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Патент USA US3099782

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July 30, 19-63
5. R. MCCLURE
AUXILIARY DYNAMOTOR FOR THE IGNITION SYSTEM
Origihal Filed Aug. 2
60F
:N INTERNAL COMBUSTION ENGINE
, 1 59
3,099,772
2 Sheets-Sheet 1
INVENTOR.
STANLEY R. M‘CLURE
BY %%%%@
ATTORNEY
July 30, 1963
s. R. McCLURE
AUXILIARY DYNAMOTOR FOR THE IGNITION SYSTEM
OF AN INTERNAL COMBUSTION ENGINE
Original Filed Aug. 26, 1959
-
3,099,772
2 Sheets-Sheet 2
INVENTOR.
STANLEY R. MCCLURE
BY
ATTORNEY
3,099,772
are
it?
Patented duly 30, 19-63
1
2
3,099,772
a speed proportional to the speed of the engine the voltage
produced is proportional to the speed of the engine. Thus
as sparking frequency is increased due to high engine
speed, the voltage is increased to compensate for in
Stanley R. McClure, Rowena, Ky.
creased reactance at the induction coil. At idling speeds
an inconsequential amount of voltage is produced so that
AUXILIARY DYNAMOTQR FOR THE IGNITIQN
SYSTEM 0F AN TNTERNAL COMBUSTHUN EN
GINE
Continuation of abandoned application Sac. No. 836,299,
Aug. 26, 1959. This application Mar. 15, 1963, Ser
No. 266,776
the system compensates ‘automatically to variations in
engine speed. ‘It was found, however, that although this
was an exemplary improvement over prior methods that
3 (Zlaims. (€l. 315—2l8)
10 at high engine speed the spark voltage was at times still
This invention relates to an improved ignition apparatus
for internal combustion engines.
This application is a continuation of my copending
application Serial No. 836,299 for Ignition Apparatus
?led August 26, 1959 which is ‘a continuation in part of
my co-pending application Serial No. 758,523 for Dynamo
erratic. It was determined that the erratic spark was
due to reactance of the (armature of the dynamic.
It was discovered that this defect could be eliminated by
the installation of a relatively large condenser connected
to the brushes of the auxiliary dynamo, or across the igni
tion source at a point between said dynamo and the spark
compensator for DO Jump Spark Ignition, ?led Sep
coil. ‘By relatively large it will be understood that the
conventional condenser installed in close proximity to
tember 2, 1958, now abandoned, and of co-pending appli
the contacts is of one-half to one rnicrof‘arad in size. I
cation Serial No. 835,521 ?led August 24, 1959, her Igni
have found, however, that the capacity of my auxiliary
tion System, now 2,998,470.
condenser attached at the points indicated above should
It is well known that in the conventional ignition sys
be 100 to 800 times as great as the convential condenser.
tem ordinarily utilized in automotive vehicles that the
The preferred capacity is in a range of from 200‘ to 400
time allowed for producing necessary spark varies in
versely with the speed of the engine. ‘Consequently at
microfarads. Larger condensers may be utilized and as
low speed the sparking interval is relatively long while at 25 a matter of fact I have utilized 500‘ and 600 microfarad
condensers which operate quite e?iciently but show no
high speed it is relatively short. An inherent weakness in
engine speed increases and at high speed decreases to
improvement over the 400 microfarad condensers.
The installation of the auxiliary dynamo and con
such an extent that the effectiveness of the spark is seri
denser causes an increase in resistance which under nor
such ‘a system is that spark current diminishes as the
ously impaired.
This phenomenon is termed “spark 30 mal conditions of temperature is negligible. However,
fade” and is due to reaotance caused by the high fre
quency of spark required at high speed.
This action
occurs because magnetic flux can be built up in the core
of the induction coil only during the intervals when the
breaker points are closed. The time length of these in
tervals diminshes as the engine speed increases, and 1as a
consequence the sparking interval ‘at high speed is not
sufficiently long to enable magnetism to be built up in
the core of the induction coil to the same degree that
it can in the longer interval available at lower engine
speed. Thus when the engine is running at high speed
the sparking interval is reduced to such an extent \as to
in extremely cold weather, this added resistance may
cause difficulty in starting the motor since operation
of the starter, in turning over the cold engine, consumes
a very substantial percentage of the power output of
the battery. This causes a severe drop in potential ‘at
.the gaps of the spark plugs. For maximum starting
e?iciency, the spark plug potential should be at a maxi
mum while the starter is in operation, since as is well
known, the current required to turn over the engine
in cold weather will quickly deplete the battery voltage.
To compensate for this condition, one embodiment of
my invention utilizes an armature of the auxiliary dy
namo, comprising a core and two commutators, com
cause corresponding reduction of intensity and resultant
monly termed a “dynamotor,” in which one of the
ine?iciency of the spark with a proportional decrease in
commutator brushes is connected by means of a switch
the power of the engine.
to the battery. This commutator acts as .a motor while
An important object of the present invention is to pro
the other commutator acts as a generator. The shaft
vide a simple and automatic means for maintaining uni
of the ‘armature which under normal conditions is driven
form sparking efficiency in the ignition circuit under
by the engine, is connected to a clutch disengaged from
varying conditions of speed of the engine than has hereto
50 the engine when it is not running. A suitable clutch
fore been practiced.
might be an “overrunning” clutch of the ratchet or roller
Another important object of this invention is to pro
type. Thus, upon closing of the starter switch onto the
vide ‘a means for use with conventional battery ignition
systems which provide :a higher spark voltage ‘as speed
switch connected to the brush of the motor commutator,
voltage from the battery spins the armature to impress
increases.
55
Still another object of this invention is to provide a
additional voltage upon the spark coil in order to pro
compensating means for the conventional battery ignition
vide a hot starting spark as the motor is turned over by
system that :at ‘a predetermined speed will become stable
the starter. This places a drain of about 5 or 6 amps.
in output.
upon the battery, and ‘at the same time produces a hot
Still another object of this invention is to provide a
60 spark which allows almost instantaneous starting so that
means for use with compensating means for a conven
the overall drain on the battery is reduced.
tional battery ignition system which provides higher spark
The invention will be better understood by reference
voltage upon starting the engine.
to the attached drawings.
The difficulties referred to above, i.e., fading of spark
Referring now to the drawings, FIG. 1 is a diagram
voltage with increase in speed due to the reactance of the
induction coil have been for the most part overcome by 65 matic view of an electric ignition system embodying the
various features of my invention.
the use of the apparatus disclosed in my cor-pending appli
FIG. 2 is a diagrammatic view of a portion of a sim
cation, S.N. 758,523, previously referred to. This device
ilar system showing the condenser connected at a differ
in brief consisted of a small dynamo serially installed in
ent point.
the primary circuit of (3. conventional battery ignition
FIG. 3 is a diagrammatic view of a portion of a fur
system with its armature driven by the engine and its
ther modi?ed system in which a second ?eld winding of
electromagnetic ?eld {furnished by a winding across the
the auxiliary dynamo has been omitted.
battery. Since the armature of the dynamo is driven at
3
4
FIG. 4 is a diagrarnmatical View of a specially modi?ed
armature attached to an “overnmning clutch.”
Referring now to FIG. 1, the battery or direct current
source is indicated by numeral 1. Connected to the
battery are lines 2 and 3 and connected across lines 2
discharge caused by the frequency of sparking, common
and 3 is ?rst electromagnetic ?eld winding 4-.
with today’s high horsepower engines.
Referring now to FIG. 4, 27 designates the shaft of
the armature. Numerals 23 and 29 designate commu
tators and 3t) designates the core of the armature. 22
The
designates the brushes of the motor commutator 28.
Numeral 19 designates the brushes of generator com
the dynamo, the armature of which is designated by
mutator 29. Numeral 31 designates an “overrunning
numeral 5 and the brushes of which are designated by
clutch” of the ratchet type which is attached to a shaft
numeral 19. Connected to the two brushes is a second 10 of the engine, not shown. Similarly, a roller clutch may
?eld winding ‘6 which in one embodiment may be polar
be utilized instead of the ratchet clutch. A brush 22 of
ized to aid the ?rst ?eld winding 5. In this embodiment,
commutator 28 is connected by way of switch 35 and
i.e., ?eld 6 polarized with ?eld 4, the magnetic strength
starter switch 31., to the battery 1. The starter motor
of ?eld winding 6‘ varies in proportion to the speed of
is designated by numeral 33. Brush 19 of commutator
revolution of the armature 5 so as to increase the volt 15 29 is connected by way of ignition switch 21 to battery
age impressed on the spark coil as the armature speed
1. The corresponding brush 19 of commutator 29 is con
increases. Numeral 7 designates a shaft connected to
nected by line 23 to spark coil not shown. Field winding
any accessory engine shaft not shown. Numeral 2t}
4 connected between lines 2 and 3 produces a magnetic
designates a condenser connected to brushes 19 of the
?eld which energizes the armature. In operation, upon
accessory dynamo. Numeral 23 designates a line con 20 closing of starter switch 32, onto switch 35, voltage from
nected to brush 19 and resistor 24 which leads to the
battery 1 is impressed upon motor commutator 28 via
primary of spark coil 12. Numeral 11 designates a one
brush 22 and spins shaft 27, disengaged by clutch 31
half microfarad condenser conventionally connected
from the driving means. The voltage produced by the
across the points or contacts 9 and 18 near the primary
revolution of the armature is carried by the line 23 to the
electromagnetic ?eld produced by this winding energizes
of spark coil 12. Numeral 13 designates the iron core 25 primary of the spark coil, not shown, to produce a hot
of spark coil and numeral 14 designates the secondary
arting spark. Simultaneously, starter motor 33 turns
of spark coil. 15 designates the spark plug. 8 designates
over the engine to start the engine.
a cam and numeral 25 designates a spring utilized in con
Upon starting of the engine, clutch 31 via driving
junction with the breaker points. 16 designates the ar
mature of the standard two brush generator, 17 desig
nates the ?eld winding of said generator and 18 designates
a voltage regulator of the generator. 21 designates the
ignition switch.
means not shown, engages with shaft 27 to turn the arma
ture to produce voltage proportional to the speed of the
engine in the manner previously described. Simultane
ously, switches 32 and 35 are opened and motor com
mutator 28 is disconnected from the circuit.
\As previously indicated shaft 7 is a mechanical means
It is obvious that many modi?cations can be made
which connects with the armature 5 of the accessory dy 35 from those shown in the illustrations. The output of the
namo and an accessory engine driven shaft. This may
dynamo may be varied to produce an essentially stable
be an extension of the shaft of the standard generator.
spark at all engine speeds and alternately to produce
The armature 5 of the accessory dynamo may be driven
an increased spark at increased engine speeds. The lat
by a conventional V :belt drive connected to an engine driv
en shaft so that the speed of the armature is in proportion 40 ter effect may be also achieved by the addition of the
gine speed. As previously indicated another embodiment
second ?eld winding 6 when polarized to aid the ?rst
?eld winding 4. In another embodiment the second ?eld
winding 6 may be polarized in opposition to ?eld winding
4 so as to allow increased spark at lower engine speeds
capacity of 200 to 400 microfarads. However, larger
ing which is electrically interconnected in said circuit
to the speed of the engine. In this manner the output of
the dynamo is proportional to the speed of the engine and
the system automatically compensates to variation in en
of my invention which is shown in FIG. 1 involves second 115 while limiting the spark at high engine speed and thus
governing the maximum voltage produced. I have found
?eld ‘winding 6 polarized in opposition to ?eld winding 4.
that the invention increases engine efficiency, and increases
In this embodiment the magnetic strength of ?eld wind
gas mileage.
ing 6 is essentially nil at zero rpm. whereas the magnetic
It is evident that the system shown may be further
strength produced by ?eld winding 4 is essentially con
stant at all engine speeds deriving its strength from the 50 modi?ed from the scope of the invention, therefore I do
battery. Increase in speed produces aditional current un
not wish to limit the invention to the precise details herein
til a predetermined speed is reached. This allows an in
illustrated and described.
creased spark at low speed so that full horsepower is avail
I claim:
able for the engine on hills and for fast acceleration.
1. In an ignition system for use with a variable speed
However, as speed is increased to a predetermined point 55 internal combustion engine which includes a battery and
magnetic ?eld winding ‘6 in opposition to magnetic ?eld
three parallel circuits across the terminals of the battery
winding 4 stabilizes the voltage. This eifectively governs
in which:
the maximum voltage of the system.
(a) The ?rst circuit contains a generator;
FIG. 2 is a modi?cation of FIG. 1 showing the acces
(12) The second is an ignition circuit and contains an
sory ‘condenser 20‘ connected at a di?ierent position. As 60
ignition switch, a spark coil having a primary wind
previously indicated, this condenser is preferably of a
condensers may be utilized if desired.
and interrupting means for making and breaking the
In FIG. 3 the second electromagnetic ?eld winding 6
has been omitted. It will be noted that in FIG. 3 the 65
circuit;
condenser is connected in a position analogous to FIG. 1.
In operation the condenser 2% connected to the brushes
of the auxiliary dynamo, or across the ignition source
(0) The third circuit is normally open and contains a
starting motor and switch means for closing the cir
cuit when the ignition switch is closed,
means for providing a higher spar-k voltage upon starting
at a point between the brush 19 and the spark coil 12,
and for increasing sparking ei?ciency under increased
as shown in the drawings, acts as a power reservoir and 70 conditions of speed which comprises: an auxiliary dynamo
thereby prevents the armature of the accessory dynamo
from being affected by the frequency of discharge caused
by opening and closing of the breaker points at high
serially installed in the ignition circuit between the battery
and the spark coil, said dynamo comprising an engine
engine speed. In eiiect, the ‘condenser acts as a cushion
magnetic ?eld for said dynamo, said armature comprising
to protect the armature from the constant hivh speed
(a) A motor commutator and brushes in which one of
driven armature and magnetic means for providing a stable
3,099,772
6
said brushes is electrically connected to said third
circuit;
(b) A core;
(c) A generator commutator and the brushes in which
one of said brushes is connected to the primary wind
ing of said spark coil,
in combination with clutch means operatively connected
to said armature and connectible to the engine so that
said armature is disengaged from the engine and freely
rotatable when the engine is not running.
10
2. In an ignition system for use with a variable speed
pacitor having a capacitance of greater than 150
microfarads.
3. In an ignition system for use with a variable speed
internal combustion engine, which includes a battery and
two parallel circuits across the terminals of the battery
in which:
(a) The ?rst circuit contains a generator;
(b) The second circuit is an ignition circuit and con
tains an ignition switch, a spark coil having a primary
Winding which is electrically interconnected in said
circuit, interrupting means for making and breaking
the circuit and a ?rst capacitor connected across said
internal combustion engine, which includes a battery and
two parallel circuits across the terminals of the battery
interrupting means,
means ‘for providing increased sparking ef?ciency under
in‘ which:
(a) The first circuit contains a generator;
15 conditions of increased engine speed which comprises:
(a) An auxiliary dynamo having brushes and an en
(15) The second circuit is an ignition circuit and con
gine-driven armature, said auxiliary dynamo being
tains ‘an ignition switch, a spark coil having a pri
serially connected in the ignition circuit between the
mary winding, which is electrically interconnected in
battery and the coil;
said circuit, interrupting means for making and
(b) Magnetic means for providing a stable magnetic
breaking the circuit and a ?rst capacitor connected 20
?eld for said dynamo; and
across said interrupting means,
(c) A second capacitor electrically interconnected in
means for providing increased sparking efficiency under
said circuit, across the battery, at a point between
conditions of increased engine speed which comprises:
the auxiliary dynamo and the ‘spark coil, said second
(a) An auxiliary dynamo having brushes and an en
capacitor having a capacitance of greater than 150
gine-driven ‘armature, said auxiliary dynamo being 25
rnicrofarads.
serially connected in the ignition circuit between the
battery and the spark coil;
References Cited in the ?le of this patent
(12) Magnetic means for-providing ‘a stable magnetic
UNITED STATES PATENTS
?eld for said dynamo; and
30
Knudson ____________ __ Apr. 29. 1959
2,883,560
(c) A second capacitor connected in shunt across the
Buon _______________ __ May 26, 1959
2,888,574
brushes of said auxiliary dynamo, said second ca~
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