US1024394A - Automobile starting device. - Google Patents

Description

E. R. BRODTON. AUTOMOBILE STARTING. DEVICE.

APPLIUATION FILED SEPT.26, 1911.

rmamma Apr. 23, 1912.

SSES wn Cwt EDWARD R. BRODTON WJTNE @cem `which causes the back kick, and thus to UNITED sTATEs f irme.

EDWARD R. BRODTON, 0F BOSTON, MASSACHUSETTS, ASSIGNOR OF ONE-HALF T0 JOSEPH A. GARTLAND, OF BOSTON, MASSACHUSETTS, vAND ONE-FOURTH TO B. M. STEPHENS. OF HACKETTSTOWN, NEW JERSEY.

AUTOMOBILE STARTING DEVICE.

Specication of Letters Patent.

Patented Apr. 23, 1912.

Application filed September 26, 1911. Serial No. 651,404.

To all fwzom 'it may concern:

Be it. known that I, EDWARD R. BRoDToN, a citizen of the United States. residing at Boston. county of Suffolk, and State of Massachusetts. have invented certain new and useful Improvements in Automobile Starting Devices. ofrivliich the following is a specilieation. reference being had therein to the ac eompanying drawing.

This invention relates to internal combustion engines and has special reference to a starting device for engines of this description. I

1t. is a well-known fact thatv various attempts have been made to eliminate the danger caused by back kicks during the cranking of the engine. These attempts have heretofore been confined to `preventing the brufkivard rotation of the crank handle.

'The principal object of the present invention to prevent premature explosion eliminate such back kick when caused by premature sparking. This object is attained by means of certain 'improved mechanism connected with the cranking device for advancing and retarding the spark at the spark'] lug so that While the engine is being cranked the spark Will take place only when the engine crank has passed the upper dead center and the piston begun to descend.

lVith the above and other objects in view as will be hereinafter apparent. the inven tion consists in general of certain novel arrangements of parts and combinations of details, hereinafter fully described, illustrated in the accompanying drawings, and specilically set forth in the claims.

In the accompanying drawings like characters of reference indicate like parts in the several views, and Figure 1 is a view` partly diagrammatic and partly in outline showing the arrangement used for advancing and retarding the spark. -Fig 2,is a section on the line 2-2, in detail of the mechanism illustrated in Fig. 1. Fig. 3 is a detail side elevation of a portion of the apparatus shown diagrammatieally in Fig. l, said ligure being shown in its relation to Fig. 1

for the device.

The numeral 10 indicates a portion of the frame of an automobile or other like device forming a support for a gas engine wherein a crank shaft is provided as at 11. Upon the end of the crank shaft 11 which projects forwardly from the engine proper there is provided a clutch member 12. Forward of this crank shaft there is mounted on the frame 10 a casing 13 which containscertain safety mechanism not deemed necessary here to be' described. Through this casing extends a slidable and rotatable shaft 14 adapted to receive a suitable handle for the purpose of rotating the same, the latter not being deemed necessary here to be disclosed. On the rear end Iof the shaft 14 is a. clutch member 15 adapted for engagement With the clutch member 12. All of these parts are here shoyvn diagrammatically in dotted lines, that is the specific construction of these parts forms no part of the present invention and are fully described in my copending application for patent on automobile cranking device, fled August 7th, 1911, and bearing the Serial No. 642,640.

In order to insure the explosion taking place in the cylinders at the the proper point inl the revolution to drive the engine in a purpose of better illustrating the 'forward direction and to prevent explosions prior to the crank having passed beyond the upper dead center, the present apparatus has been devised. This apparatus employs the usual battery 16 and magneto 17. This battery 16 and magneto 17 each having one pole grounded as indicated at 18, and the other poles of the battery and magneto are connected by Wires 19 to a two pole switch 20 which in turn connects with the spark coils 21 by means of a wire 22. At 23 is indicated a timer of the usual construction which is connected to the spark coils 21 by means of the Wires 24, and these spark coils are also connected to the spark plugs 25 by means of wires 26. These parts are all of the. ordinary construction now employed and the arrangement. is the same as that common to all automobiles. On this 'achas been shown in heavy lines.

count the parts have been shown in light full lines while the improved arrangement In the improved arrangement there is employed .an additional timer 27 which is connected with the wires 24 by means of wires 28. The other pole of this 'timer is connected by means of a wire 29 to a sprin contact member 30 carried on a block o insulation 31, which is in turn mounted on a bracket 32 preferably secured to the casin 13. This bracket 32 is also provided wit a second spring contact member 33 against which the member 30 is adapted to be forced for the purpose of grounding the timerv27 .through the frame of the machine. its remaining pole connected by a wire 34 to a spring contact member 35 which is carried on a block of insu1ation'36 mounted on the casing 13.4 This spring contact member 35 is arranged for contact with a spring contact member 37 carried on the casing 13.

Upon the .shaft 14 is mounted a collar 38.

provided with a ange 39 which is adapted to contact with the members 37 and 30, respectively, according as the shaft 14 is in its forward orrear position. The timer 27 is so arranged that. the spark passes during the down stroke of the-piston in the engine and the timerl23 is in normal position with reference to the motion of the piston inthe cylinder.

v It will be seen thatwhen the clutch members are disengaged, the timer 23 will be rendered operative by reason of the grounding of the wire 34 since the iange 39. will close the contact between the members 35 and 37. It will also be seen that when the clutch is thrown in the members 30 and 33 will be brought together while the members 35 and 37 will spring apart. Thus the timer 23 will be rendered inoperative while the timer 27 will be cut in and rendered operative by the grounding of the wire 29. By means of this arrangement it is impossible for the explosion to take place at such time that the tendency will be to reverse the engine, that is to say on the upstroke of the piston. The ossibility of back kicks is thus eliminate to the greatest possible extent, as this can only occur by reason of incandescent carbon deposits on the inside of the cylinder, which is a matter of rare occurrence although it does happen that at long intervals this incandescent carbon will cause explosions. However, a clutch arrangement of any desired ty e may be used .to prevent injurious effects rom even these rare explosions. y

Provision is also made to mechanically render the timer 27 inoperative and this mechanical means is illustrated in Figs. 1 and 3. Upon the shaft 14 is a collar 39 and from this collar lextends an arm 40 The timer 23 has' shaft and which vis provided with t-he contact points 46. The construction of this 'timer is not deemed necessary to be speciically shown since any form may be used in which one member rotates with the timer shaft and the other remains stationary. In any event the movable member is provided with a shipper groove 47 wherein are held shipperpins 48 of a shipper fork 49 formed upon the end of the bar 41. By means of this arrangement as the clutch members are brought together the movable timer member will in like manner be brought into opy erative posit-ion.with relationto the fixed timerv member so that the timer 27 is controlled both mechanically and electrically.

4 There has thus been provided a simple and eiicient device of the kind described and for the purpose specified.

Having thus described my invention, what I claim as new, is

1. In an internal combustion engine, a plurality of timers, `a cranking device, and means controlled by said cranking device to render either of said timers operative.

2. In an internal combustion engine, a normally active timer, a normally inactive timer, a cranking device, and means controlled by said cranking device .for rendering 'the normally active timer inactive and the normally inactive timer active.

3. In an internal combustion engine starter, a clutch device comprising a plurality of members, a sparking device -including'a normally o en circuit closer carried by one member o th'e clutch, and. means to close said circuit closer carried by another member of the clutch. 4

4. In an internal combustion -engine starter, a clutch device including a movable operating member, a sparking device including a normally active timer mechanism, and a normally inactive timer mechanism, each of said timer mechanisms includin a circuit closer, and means on said 'operatlng member for selectively closing either of said circuit closers.

5. In an' linternal combustion engine, a normally inactive timerincluding -a xed portion and a revolving portion, al cranking device, and means movable bythe cranking.

device for moving one timer portion to and from the other portion.

6. In an internal combustion engine, a normally active timer, a normally inactive timer including a fixed portion and a re- In testimony Whereol I hereunto aiix my volving portion, a cranking device, means signature in presence of two Witnesses. operable by the movement fof the cran-king EDWARD R BRODTON device for grounding said timers selectively, y and other means operatively vconnect-ing the Witnesses:

vmovable timer element of the normally ae- C. A. BAKER,

tive timer with the erankdevice. GUsTAvUs W. MCCUEN.

Copies of this patent may be obtied for ve cents each, by addressing the Commissioner of Patents:

K. Washington, D. C.y

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