the position of said operating shaft. and a circuit making and breaking device mounted outside the said housing in position to be operated by said operating shaft.

2. In an electricalignition device for internal combustion engines the combination with an engine of a housing and cam shaft and hollow timing gear mounted on the cam shaft with a governing device comprising a member mounted in said timing gear and adapted to be responsive to .centrifugal force, an operating shaft rotatably mounted in said cam shaft, and means for operatively connecting said operative shaft With said member Whereby centrifugal force mayautomatically cause movement of the operating shaft relative to the cam shaft.

Signed at Dearborn, in the county of Wayne, State of Michigan, this 24th day of September, 1926.

HENRY FORD.

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