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Fig. 60.-Typical Modern Battery Ignition Systems Outlined.

This consists of the thermostat T, which heats when the current passes through it for from thirty seconds to four minutes without interruption, and thus is bent downward, making contact with the contact L. This completes an electrical circuit which energizes the magnets M, causing the arm K to operate like the clapper in an electric bell. This arm strikes against the plate, which releases whichever of the two buttons in the switch may be depressed.

As will be observed, the transformer coil provided has five terminals. One of these is connected directly with the ground, the other leads to the central secondary distributing brush of the timer-distributor. Of the three primary leads, one goes to the switch, one to the wire leading from the storage battery to the timer, and one directly to a terminal on the timer. The switch is provided with three buttons, the one marked B being depressed to start the engine, as the ignition current is then drawn from the storage battery. After the engine has been started the button marked M is pressed in, this taking the current directly from the generator. To interrupt ignition the button “off” is pressed in, this releasing whichever of the buttons, B or M, is depressed. Four wires run from the distributor section of the igniter to the spark plug.

The 1916 Connecticut automatic ignition system, shown at Fig. 61, is considerably simplified and more compact than earlier types. The igniter housing now has a rounded top for the reception of the leads to the spark plugs, this form being an improvement over the flat top in that it provides no lodging place for moisture and dust, etc. At the same time, the housing which carries the distributor segments has been made lighter. The distributor arm also has been lightened and made more compact. Other improvements include the adoption of a new type of compression lock washer holding the cover plate over the breaker mechanism in place, and a new type of inclosed ball bearing at the lower end of the driving shaft. In principle, the new type of switch, which is in addition to the standard round type, is exactly like the older one except that it is mounted entirely behind the dash with nothing in view except a plate and four switch buttons. One of these serves to make the ignition circuit and another to break it.

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third button switches on head and tail lamp and the fourth button dims the head lamps for city driving. Any combination of lighting switches can be incorporated in the switch plate.

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Fig. 61.-Illustrations Showing Construction of 1916 Connecticut Ignition

System Timers and Thermostatically Controlled Switch.

When the ignition switch is closed, current drawn from the storage battery is caused to pass through a tiny thermostat on its way to the coil and thence to the distributor, and finally to the

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plugs. If the motor is not started within a short time after the switch is closed—the length of time is easily adjustable—the thermostat closes a circuit through a tiny electric buzzer operating a releasing hammer which automatically opens the ignition circuit and thus prevents the battery draining itself. Obviously, if the motor is stalled and not again started, the thermostat will open

the circuit in the same way. Thus, it is impossible for the motor to

stand idle for more than COVER

a minute or so with the ignition switch closed. When the motor is running the amount of current passing through the thermostat is small that it is negligible and has no effect.

The Remy system also operates on the closed circuit principle and is

shown at A, Fig. 60, in a Fig. 62.-Remy Ignition Unit Designed to Fit Standard Magneto Base.

form adapted for six

cylinder engine ignition. The transformer coil is of the three terminal type, one secondary going to the central secondary distributing brush of the timer while one primary is joined to the primary contact terminal of the timer portion of the igniter. The remaining coil terminal is joined to the switch. One of the poles of the storage battery and one of the series connected dry cell batteries are grounded, while from the other two the wires run to the switch contacts. The current may thus be derived either from the dry cell batteries for emergency or from the storage battery for regular ignition purposes. The construction of the timer which incorporates the breaker mechanism is clearly shown. The movable platinum contact point is carried by the arm A, which fulcrums on the bearing S, and which has a piece of hard steel F riveted

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to it to act as a cam rider. The cam C is of hexagonal form, having six points which separate the contacts when they ride over the shoe F attached to the arm A. The fixed platinum contact point B is so arranged that it may be adjusted by moving in or out as conditions demand. It is to this member that the primary terminal of the coil is connected.

A typical combined timer distributor known as the Halladay is shown at B, Fig. 60. The make and break mechanism is very

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Fig. 63.-Wiring Diagram Showing Method of Connecting Remy Ignition

Unit.

simple in design, as is the distributing mechanism. The contact between the platinum points is established by a four point cam. The secondary current is distributed from the central terminal to the four distributing terminals by a carbon brush very much similar in design to that employed in a high tension magneto. This operates on the open circuit principle. A complete ignition unit consisting of induction coil and timer-distributor of Remy design, so mounted that it will fit the standard magneto base and arranged so it can be driven in the same manner, is shown at Fig. 62. The wiring diagram of this igniter is outlined at Fig. 63. The induc

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