US1878421A - Engine starting apparatus - Google Patents

Description

Sept. 20, 1932. R, M-NARDONE 1,878,421

ENGINE STARTING APPARATUS Filed Nov. 9, 1929 2 Sheets-Sheet l u 0R 0b sept. 2o, 1932.

R. M. NARDONE ENGINE S TARTING APPARATUS Filed NOV. 9, 1929 2 Sheets-Sheet 2 Gttornegs Patented Sept. 20, '11932 Y UNITED STATES PATENT OFFICE ROMEO M. NABDONE, OF EAST ORANGE, NEW JERSEY, ASSIGNOR T ECLIPSE AVIATION CORPORATION, or" EAST ORANGE, JERSEY, A CORPORATION 0F NEW JERSEY ENGINE STARTING APPARATUS Application led November 9, 1929. Serial No. 406,079.

This invention relates vto starting apparatus for internal combustion engines.

One of the objects of the present invention is to provide a simple, efficient and reliable engine starter which is characterized by the provision of novel means for engagingsaid starter with the engine to be started.k

Another object is to provide an engine starter which vembodies novel means for au tomatically connecting the starter to the engine after a predetermined period of time.

A further object is to provide an inertia type starter in which the inertia member is energized by an electric motor, and which includes novel and dependable means for automatically stopping said motor at the moment of engagement between starter and engine.

A still further Objectis to provide ka motordriven inertia type starter with automatic means for causing engagement with the engine, which also includes novel means for definitely timing the instant of said engagement so as to insure that the inertia member has been actuated for a sufficient length of time to secure the desired storage of energy, and additional means for stopping the motor simultaneously with the engagement of starter and engine.

The above and other objects will appear more fully in the detailed description of the invention which follows. Although only one embodiment ofthe present invention is illustrated in the accompanying drawings, it is to be expressly 'understood that these drawings are for the purposes of illustration only 'and are not to be construed as a limitation of vthe scope of the invention, reference being ment of the invention shown in Fig. 1 includes an inertia starter of the typeJ wherein an electric motor may be used to energize the inertia member, such as a small high speed flywheel, and wherein said inertia member is adapted to actuate an engine engaging member through suitable reduction gearing and a drive that includes a yielding clutch.

The inertia means, reduction gearing and drive are suitably supported and housed in a two-part casing, the main portion 1 of said casing being detachably connected to the crankcase 2, or other part of the engine, by

suitable means such as screws 3, andsecond# casing 4. The flywheel is held against longitudinal movement on shaft 9` by means of a nut 13 which is threaded onto one `end of shzft 9 and a shoulder 14 formed on the other en Suitable means are provided for actuating the flywheel to store energy therein, which energyv is subsequently used for cranking the engine. To this end there is provided an electric motor indicated generally at 15. rI `he motor is enclosed in a two-part casing, the larger portion 16 thereof being removably attached to the secondary casing portion 4, as by bolts 17, to provide a housing for the flywheel. The smaller portion 18 of the motor casing is secured to the larger portion 16 as by bolts 19. Connection between the motor 15 and the flywheel is made by a pairot` dogs 20 and 21, dog 20 being threaded on shaft 22 and adapted for rotary and longitudinal movement into driving engagement with the dog 21 which is fixedly secured to web 7 of the flywheel.A The dogs or clutch members 20 and 21 are normally held in disengaged or nondriving position by means of a light coil spring 24 which surrounds shaft 22 and is interposed between a retaining nut on the end of said shaft and clutch member 20. When the motor is energized the dog 2O moves into driving engagement with dog 21 and as soon as the circuit to the motor is opened sprin 24 is ei'ective to return dog 20 to disengage position.

The rotation of or the energy stored in the flywheel is transmitted to the drive through a train of reduction gearing. This reduction gearing, in the embodiment shown, comprises a pinion 25 formed integral with flywheel shaft 9, a bell gear 26, a rotary internal gear 27, a setof planetary gears 28 and a stationary internal ring gear 29. Pinion 25 meshes with a peripheral gear 30 of bell gear 26, shaft 31 of the bell gearbeing suitably journaled in ball bearings 32 held in a boss 33 formed in secondary casing 4. A pinion 34 formed on the extremity of shaft 31 of bell gear 26 in turn engages internal gear 27 which is mounted to rotate freely upon a short shaft or hub 35 which is integral with end plate 36 of the driving mechanism later to be described. Internal gear 27 is also provided with a pinion 37 which meshes with a plurality of lanetary gears 28, preferably three in num er, the planetary gears in turn engagingwith stationary internal gear 29. The latter is secured to the interior of main casing l as by means of studs 38, and a dowel pin 39 preferably extends into casing 1 and ring gear 29 to prevent shearing of studs 38. The planetary gears 28 are journaled upon screws 40 mounted in end plate 36, and are held in proper operative position by an annular retaining r1ng41.

The transmission or drive constitutes the means whereby the energy of the rotating flywheel ma be applied to a member of the engine to be started so as to crank it, and, in the embodiment shown, comprises a driving barrel 42, an interiorly threaded nut 43, a friction clutch between said barrel and nut, a screw shaft 44 and a clutch jaw or cranking member 45. The driving barrel 42, which is rotatably supported in casing 1 by suitable means such as ball bearings 46, receives its rotation from the flywheel through the reduction gearing by ,virtue of the fact that planetary gears 28 are journaled. u on screws 40 mounted in end plate 36 whic is preferably. made integral with the driving arrel 42.

The rotation of the driving barrel is then transmitted through a suitable-yielding driving connection to the clutch jaw 45, and means are provided for moving said clutch jaw axially into engagement with a corresponding clutch jaw 47 formed on a member of the engine to be started. These jaws are formed with complementary, inclined teeth to facilitate engagement and disengagement.

In the form shown, an interiorly threaded nut 43 is positioned within the driving barrel and is drivably connected thereto by means of is placed between the outermost friction disk i and end plate 36 of the driving barrel, while at the other end of the clutch another spacing member 50 is held against the innermost friction disk by a shoulder 51 on nut 43. TheV disks 48 are held in frictional engagement by ymeans of a plurality of coil springs 52 bearing against a thrust ring 53 through which the force of the springs is transmitted to shoulder 51, spacing member 50 and thefriction disks 48. The tension of springs 52 may be adjusted by means of a nut 54 which is threaded'into the inner end of barrel 42. A ring 55 provided with studs 56 may be employed to maintain the coil springs 52 ink spaced relation within the barrel.

Suitable means are provided for transmitting the rotation of nut 43 to the clutch jaw 45 and for moving Vthe latter axially into engagement with the clutch jaw 47. Accordingly a short threaded shaft'44 is positioned in the interiorly threaded nut 43, said shaft being provided on its outer end with a stop nut 57, and having its inner end splined to engage a. splined hub 58 formed on the clutch jaw 45. The shaft 44 is hollow, andan operating rod 59 extends therethrough which is provided at its inner end with a nut 60, limiting the inward 'movement of clutch jaw 45, and which at its outer end is operatively connected to the automatic means later to be described` which control the engagement of clutch jaw 45 with clutch jaw 47. Rod 59 is also provided with a shoulder 61 which bears against the outer end of shaft 44. A coil spring 62 is provided, surrounding the inner end of rod 59. which is seated in a recess 63 formed in shaft 44 and bears against the back of clutch jaw 45 thus tending to resiliently urge it inwardly toward clutch jaw 47 An oil sealing member 64 is suitably secured between casing 1 and engine casing 2 and maintains an oil-tight seal around clutch jaw 45 by means of a suitable packing ring 65 which is secured to member 64 as by means of an annular plate 66 and rivets 67, and which is held against the back of clutch jaw 45 as by sleeve 68, surrounding hub 58 of clutch jaw 45, and provided with a lflange which engages said ring.

Referring now to the jaw engaging mecha- W nism, means are provided for advancing clutch jaw 45 into engagement'with clutch jaw 47, and for positively governing such advance so that the engagement will not take place until after a certain predetermined interval of time has elapsed after the starting of motor 15. Said means, which are preferably automatic, are also operative to open the electrical circuit to the motor substantially y with a threaded portion plate 71 is fixedly connected to the end 72.

of armature shaftv22, by suitable means such as a nut 73 and a double-D 74. 'Coaxial with the armature shaft is a governor shaft 75 suitably journaled at its outer end in casing 69 and supported at its inner end by a reduced y portion 76 of armature shaft end 72 which fits into a recess 77 formed in said governor shaft. Loosely splined to governor shaft 75 so as to rotate with it and yet have axial movement lrelative thereto, is a second friction plate 78, which is normally urged into contact with plate 71 by a plurality of Aequally spaced, flexible leaf springs 79. One end of each of these springs is secured to a milled hub portion 80 of plate 78 as by a screw 81, the other end is secured in a similar manner to a flat which is milled on governor shaft 7 5.l Springs 79, of which there are preferably three, carry fiyweights 82 secured to them at 'their midpoints as by rivets 83.

The outer end of governor shaft 75 has formed integral with it a pinion 84 which meshes with and drives a gear 85. Gear 85 l also has a pinion 86 which engages withl and Gear 87 has a shaft 88 formed in casingJ 69, and which is provided 90 carrying a nut 91. Bearing against the face of nut 91 is a yoke 92 (Fig. 2) whichis connected through a crank arm 93, a tie rod 94, a crank arm 95, a shaft 96 and a crank arm 97 to operating rod 5.9. The contacting faces of nut 91 and yoke 92 are each provided teeth 98 which, in engaging, tend to hold nut 91 against rotation. Therefore, when the rotation of motor 15 1s transmitted throughthe gears to shaft 88,inut 91, being held against rotation by yoke 92, will move slowly toward the engine. This forward movement is in 4turn transmitted through'the described. connections to operating rod 59. As operating rod 59 moves inward toward the engine. it also forces screw shaft 44 and clutch jaw 45 inward due to the threaded-connection between shaft 44 and the rotating nut 43.

The rate ofy motion of nut 91l along the `threaded portion 90 of shaft 88 and hence the interval of time required `for'full meshing enagement may be predetermined by proper esign of the threads on said shaft, the gear ratios, the size of springs 79 and the weight of flyweights 82. The size of the springs and the weight of the yweights determine the n speed at which governor shaft 75 will rotate. The rate of motion of nut 91 along its shaft will therefore be a function of this speed of the governor shaft, the gear ratios, and the pitch of the threads on shaft 88.

while v "designed speed of governor with a set of fine ratchet.

lclutch to the flywheel, l storing energy therein.

When nut 91 has moved sufiiciently to just initiate engagement between clutch ljaws 45 and 47, the jaws grip and sta-rter jaw 45 is forced into full engagement by -spring 62,

' carrying with it rod 59 and in turn yoke 92.

At this instant of initial engagement ofv the jaws, yoke 92 is just making contact with a cup-shaped button 99 which carries a contact member 100 insulated from the button as atV -101 and'forming a part of the electrical circuit to the motor 15 through ,contacts 102. Button 99 is provided at one end with a shaft A103 which is journaled for axial movement in casing 69. A coil spring 104 surrounds this shaft and resiliently urges button 99 to the left in Fig. 1, -thus tending to keep conf tacts 100.and 102 closed. The ycupped end of button 99 receives and provideds a bearing for an extension 105 of shaft 88. This end also receives one end of a coil spring l06,-the other end of which bears against the face of nut 91.

The electrical connectionsto motor 15, including contacts 100 and 102, are diagrammatically shown in Fig. 3. One circuit is provided. which includes a source o f electrical energy as a battery 107, a main switch 108, a solenoid coil 109 of a magnetic switch and one terminal of the motor 15. This circuit is provided in order to insure that the required power is available for running motor 15 at the' proper speed, which must not be less than the proper'power is available, come sufficiently energizedto cause its armature/110 to close contacts 111 and 112, thus completing the main circuit through the motor and contacts 100 and 102. It is now seen that when contacts 100 and `102 the motor 15 will stop.

The operation of the apparatus is as kfolshaft 75. If the coil 109 will bey are opened Y l lows z-When it is desired to crank the engine, A

` main switch 108 is closed, energizing coil 109.

If'th'e required power for propery operation is available, contacts 111 and 112are closed and the circuit fthrough the motor '15 is comleted. As the motor speeds up, its rotation 1s transmitted through the one-way dog The rotation of the flywheel is in turn transmitted through the reduction l gearing tov driving barrel 42. There being no load on clutch jaw 45, the entire driving mechanism rotates as a unit.

At the same time is being transmitted through friction plates 71 and78to governor shaft 75. Friction plate 7 1 rotates at motor` speed, while plate 78 andshaft 75 are driven by plate 71 through the friction created by the forceof springs 79. The size of springs 79 `and the weight of counterweights 82 are so designed that governor shaft 75 will have a normal speed of some R. P. M- that platee71 tends to drive plate 78 and shaft accelerating it and' the rotation of .motor 15 l predeterr'ninedk magnitude, say 100vv Should the motor speed be such at a somewhat higher speed than normal, llyweights 82 will fly out against springs 79, relieving the frictional pressure between plates 71 and 78 with a consequent decrease in speed of shaft 75. Thus it will be seen that governor shaft 75 revolves at a substantially constant and predetermined speed.

Pinion 84 formed on the governor shaft A also rotates at governor speed and through the reduction gearing drives shaft 88 at a greatly reduced speed. Nut '91, therefore, advances slowly along the shaft at a predetermined, uniform rate as previously described, its motion being transmitted by yoke 92 and associated levers and shafts to operating rod 59 and clutch jaw 45.

Due to the ability to predetermine the elements affect-ing the rate of advance of clutch jaw 45, it is possible to design the starter so that a definite, predetermined interval of time will elapse between the instant of starting the motor and the inst-ant of engagement of starter jaw 45 with engine jaw 47. This factor in turn assures that sufficient time is allowed for accelerating the flywheel to designed speed before engagement.

When engagement between clutch jaws 45 and 47 takes place yoke 92 is snapped to the limit of its movement as previously described, and frees itself forcing button 99 to the right in Fig. 1 against spring 104, and opening contacts 100 and 102, i

which stops the motor. Nut 91 is moved back 35, to its normal position by spring 106.

lVhen the engine starts under its own power, starter jaw 45 is forced back by the action of the incined teeth, and operating rod 59 is returned to its normal position by the combined action of screw shaft 44 and nut 43, and atorsion spring 113 which surrounds shaft 96. The return of rod 59 also, through the connecting linkage, causes yoke 92 to be moved to its original position, which in turn allows button 99 to move to the left under the action of spring 104 and to restore the circuit through contacts 100 and 102 to its initial condition.

If desired, the apparatus as described may be provided with additional means for manual starting. Such additional means would comprise a bevel pinion 114 secured to stub shaft 35 of the driving barrel 42, and means rotatable by hand in mesh with said pinion such as a bevel gear indicated at 115, the shaft of which would be fitted for engagement with a hand crank as shown at 116 (Fig. 2).

It will be seen from the above description that thereis provided by this invention a starter of the inertia type for internal com` bustion engines which embodies novel and ellicient means for effecting automatic connection of the starter to the engine; a motordriven starter in which the automatic engagement takes place after a predetermined interfrom nut 91, at the same time val of time has elapsed after energizing the starter motor; a motor-actuated inertia starter which includes automatic means for stopping the motor simultaneously with the engagement of starter and engine; and an inertia starter which combines novel means for automatic engagement with the engine and the means for simultaneously' opening the motor circuit of the starter in an efficient, unitary structure.

It will be obvious that the invention is not limited to the embodiment shown in the drawings but-is capable of being utilized in a variety of structures. For example, any suitable circuit breaking means may be substituted for the contact-carrying button which is actuated by the yoke. Likewise, any suitable means for delivering a lixed rate of motion may be substituted for the threaded shaft, nut and yoke. Moreover, the predetermined interval of time means may be employed with starters of other types than that shown. Various other changes, which will now occur to those skilled in the art, may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention, and reference is therefore to be had to the appended claims for a definition of the limits of the invention. Y

lVhat is claimed is 1.. In a. starter for internal combustion engines of the type having a member n0rinal ly out of engagement but adapted for cranking engagement with a member of the engine to be started, means for moving said cranking member into engagement with said engine member, and means including an element rotatable for predetermining the rate of said motion of the cranking member toward engagement.

2. In a starter for internal combustion engines of the type having an electric motor as the source of driving energy and having a cranking member normally out of engagement but adapted to be moved into engagement with and to crank a member of the engine to be started, the combination with said motor of driven means for moving said cranking memberinto engagement with said engine member at a predetermined rate of speed such that engagement takes place within a definite interval of time after the motor is energized.

3. In a. starter for internal combustionwith said cranking member .ing a drivin Ltrical supply to said motor vengine member after a l matically a vancing motor substantially simultaneously with said enga ment.

4. n a starter for internal combustion engines of the motor-driven, inertia type havmember normally out of engagement but a apted to be moved into engagement with and to' crank a member of the engine to be started, means for automatically moving said driving member into engagement with said engine member, and`means including an element actuated by the rotation of said motor forifautoxnatically interrupting the elecl substantiallyfsimultaneously with vthe engagement of the driving and engine members.

5. In a starter' for internal combustion enginesL of the motor-driven, inertia type having a driving member vnormally out of engagement but ada ted to be moved into engagement with and) to crank a member of the engineto be startedmeans for auto.- matically moving said driving member' into engagement vwith said engine member, and means forv delaying theengagement of. said members for a definite predetermined interval of time after the motor is started.

6. In a starter for internal combustion engines, a driving member yadapted yto engage and'crank va member of the engine to be started, means for rotating said driving member including aflywheel, an electric kmotor for actuating said flywheel to store energy therein, means responsive to rotation of said motor for advancing said driving member into engagement with said engine member, and means for interrupting the electrical supply to said motor upon4 engagement of the driving and engine members.

7 In .a starter for i-nternal combustion engines, a driving member adapted t0 engag and crank a member ,ofthe engine to' started, means for rotating said driving member including a fl wheel, an electric motor for actuating sai flywheel to store energy therein, and means for advancing sai driving member into engagement with said redetermined interval of time has elapsed ollowing the starting of the motor.

8. In a starter for internal combustion engines, a driving member adapted to engage and cranka member ofthe engine to be started, means for rotating said driving member including a flywheel, an electric motorfor actuatiny said fiywheel, means for autosaid, driving member into engagementwith Said engine member after a predetermined interval of time has elapsed following the starting of the motor, and means for-stopping said motor upon enengagement of the driving and engine members.

9. In a 4starter for internal combustion en.

gines, a driving member adapted to engage and crank a member of the engine to be started, means vfor rotating said driving member including a flywheel, an electricmotor for actuating said flywheel, means for automatically advancing said driving member into engagement with said engine mem ber, and means for predetermining the rate of said advance of the driving member toward engagement. e

10. In a starter for internal combustion engines, a driving member adapted to engage and crank a member of the engine to be started, means for rotating said' driving member including a flywheel, an electric motor for actuating said flywheel, Ymeans for automatically advancing said driving member into engagement with said engine member, and means for delaying the engagement of said members. for a definite, predetermined interval of time after the motor is started.

11. An engine starter including a driving member adapted to engage and crank a member of the engine to A be started, actuating means for said driving member including,A

a flywheel,` an electric motor for rotating` and storing energy in said flywheel, means for automatically advancing said driving member into engagement with the engine member at a'predetermined'rate such'that until the flywheel has been rotated for a predetermined interval of time. y

12. An engine starter comprising a driving member adapted to engage and crank a mem ber of the en ine to be started, actuating means for sai driving member including a flywheel, an electric motor for rotating and storing energy in said flywheel, means for advancing said driving member into engagement with the engine member,`means for delaying said engagement until a redetermined period of time has elapsed gbllowing the initial rotation of the flywheel, and means for opening the electric circuit to saidmotor simultaneously with said engagement.

13. In apparatus of the class described, the combination of a motor-actuated inertia starter for internal combustion engines, and means for engaging said starter with the en'- gine to be started at a definite, predetermined time measured from the time of starting the motor. I

14. In apparatus of the class described, the combination of a motor-energized inertia starter for internal combustion engines, means responsive to rotation of said motor forengaglng said starter with the engine to be started, and means for automatically interrupting the electrical supply to the starter motor when engagement takes place between the starter and the engine.`

15. In apparatus of the class described, the combination of a motor-driven inertia starter for internal combustion engines, means for automatically engaging said starter with the engagement between said members is delayed ,s

engine to be started after a definite, predetermined interval of time has elapsed following the starting of the starter motor, and means for stopping said motor when engagement takes place between the starter and the engine.

16. In a starter for internal combustion engines, a driving member normall f out of engagement with but adapted to be moved into engagement, with and crank a member of the engine to be started, and means for automatically advancing said driving member toward engagement with said engine member at a constant, predetermined rate of motion, said means comprising a constant speed governor shaft, and means for converting the constant rotary motion of said shaft to a constant linear motion of said driving member.

17. In a starter for internal combustion engines, a driving member normall Y out of engagement with but adapted to be moved into engagement with and crank a member of the engine to be started, means for actuating said driving member including an electric motor, means for automatically advancing said driving member toward engagement with said engine member at a constant, predetermined rate of motion, said means including a governor shaft, means for rotating said shaft at a constant, predetermined speed, and means for converting the constant rotary motion of said driving member, including means for automatically stopping the motor when engagement between the driving member and the engine member takes place.

18. In a starter for internal combustion engines, a driving member normally out of engagement with but adapted to be moved into engagement with and crank a member of the engine to be started, means for rotating said driving member including a flywheel, an electric motor for actuating and storing energy in said flywheel, means for advancing said driving member into engagement with said engine member at a constant predetermined rate of motion, said means comprising a constant speed governor shaft, a variable frictional riving connection between said governor shaft and the motor and means for convert- 'ing the constant rotary motion of said governor shaft to a constant linear motion of said driving member, and means for opening the electric circuit to said motor simultaneously with the engagement of said driving and engine members.

19. In engine starting mechanism, a driving member movable into cranking engagement with a member of an engine to be started, power means for driving said driving member, and additional power driven means operable a predetermined interval of time after initial operation of said power means for substantially simultaneously discontinuing operation of said power means and said last named means' lfor causing engagement between said memers.

20. In a starter for an internal combustion engine of the type having a member normally out of, but movable into, engagement with a member of the engine to be started, means for moving said first named member into engagement with said engine member within a predetermined interval of time, and power means for simultaneously rotating said first named member and actuating said first named means, said power means including an electric motor and driving connections between said motor andv said member. A l

2l. In a starter for an internal combustion engine of the type having a member normally out of, but movable into, engagement with a. member of the engine to be started, means for moving said first named member into engagement with said engine member within a predetermined time interval, power means for simultaneously rotating said first named member and actuating said first named means, said power means including an electric motor and driving connections between said motor and said member, and means for deenergizing said motor simultaneously with the completion of said movement.

22. In engine starting apparatus of the type having a driven member normally disengaged from, but adapted to be moved into engagement with a member of the engine to be started, the combination with said driven member of a prime mover drivably connected therewith, means for moving said driven member into engagement with said engine member at relatively low speed, said last named means including an element rotated by said prime mover, and means for maintaining a substantially constant ratio between the speed of said rotated element and the speed at which said driven member is moved toward said engine member.

In testimony whereof I have signed this specification.

ROMEO M. N ARDON E.

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