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    different content
    THE IGNITION SYSTEM
    The ignition system is the name applied to the batteries, coils,
    commutator and spark plug which, acting as a whole, produce an
    electric spark hot enough and at the right time to fire the charge in
    the cylinder. There are three ways in which an electric current may
    be obtained which have been found to be of practical use in
    automobile construction. First, by a dry battery; second, by a storage
    battery; and third, by magneto or dynamo. You can look up the
    construction of these things in any good book on electricity, so that I
    will not explain them further here. As the object of the whole system
    is to produce a sufficiently hot spark to fire the mixture at the right
    time, it is sometimes necessary to raise the pressure of the electric
    current. When either a dry battery or storage battery or a certain type
    of magneto is used, it is necessary to put it through what is known as
    an induction coil in order to raise the pressure so it will be high
    enough to jump across the two points in the cylinder.
    An induction coil consists merely of a bundle of soft wires around
    which is wound two separate coils of wire. The first, known as the
    primary winding, is of coarse wire, and the second, known as the
    secondary winding, is of fine wire. When the current flowing through
    the primary coil is rapidly made and broken, another current of very
    high voltage is created in the secondary circuit.
    Fig. 23—Wiring Diagram, showing electric circuit for one cylinder.
    The sketch is only diagrammatic—not a reproduction of any actual
    wiring system.

    When the current starts to flow through the primary winding, the
    bundle of wires immediately becomes a magnet and attracts the
    vibrator. As soon as this occurs, however, the flow of the current is
    interrupted and the vibrator resumes its former position and the
    action is repeated. Thus you can see that the coil automatically
    makes and breaks its own circuit. The rapidity with which this is done
    may be changed at will by adjusting the vibrator screw.
    Fig. 24—The Four-cylinder, Four-cycle Diagram,
    showing the order in which the various cylinders do
    their work.

    Having thus obtained an electric current of sufficient strength to


    fire the mixture it is necessary to supply a device which will
    automatically open and close the electric circuit at the proper time.
    Such a device is called a commutator and consists of two parts; one
    a rotating part, actuated by the engine, which makes a metallic
    contact with one or more points on a stationary part, the points being
    so located that contact occurs at the proper time for igniting the
    charge in any particular cylinder.
    Fig. 25—Four-cylinder Wiring Diagram.

    In the four-cylinder wiring diagram (Fig. 25) various parts of an


    ignition system may be easily seen. The electric current is furnished
    either by a set of dry cells or by a storage battery. Four individual
    coils and a four point commutator are used. The commutator is
    driven by means of bevel gears from the engine itself. A single
    switch controls the whole circuit, it being provided with two points,
    making it possible for either battery to be used at will.
    Fig. 26—Types of Spark Plugs.

    Fig. 27—A Single Cylinder Commutator.


    Diagrammatic sketch.
    Fig. 29—A Four-cylinder
    Commutator.
    Fig. 28—A Two-point Switch.

    Fig. 30—A Two-cylinder Commutator.


    THE COOLING SYSTEM
    In order to prevent the walls of the cylinder from becoming red
    hot, it is necessary to cool them by some means, and this is done by
    surrounding the cylinder with a water jacket through which the
    cooling water is circulated.

    Fig. 31—A Diagram showing piping and direction of circulation


    in a One-cylinder Water-cooled Motor.

    In order to prevent the water from boiling and evaporating, thus


    making the constant addition of water necessary, a radiator is
    introduced into the system. This radiator is made up of very thin
    tubes which give up their heat rapidly, thereby keeping the
    temperature of the water below the boiling point. A fan is also used
    sometimes to draw the air through between the tubes, thereby
    making the process of cooling take place more rapidly. The system is
    so arranged that the water is drawn from the lower part of the
    radiator where the water is coldest by means of a pump and forced
    up through the water jackets and back into the radiator again.
    Several different styles of pumps are used, but a very common one
    is the gear pump shown in Fig. 32. As you will see by the drawing, it
    consists of two gears en mesh with each other which revolve in the
    direction indicated by the arrow. The water entering through the inlet
    pipe is drawn around the outside and forced out through the outlet at
    the top.

    Fig. 32—A Gear Water Pump.


    Fig. 33—Front End of Motor,
    showing radiator, fan and cam shaft
    gears.
    Fig. 34—A typical Radiator.
    Fig. 35—Valve side of a Four-cylinder Motor.
    Fig. 36—Opposite side of same Motor showing
    Carburetor and Inlet Pipe.
    Fig. 37—Bottom view of same Motor with oil pan
    removed showing Crank Shaft, and Connecting Rods.
    Fig. 38—Top view of same Motor showing Valve Caps
    and Holes for Spark Plugs.

    NOTE—Both views show motor mounted in ring frames


    used for assembling in factory.
    THE TWO-CYCLE MOTOR.
    Although the four-stroke cycle type of motor is used by most of
    the automobile manufacturers, yet there is another type which has
    given such good results that it is destined to become one of the
    important forms to be used in gas engine vehicle manufacture.
    Fig. 39.

    It therefore merits a brief description. It has the advantage of being


    very simple in construction and operation, and for this reason it has
    become very popular among the marine engine builders, although
    with a few exceptions it has not as yet been accepted by motor car
    engineers. It is called a Two-stroke Cycle Motor, so named because
    it combines in two strokes the series of changes ordinarily
    accomplished in four in the four-stroke cycle type. Its operation may
    be seen by referring to the accompanying diagrams. It is first
    assumed that the engine is being turned over by hand in the
    direction indicated by the arrow. You will note that as the piston
    moves up it will uncover a port (H), allowing the gasoline vapor from
    the mixing chamber to enter the crank case. As soon as the piston
    moves down again, a port (J) will be opened, allowing the mixture
    which has just been compressed to rush through a “by-pass” (F), into
    the “combustion chamber,” or upper part of the cylinder. Now, as the
    piston moves up again on the next stroke, this charge is compressed
    still more, then as the piston reaches its uppermost position the
    charge is ignited and the engine begins to work under its own power.
    The gases continue to act on the piston until nearly the end of the
    stroke is reached, when you will notice, by referring to the drawing,
    the exhaust port (G) is passed. At this point the burned gases rush
    out into the air. You will also notice that in order to aid the discharge
    and fill the cylinder again, as the piston travels a little farther down,
    the inlet port will be again uncovered, and the next charge, which
    has meanwhile been taken into the crank case and compressed, will
    enter the cylinder, forcing the exhaust gases out.
    Fig. 40.

    In order to prevent the vapor which has just entered the cylinder from
    traveling straight across and out through the exhaust port, thus
    wasting a portion of the fuel, a “baffle plate” (K) is cast on top of the
    piston which deflects the gases toward the top of the combustion
    chamber, producing a sort of whirling action which tends to scavenge
    the cylinder most thoroughly. In order to prevent the burning gases
    from traveling back into the crank case and igniting the gas there,
    thus producing a “back explosion,” a wire gauze (S) is placed in the
    “by-pass.” You will note that this type of motor has no valves, no
    cams and no cam shaft, in fact, its simplicity is such that it practically
    cannot get out of adjustment. It therefore is a form of gas engine
    which as soon as engineers are able to educate the public to its
    peculiarities bids fair to become as popular and practical as the four-
    stroke cycle.
    INDEX
    Cam shaft 21
    Cam 20
    Carburetor 28
    Commutator 33
    Connecting rod 26
    Connecting rod—lubrication of 26
    Cooling system 37
    Crank case 27
    Crank shaft 25
    Cycle—explanation of four-stroke type 9
    Cycle—explanation of two-stroke type 42
    Cylinder 16
    Electrical ignition 31
    Exhaust valve 21
    Fan—radiator 39
    Float chamber 28
    Gasoline valve 30
    Ignition 31
    Induction coil 32
    Inlet valve 21
    Piston pin 24
    Piston ring 24
    Piston 23
    Pump—water 38
    Radiator 39
    Spark plug 35
    Switch—electric 36
    Valve grinding 21

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