eee INSTRUCTIONS FOR THE CARE OF 1914 Large Single Coil Delco Systems The Dayton Engineering Laboratories Co. Dayton, Ohio Instructions for the Care of 1914 Large Single Coil Systems THESE SYSTEMS ARE USED ON THE FOLLOWING CARS 1914 Buick Model B-55 1914 Cole Series 9 1915 Cole Series 10 1914 Moon Model 42 1914 Moon Model 6-50 1914 Oakland Model 43 1914 Oakland Model 6-48 1914 Oakland Model 6-60 1914 Oldsmobile Model 54 1915 Oldsmobile Model 55 DESCRIPTION—The system includes a two-pole motor generator having a single field coil; an armature with two windings, one commutator being on each end; all four brushes being in constant contact with their commutators (with the exception of the motor generator Model 54, described later), a motor switch assembly which makes the necessary connections for cranking and generating; an apparatus box with a cut-out relay, an ignition relay and a mercury tube type of voltage regulator; a distributor, ignition coil and combination ignition and lighting switch; a 6-volt storage battery. These systems are grounded on the negative side to the frame of the car. The system on the Model 55 Oldsmobile, including the MG-54 mentioned above, is a slight modification of the above, the generator having a motor brush lifting device in place of a motor switch. Since these systems were built, certain changes have been made in the apparatus to do away with the mercury tube type of voltage regulator, consisting of rebuilding the motor generator with a field coil having a reverse series winding in it. In these rebuilt motor generators the reverse series winding gives sufficient regulation to enable the mercury tube regulator to be dispensed with and on the rebuilt system, therefore, no mercury regulator is used. OPERATION—Figures 1 and 2 show typical wiring and circuit diagrams of these systems and also show how the various parts of the systems are electrically connected together. The cycle of operation in getting the gasoline motor started, is as follows: 2 T ‘S17 4 A det Fu he EF bt ae OL E: et hth 7 id Lf wiv 7 FOS IE ‘ A Ss rere f HILIMS woLoL/ AYTIe# OANIMedee wii ‘MOLE LOND – waa. | s y ‘STTIAID 4a Wiis] FINO aii} IMOD F SLIT TWelf 7H) MOLLE [ MEAG MeOH “WOD NOLIN D/ NYO Dialoaly HDLIMG MOLL ANE WOD MONLIN S| Ni Lat LS INILH DIT % ‘31 M hh OM Se – hws WOeLNnGips.tio ine ee b= J ml | | ~ ee Linn FIKWiLGICIW w_— ArT TAZ ANesng ,_| AY ; —— er | Awit#e MOILIN “?. €oq OANINVEwe LINSWI> oconent 4 f z 4 Lt) HI41998 SPLLINP ONY ova tH “iw a Org | ) | | f Ma.L86 woschH — wor ‘ s 3) WC4A Le Bwiek AfensIe GNNOWSD OL OBA WHOS Gi LIASwis BAL wae @e7en @) FNIT GRACO GINL ——— es os = iF i— —aniwe, a0 mone > ae SEs on + SEs: ‘ ¢ | | x ‘i i ; | a ee ee * ‘ | 2 : , + ! 1 | | ar I | a a ‘ 3 WOLD IY FOPLIOA : — i ——–~ 3 | bs t i o— an — “4 oes AWFLLYE Reese {eae x | 4 , IOC OLS i 2 ls | | — l3 ot ii ; — m Be st i i 7 | – Oui Be 4100 419 | (] – LF | Vs r . I — | s x be 7 – | ‘ eS i SSR eT ; NOLLNG i ry a> ‘MOLE NOLLING ONY b | —_ NET ” 4 ONILHOIT ONLY VL NWOW & Ova ail #4 aC d S een ae Ce meee — g a le) — : + FINELE IE sy | Treo ory fies 40104 | | OUI NY IED 1100 ut Sa r MOLID MOLOM ————T———— ONLLMOT ONILW VLE Tes sore amnik ioe op~d | ee “4 Li a = -_ se S oul 7 5 | alt ] =) 1 – Ainew nou Tr Se a FT SSeS] ——— — EE EEE — ee — +s _—_—— = ss = €t e == = = anusll souvesisry |R ‘* =_ = —-_ ee re: WOOD dia S71l3e WOLOW AGFLLG® Seven! 270A 0 anaes ad ae ysry Quine ue 4102472 : : * Gy ee roe | WY | As WAUME NOLLING! ONY ci I mene ak ONILHOT ON LILES — &, “Ti bet ror The ignition lever on the combination ignition and lighting switch (see Fig. 16) is turned to battery position. This connects the dry cells through the ignition relay to the distributor and ignition coil and will give a single spark type of ignition. Now, if the “Start” button on the switch be pressed, it opens the circuit between terminals Nos. 6 and 7 on the switch, thus opening the holding coil circuit of the ignition relay and permitting it to vibrate rapidly during the period when the timer contacts are together. The path of the current from the dry cells through the distributor and coil is shown in Red 1n the circuit diagram, Fig. 3. The depressing of the starting button also closes the circuit between terminals 8 and 9 on the combination ignition and lighting switch, thus completing a circuit around the cut-out relay and causing the current from the storage battery to flow through the generator windings, the circuit being indicated in red on the circuit diagram in Fig. 3. The motor generator now operates as a shunt motor and the armature revolves in a clockwise direction when viewed from the front end. This makes it possible to mesh the starter gears. The starter pedal 1s now pressed down and the starting gears meshed first with the armature pinion and then with the flywheel. When the teeth are all fully in mesh, the trigger on the motor-switch assembly 1s released, with the result that the motor-switch contacts are snapped back and electrically connect the No. | and No. 2 terminals on top of the motor-switch cover (see Fig. 9). Current then flows through the motor windings, as indicated in red in the circuit diagram, Fig. 4. When the contacts are in the rear position it will be noted that the generator is disconnected electrically between 3 and 4 from the storage battery and also that the apparatus box is no longer grounded through 5 and 2 in the switch (Fig.–). When in the generating position, the generator lead 1s connected by the contacts to the storage battery and the apparatus box is grounded through the terminal immediately in front of the bakelite motor switch cover by means of the brass clip and rod shown in Fig. 9. When the engine begins to fire, the armature is driven through the generator clutch by the pump shaft, and at a suitable speed, begins to charge the storage battery. The charging circuit is shown in red in Fig. 5. After the engine has been started the “mag” ignition should be switched on. CLUTCHES—As long as the starting gears are in mesh, the armature is geared to the flywheel by about a 20 to 1 ratio and hence, when the engine is running under its own power, the starting clutch must slip. The section of the clutch and its arrangement is shown in Fig. 16. During the cranking operation, the armature is running faster than the pump shaft and so the generator clutch 1s slip-