US1315790A - Electrical engine-starting apparatus - Google Patents

Description

' H.-G.ONEILL.

ELECTRICAL ENGINE STARTING APPARATUS.

APPLICATION FILED SEPT-21, I915. RENEWED APR. II, I913. 1,315,790. PatentedSept. 9, 1919.

4 SHEETSSHEET I.

Q mi A TTORA/EI H. G. ONEILL.

ELECTRICAL 'ENGINE STARTING APPARATUS. APPUCATION FILED SEPT-21, 1915. -RENEWED APR. 11,1919.

1 ,3 1 5,7 90. Patented Sept; 9, 19 9.

4 SHEETS-SHEET 2.

IIVVENTOH 446% Maw H. G. ONEILL;

ELECTRICAL ENGINE STARTING APPARATUS.

APPLICATION FILED SEPT-21.1915.

RENEWED APR; 1], I919.

Patented Sept. 9, 1919.

4 SHEETSSHEET 3.

INVENTUR 9% M [1M BY H. G. ONEILL ELECTRICAL ENGINE STARTING APPARATUS.

APPLICATION FILED sEPT.2I, I915. RENEWED APR. II. 1919.

4 SHEETSSHEET 4.

M INVENTOR Patented Sept. 9, 1919.

UNITED STATES PATENT o nIoE.

HENRY GIBSON ONEILL, OF NEW YORK, N. Y., ASSIGNOR T0 CONRAD HUBERT, OF

' HEWLETT, NEW YORK.

Application filed September 21, 1915, Serial No. 51,757.

- in the county of New York and State of New York, have invented certain new and useful Improvements in Electrical Engine- Starting Apparatus, of which the following is a specification, reference being had therein to the accompanying drawings, forniing part thereof. 1

My ,invention relates to engine-starting apparatus for starting internal combustion engines particularlythose of motor cars and relates more particularly to electrically operated engine-starting apparatus. Such apparatus may be divided generally into two types, namely: the single unit type in which a combined dynamo and motor, known in the art as a dynamo-motor, is em ployed as a dynamo operated by the engine for generating electrical energy which is stored and utilized in the dynamoanotor operated as a motor for cranking the engine; and the two unit type in which a dynamo is employed for generating electrical energy which is stored and utilized in a separate electric motor for cranking the engine. Some of the important features of my invention are equally applicable to both of these types of apparatus, but other features of my invention are more particularly applicable to the single unit or dynamo-motor type ofenginestarting apparatus. I

One object of my invention is to produce an engine-starting apparatus equally well adapted to be supplied as equipment on new cars or to be applied to motor cars which have been built without provision having been made thereon for an engine starter and in either case withoutrequiring alteration, re-arrangen'ient or disturbance of any vital or important parts of the car as previously built without an engine-starting apparatus; and also to'produce an enginestarting apparatus particularly adapted for installation at the front of the car forward of the engine. Another object of my invention is to produce an engine-starting apparatus particularly adapted for light cars, such for example as the Ford motor car. Other objects of my invention are to maintain the balanced condition of the engine and car as to distribution of weight and to assure the unimpeded transmission of power Specification of Letters Patent.

ELECTRICAL ENGINE-STARTING- APPARATUS.

Patented Sept. 9, 1919. Renewed April 11, 1919. Serial No. 289,467.

between the starter shaft and the engine shaft. Other more general objects of my 1nvent1on are inexpensiveness of manufacture and installation, convenience of instal latio'n, simplicity and compactness of construction, durability, reliability, accessib ility, coolness of the apparatus in operatlon, neatness and symmetry of appearance, convenience of use and other objects and advantages which will hereinafter appear.

In carrying out my present invention I employ an engine-starting apparatus for cranking the engine in which the starting apparatus is combined with'the spark advancing and retarding device in such a way that the cranking operation is caused to take place by moving the spark advancing and retarding device to a retarded spark position without interference with the func tions of said device; and in this connection my invention includes a relay circuit con troller in control of the circuits of an enginecranking electrical engine starter, such as a dynamo motor, and the control of the circuit of the relay, by a master switch which is operated by the spark advancing and retarding device of the engine, the relay also serving to operate a clutch by which the dynamo-motor is connected to the engineto-crank' the engine. My invention further includes features of construction and combinations of parts as will appear from the following description.

I shall now describe the engine-starting apparatus embodying my invention illustrated in the accompanying drawings and shall thereafter point out my invention in Claims.

Figure 1 is a vertical longitudinal section of the engine starter shown in attached position on a Ford motor car as .viewed from the right side.

Fig. 2 is a transverse section on a plane indicated by' the. line 22 of Fig. 1 viewed from the left.

Fig. 3 is a similar section indicated by the line 3-3.

Fig. 4 is a partial section on a plane indicated by the diagonal line 4-4 of Fig. 2 as viewed diagonally downward from the right, the casing being omitted, and shows the electrically contrtolled clutc Fig. 5 is a rear elevation of the engine starter in attached position as seen from. the left in Fig, 1 and with parts in section.

Fig. 6 is a front elevation of the same as viewed from the rightin Fig. l. with the front inclosing cover removed.

Fig. 7 is a plan of the master switch and its ii'i'un'ediatc connections.

Fig. 8 is a rear elevation oi an automatically acting restoring device shown as mounted upon the steering column of the Ford motor ca r.

Fig. 9 is a plan of what appears in Fig. 8.

Fig. 10 is a transverse section on a plane indicated by the line 10-10 of Fig. 8 as viewed from above.

Fig. 11 is an elevation as viewed from the left in Figs. 8. 9 and 10, the steering column here appearing in its usual inclined position together with portions of the steering wheel.

Fig. 12 is a diagrammatic representation of the electric circuits, engine-starting apparatus and circuit-controlling devices.

Ingthe electrical equipment embodylng my invention illustrated in the accompanying clip 1 will partake of the movement of the rod or link 2. This link 2 at one of its ends is connected to and operates the usual timing device 3 of the ignition apparatus which may be of the usual or of any suitable construction. At its other end the link 2 is con nected for operation to a usual lever arm t fixed upon the lower end of the usual ro tative controlling shaft 5 which in the Ford motor car, as is well understood, lies along side of the steering shaft 6, and the upper portion of the spark controlling shaft and steering shaft 6 are inclosed and supported by the steering column or steering post 7. The spark-controlling shaft 5 is provided at its up r endwith the usualmanually actuable spark lever 8 which projects just beneath the rim of the steering wheel 9, Fin. 11.

The movable contact clip 1 of the master switch is electrically cooperative with a stationary contact pin lil which is arranged in the path of the movable contact clip 1 as the latter moves in the direction corresponding to spark retardation, and the movable cor tact clip 1 is arranged or positioned on th link 2 so that it will or con 1 contact with the stationary contact p.11 Illl sub tativearmature l3 and a stationary iield 14;

shown as compound wound as appears in diagram in Fig. 12. As appears in Fig. 12 the electric circuits are of the single wire or grounded type the fame of the motor car serving as a common return conductor as is well understood.

The above mentioned electrical controlling device, appearing in Figs. 2, -'l and 12 of the drawings, comprises a solenoid 15 having'a magnetic field frame or yoke 16 and a movable magnetic core or plunger 17 which is retracted by a coiled thrust spring 18. This electrical controlling device includes a relay or electrically operated circuit v controller and also includes electrically operated elutchmgmcans, the relay circuit controller being in. control of the dynamo or genera-ting circuit and being also in control of the motor circuit of the dynamo-motor 13 let, and the electrically operated clutching means being in control of specd-reducing gearing to render such gearing operative when the dynamo-motor ifil li operates as a. motor in effecting an enginocrzmlting operation.

At its outer or projecting end beyond the thrust spring 18 the solenoid plunger 17 carries a switch blade 19 which is insulated from the plunger 17 as indicated in the drawings and which is shown as of a compound or leaf cometruction as is well understood in the art. When the solenoid plunger 1'? is in the retracted position corresponding to the decnergizcd condition of the solenoid coil 15. this being the position indicatcd in the drawings. of which see Figs. 2 and 12 particularly. the switch blade 1 9 will make an electrical connection between a pair of stationary contact plates 20 mounted upon but insulated from a itch base or supporiing plate 21 which in turn is supported on the magnet frame 16, these contact members or contact plates 20 being included in the generating circuit of the dynau'io-iuoior 18 14 as will presently appear. In the other or drawn-in position of the plunger l7. corresponding to the energized condition of the coil 15. the switch blade 19 is cooperative with and will make an electrical connection bet 'ceu a pair of stationary contact blocks #7 also supported upon and iusula" 1c base plate 2 and insulated also contact plate 20, the contact bl c];

' sleeve ing a part of the motor circuit dynamo-motor 13-14L The movable magnetic core or plunger 17 is provided at its other end opposite to the switch blade 19 with a rigidly projecting non-magnetic tubular extension or connecting rod 23 for operating a clutch pawl 24. The pawl 24 is pivoted upon a bearing pin 25 supported in flanged attaching portions of the magnet yoke or frame 16. The clutch pawl 24 is moved to the engaging position by the rigid tubular connecting rod 23 through the intermediary or" a substantially U-shaped clip or yoke 26 and an interposed coiled spring 27 which forms a resilient yielding connection, and the pawl 24 is moved to the free or disengaged position directly by the clip 26 which is pivoted on the bearing pin 25 and has a free projecting end of the which enters a hole or openin in one side of the connecting rod 23 as shown in the drawings, Figs. 2 and 4. The pawl 24: is engageable with the peripheral ratchet teeth of a combined gear ring and ratchet ring 28 for mechanically connecting the dynamo-motor l3-l4 with the engine for operation as a motor to effect an engine-startlng operation by cranking the engine through speed-reducmg gearing as hereinbefore' mentioned and as will presently be explained.

The electric circuits of the apparatus will now be traced reference being had more particularly to Fig. 12 where the electric circuits are shown as of the single wire or grounded type, the frame of the motor car serving as a common return conductor as is well understood. A storage battery 29 is employed and the generating or batterycharging circuit from the dynamo-motor 13-11 operated as a dynamo to the storage battery 29 includes a conductor 30, the

upper or lelb contact block 22, a conductor 31, a current regulating device 32, a conductor 33, the lower or right contact block and a main or line conductor 34: to the battery 29, this being the armature and series field circuit of the dynamo-motor operated as a. generator and of which the shunt field.

circuit includes a conductor 35, the upper or left Contact plate 20, the switch blade 19, the lower or right contact plate 20, a conductor 36 and the current regulating device 32 to the conductor 33.

The electric circuit from the storage loattery 29 to the dynamo-motor 1314e operated as an engine-starting motor for cranking the engine is through the line conductor 3 1, the contact block 22 at the right, the switch blade 19, the contact block 22 at the left} and the conductor 30 to the series field and through the armature 30 to ground, the circuit which includes the shunt field 14c and the regulating device 32 now being open. This engine-starting condition of the circuit is produced by the energizing of the circuit of the coil 15 .includes a conductor 37 shown as tapped onto or connected with the battery or line conductor 34, and a conductor 38 which is connected to the stationary contact pin 10 of the master switch hereinbefore described. The movable contact clip lhas a grounded connection through the operating link 2 and other metal parts of the car and is cooperative with the contact pin 10 to close or to open the circuit of the magnet coil 15. I J

The current regulator 32 is connected in the generating circuit in the usual way as is indicated in Fig. 12 and may be of any suitable construction this current regulator being illustrated diagran'unatically in Fig. 12 and shown in outline in Figs. 1 and 2. As is well understood in the art the current regulator 32 controls the charging of the storage battery29 and also prevents discharge of the battery through the generator circuit. A lighting circuit 39 is shown as connected to the main conductor 31 in multiule relation with the battery 29 and generating circuit of the dynamo-motor 13-44.

It will now be understood that when the spark lever 8 is moved in a clockwise direction, as vlewed in Figs. 9 and 12, tothe pos1-.

20 and closes the motor circuit by bringing.

the switch blade 19 into contact with the contact blocks 22 and also'moves the clutch pawl 24 into engagement with the ratchet teeth of the combined ratchet ring and gear ring 28 so that concurrently the dynamoanotor 1314 will be operated as a motor and will be mechanically connected with the engine to crank the engine, and without any interference with the functions of the spark advancing and retarding device of the engine. As soon as the spark lever 8 is' moved away from the position of maximum spark-retardation toward a position of more advanced spark, the contact clip 1 will be moved away from the contact pin 10 and the energizing circuit of the coil 15 will be opened. Vhen the solenoid 15 is deenergized its plunger 17 will be retracted by the thrust spring 18 and the switch blade 19 will be moved to open the motor circuit at the contact posts 22 and to close the generating circuit at the contact plates 20. Also at the same time the clutch pawl 24 will be moved clear of the ratchet teeth of the combined ratchet ring and gear ring 28 so that it will notrattle or knock against these teeth by reason of the rotation of the gear ring 28 during the operation of the dynamo-motor 1314 as a generator.

For convenience of operation and to avoid unnecessary drains upon the battery 29 by reason of the spark lever 8 being accidentally moved to or inadvertently left at the engine-starting position, an automatically .acting device is provided for moving the spark lever S away from the' position of combined maximum spark-retardation and engine-starting operation of the dynamomotor 1314. This automatically actlng restoring device is shown in the drawings as a spring actuated device mounted on the upper end of the steering column 7 in the path of the spark lever 8 as it is moved to- "ward the position of maximum spark-retardation and engine-starting operation. A

- spark lever restoring lever arm 40 is pivoted by means of a pivot stud 41 on a split supporting bracket 42 which is clamped upon the upper end of the steering column 7 just below the usual double quadrant 43 for the spark lever 8 and usual throttle lever, as shown. The spring-pressed lever arm' 40 projectsupward in the path of the spark lever 8 just at the outside of the spark lever portion of the double quadrant 43 and just in advance of the usual abutment stop or projection shown as formed thereon for arresting the further movement of the spark lever 8 at the position of maximum sparkretardation.v The end of the clamp bracket 42 projects and is turned over as shown in the drawings so as to form a forward stop for the spring-pressed lever arm 40 which is pressed toward the spark lever 8 by a torsional spring 44 coiled about the pivot stud 41 as shown. The position of the upper end of the lever arm 40 in the path of the spark" lever 8 is such that the movable contact clip 1 will not be brought into engagement with the stationary contact stud 10 until after the lever arm 40 has been pushed back against the tension of its spring 44. the arrangement preferably being such that the contact clip 1 engages the contact pin 10 just beforethe spark lever 8 engages the abutment stop formed on the quadrant To start the engine the driver moves the spark lever 8 to the usual position of maximum spark-retardation and then holds the spark lever in this combined spark-retarding and engine-starting position until the engine starts after which he removes his hand from the spark lever and the dynamomotor 13'14 will then be automatically converted from a motor to a generator by reason of the pushing forward of the spark lever 8 by the lever arm blunder the actuation of its spring 44. I

All. of the electrical and mechanical parts clutching means, and the current regulator 32. The inclosing casing is shown as made up of a magnetic cylindrical shell or field.

frame 45, a front yoke or frame 46 and arear housing 47.- Also a front cover 48 having a central screw cap 49 is provided, and there is also provided a rear cover plate 50 for an opening in the lower part of the housing 47 which latter extends downward for some distance below the field frame 45, as clearly appears in the drawings, thereby to provide space for the electrical controlling devices ineluding the solenoid 15 and its ad uncts and the current regulator 32, the solenoid 15 being mounted in an inclined position below and at the right as viewed from the rear of the starter and the current regulator 32 occupies a similar position at the left.

Returning now to the actuating or operating parts of the engine-starting apparatus, it will be noted as hereinbefore described, that one of the results of the energizing of the solenoid 15 in the enginestarting operation is the movement of the electrically operated clutch pawl 24 into engagement with the peripheral ratchet teeth of the ring 28. During an enginestarting operation the gear ring 28 will have imparted to it a clockwise torque impulse as viewed from the rear of the starter mechanism, which will be as appears in Fig. -2 and as viewed from the left in Fig. 1, such torque impulse of the ring 28 being in a direction opposite to that of the rotation of the engine shaft. The pawl 24 by its engagement with the ratchet teeth of the ring 28 forms an abutment which prevents the above noted clockwise rotation of this ring and holds it stationary, so that this gear ring 28 forms an abutment gear. The ring 28 is shown as supported upon a two-part gearing carrier 51 the two ,parts of which are firmly secured together by means of four rivets 52 and two dowel pins 53 as appears in Fig. 2. The gearing carrier 51 is mounted to rotate relatively to the ring 28 and carries a pair of planetary spur pinions journaled by means of bushings as shown on hearing pins 55 and meshing with internal gear teeth. formed on the gear ring 28.

it sleeve 56 forms a hollow or tubular artn. the planetar anions 54. The armatitre-carrying sleeve 56 is loosely journaled upon an engine-connected starter shaft 57. The starter shaft 57 is journaled in front and rear bearings in the front yoke 46 and rear housing 17, respectively, of the inclosing casing and projects rearward beyondits rear bearing for connection to the engine shaft and projects forward beyond its front bearing for-the application of a-crank for starting the engine manually should the starting apparatus get out of order. In the enginestarting operation power for cranking the engine is taken from the gearing carrier 51 which has, as shown, a rearwardly projecting hub which is fixed upon the engine-connected starter shaft 57. The starter shaft 57 is in alinement with and is rotatively coupled to the engine shaft 58 by means of a short intermediate coupling shaft 59 and a spring-pressed coupling sleeve 60 the spring 61 for which surrounds the coupling shaft 59, Fig. 1. The coupling shaft 59 and coupling sleeve .60 form a flexible floating driving or power-transmitting connection between the starter shaft 57 and the engine shaft 58 thereby assuring smoothness of running and the eflieient transmission of power.

It will now be readily understood, with the combined gear ring and ratchet ring 28 held by the electrically controlled pawl 24 against clockwise rotation as viewed from the rear, that counter-clockwiserotation of the tubular armature shaft 56 will impart rotation in the same or' counter-clockwise direction at a reduced rate to thegearing carrier 51 and engine connected starter shaft 57 through the planetary pinion 54, the ring 28 being stationary and serving as an abutment gear. In the construction illustrated in the drawings, the rate of speed reduction thus effected through the planetary gearing from the armature-carrying sleeve 56 to the engineconnected starter shaft 57, which of course rotates at engine speed, is about one rotation of the starter shaft 57 to a little more than six and one-half rotations of the tubular armature shaft 56, but'it is understood of course that the rate of reduction.

may be varied by varying the relative dimensions of the several parts of the planetary gearing.

In the energy-generating operation of'the dynamo-motor the dynamo-motor is driven directly from the engine at engine speed without the operation of the planetary gearing. For this purpose the gearing carrier 51 is connected directly to the tubular armature shaft 56 by means of an automatically acting unidirectional clutch comprising an inner clutch member or toothed elutch cam 62 fixed upon a forwardly pro ecting hub or sleeve portion of theforward part of the two-part gearing carrier 61, and an outer flanged clutch member or clutch ring 63 pearing in Figs. 1 and depressions formed in the 47 of thecasing at each side thereof above the starter shaft 57,

the two lugs and the which is fixedupon the armature sleeve 56,

gripping rollers or clutch rollers 61 being interposed between the clutch members 62 and 63. It will now be readily understood that When theengine is the driver the combined ratchet and gear ring :28 rotates with the gearing carrier 51 and that the gearing carrier 51 is clutched to the armature sleeve 56 so that the latter is driven directly from the engine-connected starter shaft 57 at engine speed wlthout the operation of the planetary gearing which now rotates as a whole without relative movement of its parts, so-that in its energy. generating op eration the dynamo-motor 13-45 will be 01)- erated as a direct connected dynamo without any frictional drag or load such as would be caused by intermediary gearing particularly by multiplying gearing such as is commonly. employed.

' The inclosing casing with its contained starter mechanism is supported at the front 5 and this supporting bracket at its lower endhas a supporting lip turned forward beneath-the housing 47, lower end portion of the supporting bracket 65 being fixed to the housing 47 by means of tap bolts as shown. This supporting bracket 65 is provided as shown with rearwardly projecting flanges just below and inward from the above mentioned attaching lugs thereof and at each side of the starter shaft 57. These supporting flanges of the bracket 65- are firmly secured to the cross frame 66 of the Ford car by means of;the U-bolts or shackles 67 which are commonly employed upon Ford cars for holding the frame piece 66 to the front spring of the-car. In its lower portion the supporting bracket 65 is shown as provided with rearwardly projecting side flanges and has near its lower enda pair.of spaced ears as shown. A brace rod or strut 68 has a head or clevis 69 pivoted between the bracket ears by a pin 70 and extends substantial horizontally rearward and at its rear end passes through a flanged rib 71 on the bottom of the engine crank case 7 2 and is firmly held in place by nuts at opposite sides of the rib 71 as clearly appears in Fig. 1. The three triangularly arranged supports such as above described firmly hold the starter mechanism so that it will not be disarranged byv alinement of the starter shaft 5?, the coupling shaft 59 and the engine shaft 58.

It should be noted that the starter mechanism is SllOWI]. as supported on the car entirely from the rear housing 47 of the inclosing casing and that the field frame and the front frame iart 46 are sun orted,

l r P on the housing 1-7 by means of two upper longer bolts- 78 and two lower shorter bolts 7% all of which have their heads exposed at the front beneath the front cover 1-8 as appears most clearly in Figs. 1 and 6. It is to be further noted that the electrical controlling devices, such the current regulator 32 and the solenoid 15 and its adjuncts, are supported on and carried by the rear housing 47 and also that the commutator and brushes of the dynamo-motor are at the front, the brush holders being mounted upon the front frame part or yoke 16, as shown in Figs. 1 and 6. Byreason of the arrangement just describedthe entire armature 13 and also the gearing may be detached and removed for inspection or re pairs Without removing the housing part at? from thecar and also Without in any manner disturbing the Wiring or conductive c0nnections, it being merely necessary to remove the front cover L8 and the bolts 78 and 7 t. The commutator and brushes, which may be of any suitable construction, are accessible merely by removing the front cover &8.

It is obvious that various modifications may be made in the construction shown in the drawings and above particularly described within the princlple and scope of my A invention. 7

functions of said device and arranged to close the motor circuit for cranking the engine upon the movement of said. device to a retarded Spitlli position and to open the engine-c1" nking motor circuit upon the movemen of said device to a more advanced spark position; said circuit controlling means including a relay circuit controller for closing or openin the en 'ine-crankii L3 V L 23 b circuit of tne motor, and a master switcn E50 21 111016 advan gain dynamo-motor for crankin the engine When operating as a rector and for operating as a generator when iven by he engine, and circuit controllir means for the dynamomotor controlled said de ice to open l generator circuit and close the nioto cuit for cranking the engine I i ment of said device to a re mded spar sition and to open the eng .erankii tor circuit and to close the generator sir cuit upon the movement of said device t more advanced position, \vi terference with the functions of A ud device; said circuit controlling means including a relay circuit controller in control of the circuits of the dynamo-motor, and a master switch operated by the spark advancing and retarding device in control of the circuit of the relay circuit controller.

An electrical engine-starting apparatus for an internal combustion engine combined with the spark advancing and retard- 8 ing device of the engine and comprising a dynamo-motor for cranking the engine when operating as a motor and for ope ating as a generator when driven by the engine, and circuit controlling means for the dynamo-motor controlled by said device to open the generator circuit and clos the motor circuit for cranking the engine upon the movement o said devi' to a retai spark position an to open. the ing motor circuit nd to close 7113 generator circuit upon the .uiovement of said device ed spark position, Withtmt interference vith. t functions of said dcvice; said circuit controlling' means includ ing relay circuit controlle in control of the circuits of the dynamo motor, and a master switch operated by the spark advancing and retarding device in ca trol of the circuit of he relay circuit c Heller; and a clutch o erated by the circuit ice

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