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the charging current decreases. The curve, Fig. 369, shows approximately the charging current that should be received for different speeds of the car. There will be slight variations from this due to temperature changes and conditions of the battery which will amount to as much as from 2 to 3 amperes.
Fig. 370.—Non-Technical Wiring Diagram Showing Parts of the 1916
Delco-Hudson Ignition Starting and Lighting Systems.
A. There are five places to lubricate this Delco System. No. 1 -The grease cup for lubricating the motor clutch (D, view 1, Fig. 366). No. 2—Oiler for lubricating the gencrator clutch and forward armature bearing (B). No. 3—The oil hole (C) for lubricating the bearings on the rear armature shaft. This is exposed when the rear end cover is removed. This should re
ceive oil once a week. No. 4The oil hole in the distributor, at A, for lubricating the top bearing of the distributor shaft. This should receive oil once a week. No. 5—This is the inside of the distributor head. This should be lubricated with a small amount of vaseline, carefully applied two or three times during the first 2,000 miles running of the car, after which it will require no attention. This is to secure a burnished track for the rotor brush on the distributor head. This grease should be sparingly applied and the head wiped clean from dust and dirt.
Fig. 372.- Wiring Diagram Showing Parts of the Delco Cadillac Eight
Cylinder Type Starting, Lighting and Ignition System.
Q. What is the Dyneto-Entz “one unit” system and what advantages are claimed for it?
A. The advantages of the one unit system are said to be simplicity, light weight, low cost and ease of installation, high cranking speed, higher operative efficiency, quiet starting and non-stalling in traffic. It is said by those who favor this system that it is good engineering to simplify any instrument or apparatus when it can be done without sacrificing efficiency or durability. The simplest designs are cheaper to manufacture and are not so apt to give trouble to the user. The single unit system is much simpler than the two-unit system and it is much easier to install because there is but one machine to set up, drive and wire up. The simplicity of the one-unit system means that there is but one set of bearings to oil, but one pair of brushes (if the device is the single commutator type), one simple and direct connection by silent chain and simple wiring.
The application of the one unit system to the chassis of a White car is shown in the plan view of the chassis at Fig. 373. The motor-generator is attached to a substantial bracket, back of the gear box and is connected to the engine by a driving shaft carrying a sprocket at its forward end just ahead of the shaft supporting bearing, this being in connection with a large sprocket attached to the engine flywheel, as shown at Fig. 374 by a silent chain. "The storage battery is carried on the other side of the chassis frame just forward of the rear axle. To start this form of a one unit system a switch is moved from the "off" position to the "start" position and it is left there until one desires to stop. In the White system the control switch is mounted on the steerinç column as shown at Fig. 374. The Dyneto single unit system has no relays, automatic switches, overrunning clutches, sliding gears or current regulating devices. The usual manner of installation is to drive the motor generator with a silent chain so that the device turns at three times the motor speed. As the tendency is towards small bore, high speed motors, it is necessary that these be cranked over fast as they do not start easily at speeds of rotattion below 100 R.P.M. The Dyneto-Entz starter will crank a four cylinder 234 inch bore x 41/2 inch stroke at 172 R.P.M. on a six volt system drawing 40 amperes. A six cylinder, 314 inch bore x 51/2 inch stroke is cranked over at 140 R.P.M. on a 12 volt system drawing 35 amperes from the battery. It is said that less energy in watt hours is required of a storage battery at the high cranking speed because while the current output may be a little more, the time that the current is required to flow is much less in securing a positive start than it would be at the lower cranking speed.