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Publication numberUS1782142 A
Publication typeGrant
Publication dateNov 18, 1930
Filing dateFeb 12, 1929
Priority dateFeb 12, 1929
Publication numberUS 1782142 A, US 1782142A, US-A-1782142, US1782142 A, US1782142A
InventorsWilliam D Havens
Original AssigneeWilliam D Havens
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Timing indicator for internal-combustion engines
US 1782142 A
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Description  (OCR text may contain errors)

1930- w. 0'. HAVENS 1,782,142


BY am Nov. 18, 1930. w. D. HAVENS I 1,782,142


ATTORNEY Patented Nov. 18, 1 930 WILLIAM J). HAVENS, or scHnNnoTAnY, NEW YORK TIMING mnroe'ron Fort iwrn'rinnL-ooimosrron ENGINES.

' Application filed February 12, 1929. serial No. 339,372.

, My invention relates to internal combus tionenglnes and more particularly to a tim ing indicator for such engines.

My invention further relates to certain combination, sub-combinations, and articlesof manufacture, and details of construction, all of which will be more fully hereinafter described and pointed out in the claim.

In the drawings I have shown one embodiment of my invention, but it is, of course, to be understood, that my invention is not to be confined to this particular embodiment, shown by way of illustration.

Figure 1 is a vertical section through my preferred form of timing indicator. I

Figure a horizontal section, on an enlarged scale, on line 2, 2 of Figure 1.

Figure 3 is a front elevation. v

Figure 4 is a Vertical section of a different size plug which may be used, together with the other-elements, in a different make of internal combustion engine.

Figure 5 is a vertical section, through a standard form of internal combustion engine, showing the manner of using my timing indicator.

In the internal combustion engine art, and more particularly in such engines for auto mobiles, it is essential that the timing mechanism, governing the explosion in the different cylinders, be accurately adjusted to get the best results from the engine. Incorrect timing will not only lessen the horse power of the engine, but, among other disadantages, often results in injury to the self-starting mechanism and other parts of the engine.

In practice, the adjusting of the timing mechanism has, heretofore, been more or less a hit-or-miss proposition and, at best, simply an approximation.

A rough, or approximately correct, adjustment for low speed gas engines would be more or less ruinous on high speedgas engines now commonly used in automobiles."

By my invention I remove all'the guess work or. approximation in the timing mechanism, so that the timing mechanism of the engine can be positively and accurately adjusted for the particular engine, whether the engine be a low or high speed one.

Myiiii'vention is also valuable in finding the .exact location of the piston when timing an engine for installing a new timing chain,. j

or placing new gears, without removing the cylinder head.', I

Otheradvantageswill, of course, be apparent to those familiar with the art.

In the particular embodiment of my invention shown in the drawings 1 is'my timing indicator comprising a. plug 2, orother suitable'means, tosecure it temporarily to an engine 3, Flgure 5. This plug has external screw threads 4; and internal screw threads 5 with an axial bore 6 in which is loosely mounted the indicating rod 7, which, 'for certain make s of engines, is provided with an off-set foot 8. Between the lower end 9 of the plug and the ofi-setfoot, a coil spring 10 is mounted surrounding the indicating rod 7,0ne end 11 of the .spring being 'preferablzy threaded through the hole 12 in the rod i A tube 13 provided at one end with external male screw threads is screwed into the upper end of theplugQ, co-operating with the female threads 5 in said plug. Thistube is slotted at 14, 14 and provided with a scale 15. j I .Mounted to slide'freely within the tube 13 is'a cylindrical block 16 provided with an axial hole 17 through which the indicating rod 7 maybe freely moved when the set screw 18 is loose."

Mounted immovably on this cylindrical spark plugs of the engine is removed and the lower end of theplug2 is secured in the cyl inder head by the threads 4: engaging'the 1y engaged spark plug. In some standard engines, as n Figure 5, a supplem ent'al plug- 21 is employed, In such an engine, the spark-plug is mounted in the supplemental plug 21, and, in such an engine plug 2 would be mounted in the supplemental plug in place of the removed spark threads in the cylinder head,just previous plug, and the foot 8 would be brought over into the path of the top22 of piston The engine is then turned over by hand and as piston 23 ascends it will engage wit-h the foot 8 and lilt'it, against the action of the spring 10 which will be compressed." At the same time the indicating rod 7 with the cylindrical block, 16, is lit'ted vertically in the tube 13,'causing the indicator 19 to move along the scale 15. This movement of the indicator will be positivelycontrolled by the upward movement of the piston 23 and will visibly indicatethe movement of. the piston on the scale 15. The moment that the indicator 19 ceases to rise, will clearly indicate the peak of tlieupward stroke of the piston. 23,

With this point positively and visibly fixed, the timing mechanism can then. be accurately'adjusted forthe particular engine,

whether it be a ,high orlow speed engine,

to obtain the maximurn efiiciency of'thatparticular-eng-ine.

lVhen the piston 23 passes thismaximum stroke and starts to descend, the spring 10 will, cause the foot, 8to follow the piston for a short distance, which will beinstantly indicated by the retrograde movement vof the indicator 19 on the scale 15. This also sists the operator in findingthe exact point of-ma-Ximum upward movement of the pis' ton, so that all guess Work, or approximation, insetting the timing device of theengine is eliminatedQ The engine 24, valves 25, cam shatt :26, and other parts of the internal combustion engine illustrated in Figure'5 are all of standard construction, and form no part of my invention.

My invention may be used with engines having different sizespark plug openings byvaryingthe size of plug 2. For-example, I have shown in Figure 4 a different size plug 102., In practice different sizes of plugslflQ, may be sold; with one of my timing indicators. If the plug 2 does not lit the partic- V ular opening in-the engine, thetubelI-l can be unthreaded from the plug 2 and threaded into the plug 102 and the rod '7 be located in that plug. While I have shown only two sizes of plugs 2 ancl102, various sizes may be employed, if necessary, aswell as (litterent shapes of indicator rod 7 and feet 8. The plug'2 may be provided with a small port 30, so that-the escaping air will indi} In .a timing indicator for internal combustion ,engll es, the comb nation of a hollow plug adapted to screw into a spark plug opening, a tube screwed to the plug and provided with two slots, said tube being provided with a scale, a hollow block mounted to slide freely in said tube, an indicatormounted on said block and adapted to slide in one of the slots, and to co-operate with the scaleon the tube, an indicating rod mounted to slide within the plug; tube and block, a set/screw carried by the hollow block and adapted to slide in the-other slot of the tube to adjust-ably connect the indicator rod to thehollow blocl;,.,an ofiset toot carried by the indicator rod to engage a piston out of line with the plug, and a spring normally pressing the otlset foot away from the plug.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2426955 *Jul 13, 1943Sep 2, 1947Mary Mclaughlin StroupIndicator for airplane engines
US2488001 *Mar 3, 1947Nov 15, 1949Gerald H BirkTool for installing valve stem guide bushings
US2567430 *Feb 3, 1945Sep 11, 1951Griffiths Francis FPiston position indicator
US2660801 *Aug 9, 1950Dec 1, 1953Baas Theodore JDevice for setting carburetor floats
US2718868 *Dec 29, 1951Sep 27, 1955Chicago Pneumatic Tool CoStroke indicating mechanism for riveting machines
US4531295 *Jan 6, 1984Jul 30, 1985Saathoff Donald GTiming tool
USH1555 *Nov 8, 1993Jul 2, 1996Chrysler CorporationPiston top dead center locating tool
U.S. Classification33/601, 33/DIG.150, 116/283, 123/198.00R
International ClassificationG01M15/06
Cooperative ClassificationG01M15/06, Y10S33/15
European ClassificationG01M15/06