US1064132A - Starting mechanism for internal-combustion engines. - Google Patents

Description

A. R. CURTIS.- STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLIGATION FILED 001212, 1908.

1,064,132. Patented June 10, 1913.

'70 w 80 I fi 79' A. R. GURTIS. STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. 12, H108. 1,064,132, Patented June 10, 1913.

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STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLIOATION FILED OCT. 12, 1908.

Patented June 10, 1913.

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STARTING MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Application filed October 12, 1908.

Patented J one It), 1912 Serial No. 457.236.

7;) all "Ill/1.0)]! [15 may (roll/c172! lie it known that l. ARTHUR H. Courts, a citizen of the United States. residing in the city and county of Denver and State of Colorado. have invented certain new and useful Improvements in Starting Mechanism for Internal-Com]instion Engines; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being bad to the aecoi'npanying drawings, and to the letters and ligures of reference marked thereon, which form a part of this specification.

My invention relates to improvements in mechanism for starting or cranking internal combustion engines, and is particularly adapted for use in connection with engines of this character when used in connection with automobiles or motor vehicles.

My invention belongs to that class of starting mechanism in which a spring of the clock-spring type. is used to give the initial turn or turns to the ordinary internal coinbustion engines, particularly when such enginc is used in an automobile as hereina t'ter explained.

The operations or movements provided for in my starter, assuming that the spring is wound up, are as follows: Pressure of the foot on the operating lever, makes conncc' tion between the starter and the engine, disconnects the apparatus for winding the spring, and releases the spring, allowing the latter to turn the engine shaft until its energy is exhausted, or partially exhausted, or the same is run down. This action takes place no matter whether the engine starts or not. However, an engine in starting order will be started by this operation and at any time after starting, the engine will be able to rewind the spring and thus bring the starte as a whole, hack to the condition before the operations here enumerated were inaugurated. Upon releasing the operating lever the connection between the starter and the engine is not broken. this engagement being locked by a tripping device which is later operated by the spring itself. However, the releasing of the lever puts in operation the apparatus for winding the spring, which, changing in shape as it is wound, acts at the point when it is completely wound up, to release the connection between the starter and the engine, thus bringing the starter to its original condition amt leaving the engine absolutely tree from any connection with the starter. In other words, the starter shal't and the engine shaft are two separate and distinct devices and when the engine is running. assuming that the starter spring is wound up. these two shafts are completely separated the one l'rom the other, though their adjacent extremities are. equipped with clutell-members which are readily caused to engage by the movement of one member in the direction of .the other.

llaving stated the essential operations to be provided for in my starter I will proceed to describe in detail the lllcuns l'or cllecting the same, reference being made to the accompanying drawings. in which--- Figure l. is an elevation viewed from the engine side of the starter and with the'inclosing case and all attached parts removed from that side. Fig. :2 is a se tional plan, the section being taken on the line Fig. 1., viewed in the direction ol arrow Fig. Fl is a section taken on the line 1 l --l Fig. 4 looking toward the left. or in the direction of the arrow, showing the operating mechanism only, the clutch member and the starter shaft being omitted to facilitate clearness of illustration. Fig. t is an elevation looking from the engine side, or in the direction of arrow 4 Fig. 2, showing only those parts which are on theoutside ol the inclosing case. Fig. 5 is a section taken on the line C() Fig. 4 looking toward the left or in the direction of arrow Figs. (3, T

and 8 illustrate details of the mechanism.

Fig. 9 shows in outline a portion of an automobile with my improved starter attached, the latter together with its controlling means being shown in full lines. In this view the starter mechanism is shown on a greatly reduced scale.

The same reference characters indicate the same parts in all the views.

Referring first to Figs. 1 and 2, let the. numeral 1 designate the crank shaft of the engine. and 2 a part of the crank case, which is rigidly attached to the lid part of the in closing case 4 by means'of a flange 3. 5 is the body of the inclosing case to which are attached the two main springs 6 and 7 by means of the bolts 8 and 9. it) is the main shaft of the starter and is supported in the outer casing by two ball bearings 11. and 12. On its enlarged rear end is slidably mounted the engaging clutch 13 held from rotation teeth 19 and ratchet teeth which, when the shaft on the starter shaft by keys 14 and arranged l ment through all movements, and released to engage with a corresponding member 15 keyed to the trout end of the engine shaft 1, by means of teeth 16, thus making connection between the starter shaft and the engine shaft. Mounted loosely on the shaft 10 is the spring center 17 to which the inner ends of the springs G and T are rigidly attached in the usual manner. This center. 17 carries, by means of radial arms 18, gear 20. Meshing with the teeth '19 is a pinion 21 which is keyed to a winding shaft 22 and bears on its side two spiral jaws 23 which are shown engaged with corresponding jaws on a winding gear 24:, the two sets of jaws forming the. winding clutch. Meshing with the gear 2-1 is an idler gear 25 which in turn meshes with a pinion 26 which is keyed to. the main shaft 10 so that gears 2-1, 25 and 26 are always turning when the shaft 10 is turning. Formed integral with the pinion 26 is a ratchet arm 27, carrying a pawl 28 which engages with the ratchet teeth 20. The gear 19 and the pinion 21 always being in rigid connection with the inner ends of the main springs 6 and 7 either one may be used as a ratchet wheel in connection with a pawl to hold 'the spring when wound. Since this pawl ,must be withdrawn from the teeth under pressure, which necessitates hardened surfaces, I have used the pinion 21 for this purpose. 29 is the pawl which is fulcrumed at 30 and engages with the teeth of the pinion at 31. For disengaging, this pawl has an extension terminating in a face 32, which slides on an incline face of a planger 3 L. Pressure on this plunger will force the pawl 31 to the right (see Fig. 1), and release the pinion 21, after which the plan ger 34 is returned to its original position by a spring 35. The foregoing description covers all of the parts which transmit power either from the starter or the engine, and I will now proceed to describethe parts comprising the operating mechanism whose movements are broughtabout either by the operator or automatically.

Referring to Figs. 2. 3 and 4, the engaging clutch 18 is controlled by a lever 36 by means of sliding blocks 37. The lever 36 is mounted loosely on the main operating shaft 38, but the latter is provided with a key 39 38 is turned clockwise (see Fig. 3), will engage a shoulder 40 in the hub of the lever '36 and thus turn this lbver to the position shown in broken lines, but the slot t1 in the hub of the lever 36 will not permit the shaft to carry the lever 36 back with it on its return movement, the spring 42, cooperating with the action of teeth 16 causing such return, being pro vided for this purpose. According to the l l l adjusting nuts 51.

general outlines of movements given, the

engaging clutch 13 must be held in engageoperating. the winding clutch only when the main springs 6 and 7 are completely wound. To arrange for this, advantage is taken of the fact that when a spring of this sort is being wound up it grows less in diameter, the outermost layer of the spring being the last'to come in and engage the other layers. If, however, a slide be arranged to be controlled by this outermost layer and so constructed as to impinge upon some moving part of a tripping device (arranged to hold the lever 36 in its engaged position), when said outermost layer has reached its smallest diameter, the desired control of the lever 36 will be accomplished. Referring to Fig. 3, the numeral 43 repre sents the outer layer and 4% the innermost position of the outermost layer of the main spring 6, that is'to say, the positions of this outermost layer corresponding to the unwound and wound conditions of the main springs 6 and 7. The numerals 45 and 46 represent the corresponding positions of the next layer of the spring 6, lying inside of the outermost layer. Lying between these two layers is one leg of a slide 47 which is guided by ways 48 formed in the main case 5. This slide is provided with a sleeve 49 slidably mounted on a guide rod 50. This rod is guidedat its outer end by the bearing of an adjusting nut 51 in the main casing, and at its inner end by a bearing 52 also in the main casing 5. The sleeve 49 of the slide et? engages with a pin 53 in the rod 50, thus drawing the said rod in toward the shaft of the starter as the main spring thus grows smaller in diameter. This movement is com municated to a trip lever 54 by means of the The trip lever 54 is fulcrumed on a pin 55 which has secured to it a flat spring 56 which always acts to push the upper end 57 of the lever 54 into the position shown by dotted lines in Fig. 3. In this position the trip lever 5 1 is shown supporting the-lever 36 in its engaged position. Thus it will be seen that byproperly ad justing the nuts 51 the operation of the trip lever 54; can be so timed that just as the outermost layer of themain spring 6 reaches the position 44:, the end 57 of the lever 54 will be withdrawn from the lever 36 and the latter will be brought to its disengaged position by the spring t2.

Referring to Figs. at and 5, the main operating shaft 38 is operated by a lever 58 which in turn is connected by means of a rod 59 (see Fig. 9), with a foot lever 60 which should be placed at a point convenient for the operator of the vehicle in which the engine is placed. The foot lever (it) has a foot-pad ()1 provided with an extension which engages with fixed ratchet teeth (32, which'are intended for locking the operating mechanism in the engaged position. For 23 the lever too ti I) engine shall.

58 has a lug 63 projecting laterally under an adjusting nut Get on the outer end of a stem (55. At the inner end of the stem (35 is a clutch yoke (it? which engages with the groove in the hub of the gear 24.; and as the clutch 23 is a part of this gear, the winding clutch 23 is controlled. A spring (37 acts to hold the clutch 23 in the engaged position. Formed integral with the love 58 is a trip lever (58 having at its end an adjusting screw 69 which in turn engages the plunger 3i of the spring-releasing mechanism.

Having now described all of the parts necessary to a proper understanding of the operation of the starter, I will describe these operations more in detail. All of the parts are shown in the disengaged position. The

main springs 6 and 7 are shown wound up and everything in readine. engine. This is accompllshed by pushing the foot lever (30, whereby the main operat ing lever 58 is drawn to the position shown by dotted lines farther to the left in Fig. 5. The results of this movement are as follows: The key 39 in the shaft 38 engages with the shoulder 40 turning the lever 36 'and carrying its clutch 1?) into engagement with its cooperating clutch member 15, on the adjacent extremity of the engine shaft, thus rigidly connecting the main shaft 10 of the starter with the crank shaft 1 of the engine. The lug (33 on the lever 58 engages with the nut 64 and thus pulls the winding clutch 23 out of enga ement, thus freeing the train oi gears 24, 2n, and 26 from action. The screw (it) of the lever 68 engages with the plunger 34 pushing it in and by means of the face 32 withdraws the lip 31. of the pawl 21!, and reltflisesthe pinion 21 which in turn releases the spring center 17 together with the ratchet teeth 20 which are connected therewith as hereto'lore explained. The springs (3 and 7 will now turn the teeth 20 in the direction o'l arrow A (Fig. 1) so that the pawl '38 will engage these teeth and thus l'ltlllHlTllt this turning movement through the arm 27 to the main shaft 10. in other words. the spring center 17 and all parts mounted on the main shaft 10 turn as a whole on ball hearings l] and 12 and through the engaging clutch 2) turn the Assuming now that the enginc is running and the main springs ti and 7 are run down we have the following existing conditions: The springcenter 17 together with the pinion Al and ratchet teeth 20 are stationary, the pawl 28 freeing the arm 27 which is still turning in the directioi'i of arrow A, but is now being driven by the engine shalt instead oi the springs (i and 7. The layers l and i of the spring l have. moved out to their unwound positions 423 and 45 carrying the slide 47 with them and thus releasing the rod 50 allowing the spring for starting the- 56 to push the trip lever 54 over so that its end 57 engages the lever 36 ready to lock it in its engaged position. These conditions may be maintained as long as the operator may wish with no harm resulting to the starter. 'lo rewind the spring the operator releases the foot lever (30 and the following movements take place. The trip lever 5-]: holds the lever 36 so that the engaging clutch 13 is still in engagement with the clutch 16 of the engine shaft the key 3!) simply moving through the slot 1 1. The spring 35 pushes the plunger 23 back to its original position thus allowing the lip 231 on the pawl 2.) to again engage the teeth of the pinion Q1. The spring ()7 pushes the winding clutch 23 back into engagement when power will be transmitted through the gears 20, 25, 2 1-, 21 and 1.) to the spring center 17, and by virtue of the idler 25 the spring center 17 will he driven in the direction of arrow A (Fig. 1), and thus wind the springs (3 and 7. As the spring (3 is wound up. its outer layer will approach the position -l-l (Fig. 3), drawing the slide 47 with it, and at that position the sleeve 49 will engage with the pin 53 moving the rod 50. thus pushing the end 57 ot' the trip lever 54 out of engagement with lever 36, when the latter will be drawn to its original position by the spring -12 and pressure on the teeth 16. thus disengaging the clutch 13 from the cooperating clutch on the engine shaft. leaving the engine perfectly free and bringing the starter back to its original position ready for another start.

The foregoing description covers the main operations of the starter, but there are several points of construction that need special attention.

Automobile work in general, requires more or less automatic lubrication of all the bearings. Again, machinery as here shown inclosed, is dillicult to lubricate in the ordinary way. To meet these conditions. I have made the following provision: Screwed onto the front end of the main shaft 10 is the body of a compression grease-cup 7t) provided with the usual piston 71 and spring 72. and an adjusting screw 73. Leading out of the greasc-cnp is a duct 7-l running through the middle of the shaft 10 and ending in the cavity 75 at the enlarged trout end of the shalt ll). Radiating from this duct and cavity are ducts (shown by dotted lines) leading to the parts along this shaft that need luln'itaition. Similarly for the shaft 22 l. have provided a grease-cup 7G and aduct 77 with radiating ducts leading to the parts to be lubricated along the shaft: 22. Similar provision may also be made 'l'or the main operating shaft :38 although not here shown.

lrovision must be made for cranking the engine in the ordinary way and for winding the springs 6 and 7 by hand. For this purpose I equip the grease-cup body 70 with two or more lugs 7 8 which are shown in engagement with corresponding lugs made a part of a hub 79 of a starting crank 80, said lugs being of the ordinary form used on starting cranks. The starting crank 80 may be removed from its bearings on the grease-cup 70 when not. in use, or may be left hanging in place. When left on the starter it must be held in some way and I have provided a clip 81 fulrrumed on the main case 5 by means of a pin 82 and held in place in its in and out positions by a flat spring 83 bearing on two llatfaces 84: and 85 of the hub 81. The action of this hand crank upon the starter is as follows: If the operating mechanism is in the disengaged position, turning the crank 80 will turn the shaft 10 just the same as if the engine were turning it by means of the engaging clutch 13, so that all gearing being as shown in Fig. 2, the springs 6 and 7 will be wound up through the gears 26, 25, 24, 21 and 19,

thus winding through all of the winding gears] If the operating shaft is in the engaged position, and the springs 6 and 7 are completely run down, since the winding clutch 23 is then out and engaging clutch 13.is in, turning the crank 80 will turn the engine shaft directly, with no winding of the spring, so that the engine can then be cranked in the ordinary way with no action taking place in the starter. If the operating mechanism is in the engaged position, but the spring is only partly run down, then the action is the same as just described, but

Whatever force is left in the spring will be added to what is being done by the crank 80. -7

The winding of the springs by the method ust described requires that the operator be at the point where thestarter is located. on the car, which could probabl never be so:

is seat andarranged that he could sit in wind up the springs. Again, winding through all the winding gears is too slow and tedious so that I have provided another way of winding which is as follows: The

shaft 22 is provided at its outer end with a universal coupling 86 to Wl1lCl); -;fi,,Wl1ldlng* shaft 87 is attached, which 'shaft may run to anypoint-convenient'to theoperator when in his seat (seeFig. 9). At the end of the shaft 87 is a crank 88. The action is as follows: Set the operating mechanism in the disengaged position. Then the turning of the crank 88 will turn the pinion; 21 di rectly, thus winding the springsti and 7 through the gear reduction caused by the pinion 21 and the gear 19 only, instead of through all ofthe winding gears.

' If the winding clutch 23 is in the-engaged position during the above movements, it would appear that this would cause interference, but the jaws :of the clutch, 23 are of the so-called spiral type, as shown by the shading on the same, as shown in Fig.

l and in detail in Fig. 8. It is well known that such jaws will drive positively in one directionand will slip in the reverse d1- rection. It will thus be seen that when the gear 24 is driving the gear 21 through the 88, the jaws will simply ride up on each other, compressing springs 67 and slide by.

In certain applications of the starter a simple' shaft such as 87 might not enable one toreach a satisfactory position for the crank 88 in which case some other form of gear might have to be introduced between the shaft 22 and the shaft 88. j

If the operating mechanism is once placed in the engaged position, the engaging clutch 13 cannot be released in the ordinary working of the starter, except by winding the spring up, thus causingthe tripping devices to act, and inorder to put the starter in-the disengaged posit-ion under these circumstances, I have provided the means shown in Fig. 3for tripping the lever 36 by hand. As he're shown, nuts 51 project ed head 89. It will be seen that the applying" of pressure to'the head 89 at any time, will withdraw the end 57 of the tripping leverj from the lever 36 and thus release it. I

Internal combustion engines when being cranked always oscillate backward more'or less, and may actually run backward for several turns,- and provision must be made toprevent injury to the main springs 6 and from this cause. There are two conditions to be considered: First, when the springs are woundup and the starter is placed in the engaged position, if the engine attempts to start backward, its-power will be immediately choked by the springs 6 and 7 since the effect of running backward is to wind up these springs more and it has been found by experiment that springs that are powerful enough to start a given sized engine properly, will have sufiicient power to immediately stop said engine, if it starts to run backward, under the conditions here; stated; second, when the springs 6 and 7 'are run down and the engaging clutch 13 is in the engaged position, if an attempt is made to orany of the mechanism of the starter start the engine by cranking and it starts backward, the following operations will result: The pawl 28 on the arm 27 will. engage with the ratchetteeth 20 and thus drive the spring center 17, the gear teeth 19 and the pinion 21 in the proper direction for winding, but at the same time the gears 26, 25 and 24 will be driven in the opposite direction for winding, and thus if the jaws 23 form'- ing the winding clutch, would drive in the wrong direction of turning, there wouldbe interterem-e. heretofore explained, the jaws ".221 will slide by each other if the gear 2t turns liackward. Thus the net result of the engine running backward, if the springs run down. is to wind the springs up directly, through the arm 27 and pawl 28. I

Internal combustion engines are all inclined to be noisy when starting, so that it is very desirable not to add any noise at this time due to operations taking place in the starter. For this reason I have made the two ralchets shown of the socalled silent type.

Referring to Figs. 1 and 2 the pawl 28 is connected by means of a rod with a circular disk or washer 91 which 'asher is pressed into frictional contact with the flanged hub of the spring center 17, by coil springs 99, so that it relative motion takes place between the arm 27 and the spring center 17, the disk 91 tends to move or remain with the spring center 17. The action is as follows: 'hen the spring center 11' moves in the direction of the arrow A (Fig. l) or the arm 27 moves in the opposite direction, the ratchet teeth 20 and the pawl as should engage with each other, and it will be seen that the disk 91 adhering to the spring center 17 will push the pawl 28 into engagement through the. rod 90. When the spring center 17 moves in the direction opposite to the arrow A, or the arm 27 moves in the direction of arrow A, the ratchet teeth 20 and pawl 28 should be held out of engagement it no noise is to be made. It will be seen that the disk 91 adhering to the spring center .17 will draw and hold the pawl 2.8 out of contact with theteeth 20 by means of the rod 90. The pawl 28 and the rod 90 will be acted upon by centrifugal Force, which might interfere with the action just outlined. To prevent this, a coiinlerweigh't $32 is connected with the pawl 28 as shown. which will act against any ccntril'ugal acticn set up in the pawl 98 and the rod 90.

The pawl 29 is controlled by exactly the same principle namely,byfriction.decidedly ditl'erent mechanism, however, being employed. Referring to l igs. 1,2 and 5, 93 is a friction shoe ha\ ing the curvature of the outside of the pinion ll, and having a loop 9t at its end, which loop surrounds the pawl 29 as shown. and rather loosely tits the same. The shoe 03 is pushed into frictional contact with the periphery of the pinion 21, by a spring 9.3. The action is as follows: Starting with all parts as shown in Fig. 1. if the pinion 21 turns in the direction of arrow 1), the .pawl 25) will have its lip 31 pushed out of imgagement with the tooth ot the pinion 21. and .thc trictiou between the pinion 2t and the shoe t l will keep the pawl 29 out of contact and thus prtvent any noise. When the pinion 21. moves in a direction opposite to the arrow B the friction of the shoe will draw the pawl 29 back into engagement. The action here descrlbed takes place no anatler whether the pinion 21 is being driven therefore. arranged to hold the shoe 93 out of contact with the pinion illftluring the time when the pawl 29 is held released by the plunger 3t, when the latter is held down by the operating lever tits.

'lbe numeral 96 designates a tight round washer mounted on the shal't- 2'3 and is surrounded by a loose washer 97 which is made with a vertically slotted opening (see dotted lines in Fig. 1 so that it can have vertical motion. The loose. washer 97 has a lug 98 at the top titling into a slot made on the backside ol the head of the plunger 34, to keep the washer 97 from turning. This washer tits and rests on the shoe 9; the latter being lnadc wider than the pinion for this purpose. It will now be seen that. as the plunger Il l is pressed in or downwardly, forcing out of engagement the lip 31 ot the iawl .29. its lower end will im )in' o u )on'tho l s top of the loose washer J7 and thus push the shoe 93 out of contact with the pinion 21. As soon as the plunger 34 is released and returns to its original position, the spring J5 will again act to put the shoe ll?) in fries tioual contact with the pinion .21.

Single springs of dimensions to give strength enough for starting engines as now found in the market, are hard to obtain, ditlieult' to handle, and produce great side strain on the outer casing. and more especially on the hearings ol' the spring center 17, and the main shaft 10. To overcome these ditliculties I use two or more springs instead of a single spring to get. the necessary power. To neutralize the side pull two springs have their inner and outer ends t'astencd 180 apart. as hero shown; it three springs are employed, their eorresporuling outer extremities would be 1:20 apart. and so on. although more than three springs would probably never be l'ound necessary. \Vhcre more than one spring is used. a separating disk must be placed between each pair of springs as shown at- 99. Fig. 2. With these heavy springs it is diilicult to get them in and out of the inclosing case it there are Fastening lugs ot any kind projecting inside of the case. Again. with the light construe tion of case that must be. used. lugs cast with it ol' allowable size do not,give a reliable l'asteniug tor the outer ends ot the springs.

ltel'errintl to Figs. 1 and .2. the spring 7 has formed on its outer end of substantially the same material as itself, a hinged piece 100, 101 being the pin of thehmge. The piece 100 has the bolt 9 runmng through it and the outer case By using special nuts or suitable washers, enough area on the case 5 maybe covered and clampedto make a secure fastening in the thin material, and

' when the'bolt 9 is removed, the case is left perfectly smooth for the insertion or removal of the springs.

The clutch that makes connection between the main shaft of the starter and the engine shaft must be of a type that will admit of engagement when bothshafts are stationary as this is the condition just before making a start. A friction clutch of any of the well known forms would fulfil this condition admirably but would be altogether too cumbersome and would require adjustment from time to time. On the other hand, with the usual forms of jaws or positive clutches, there would be certain angular positions of the engaging jaws when the jaws would strike and prevent engagement. Again, 1t will be found that when the springs 6 and 7 are driving the engine, the pressure is on one side of the jaws or teeth 16, and on the other side of these teeth when the engine is driving the starter, so that both sides of the teeth must be properly shaped for transmit- I ting power.

Referring now to Figs. 2, 4 and 7, it will be seen that teeth 10 come to an edge on a radial line and are provided with sloping faces 102 extending all the way from this edge, whereas the opposite face of each tooth is made up of the sloping face 103 and the perpendicular face 104. The faces 102 are in contact when the engine is driving and the faces 104 arecin contact when the starter is driving. I have found that teeth coming to an edge in this manner, will engage readily at all angular positions, if the engine shaft 1 and the-starter shaft 10 are in line, and if one of the clutch members, such as 13, is free to turn a distance equal to one-half of the pitch of the teeth from their initial positions, when the teeth start to engage. I have provided for this movement as follows: Referring particularly to Fig. 7, the key 14 is made with a narrow portion 105, and at its back end a wider portion 106. The key way in the clutch member 13 is made in width to fit this wider portion so that when the member 13 is back in its disengaged position, it is held securely in a central position with reference to the keys 14, leaving equal spaces 107 and 108 on either side of the narrow portion 105. As the member 13 is moved forwardinto engagement with the member 15, .either of the faces 102 come into contact turning the member 13 to the right as shown, space 108 making this possible; or the faces 103 come into cont-act turning the member 13 to the time of tripping the leverv 36 left, the space 107 making this possible. Should it ever occur that the edges of all of the teeth should exactly inert and stop the engagement, a slight movement of the member 13 back and forth will jar it to one side or the other, as it is seen that member 13 is perfectly free to turn through a small angle when brought'forward for engagement.

hen the starter is driving there should be no force tending to separate members 13 and 15, as this would tend to develop friction which would waste the energy of the springs and for this reason the faces 104 which are in contact then, are made straight and perpendicular. On the other hand, when the engine is driving and the faces 102 are in contact, there is ample power available whereby there is suflicient thrust to separate the members 13 and 15 and to neutralize all friction of these parts so that the instant the trip lever 54 released the lever 36 the members 13 and 15 will be separated by the very driving force they are transmit-- ting independently of the spring 45. This forms a safe-guard against the possible sticking of the engaging clutch 13 which would cause the springs to be over-wound and perhaps broken. It is for this reason that the faces 102 are made sloping.

It has already been pointed out that. the may be adusted by'the nuts 51. It is equally. important that relative movoments of the lever 30, the plunger 34 and the yoke 60 operatmg respectively, the engaging clutch 13', the spring-release pawl 29 and the winding clutch 23, be accurately to establish and maintain -their proper sequence. 'The movement of the lever 30 must first be adjusted and the other movements regulated with reference thereto. The lever 30 is stopped in its engaged position and is adjusted for this position by a screw 110 passing through a lug 109 which is a part of the hub of the lever-36, said screw impinging on a lug 111.

The movement of the plunger 34 must be so timed by adjusting the screw 69 that the pawl 29 is released just as the lever 30 is stopped, thus insuring that the springs 0 and are not released until full engagetimed constantly ment has been established between the starter and the engine. 7

The movement of the yoke 00 mustbe timedby adjusting the nut 04 so that the jaws of the winding clutch 23 are fully separated, before the plunger 34 releases the pawl '29. V

For the purpose of holding the starter in proper alinement and more especially to make it possible to remove and replace the starter and have it come to the same place, I provide the lid 4 with a flange 11.2 which may form a complete circle as here shown, or form only a part of a circl e as outside conditions may demand. Such circular portions of the flange 112 must be recessed to receive a corresponding flange or rim 113 of a cooperating flange on the supporting member which is here shown as made a part of the. engine casing 2.

Having thus described my invention what I claim is:

between the starter shaft and the engine shaft.

52. A starter for internal combustion en gines comprising a starter shaft, a spring center journaled coaxially with said shaft,

the said center being provided with a gear forming a rigid part of said spring center, and a ratchet and pawl connection between the gear and the starter shaft whereby the power of the spring may be exerted to rotate the shaft.

3. A starter for internal combustion engines comprising a. starter shaft, a spring, a spring center jonrnaled co-axially with said shaft and provided witha gear, means engaging the teeth of said gear for non nially locking the spring-actiiatcd parts against movement, and means acting on said gear teeth 'wl'iereby the latter are utilized to t'ansmit power for winding the spring.

1. A starter of the class described comprising a shaft, a swing center loose on the shaft, said center being provided with a gear, a ratchet and pawl connection bctween the gear and the shaft whereby the power of the spring may be exerted to rotate the shaft, a winding pinion meshing with the said ear, means acting directly on the pinion for normally locking the springactuated parts against movement, and a gearing connection between the winding pinion and the shaft, including a reversing idler, whereby the rotation of the shaft may be utilized to wind the spring.

A starter of the class described comprising a starter shaft, a spring center loose on the shaft, said center being provided with a gear, a pinion fast on the starter shaft, a ratchet and pawlv connection between the gear and ti rshaft, whereby the power of the spring may be exerted to rotate the shaft, a winding pinion meshing with the said gear, means engaging the pinion for normally locking the spring-actuated parts against movement, and a gearing connection between the winding pinion and the shaft pinion including a reversing idler whereby the rotation of the shaft may be utilized to wind the spring, and means for breaking the gearing connection between the two pinions to permit the power of the spring to act to turn the shaft.

6. The combination with a shaft, of a device rotatably mounted, a spring connected with the rotatable device at one extremity its opposite extremity being fixed, a train of winding gears interposed between the spring center and the shaft whereby the rotation of the shaft winds the spring, means for breaking the connection between the train of gears at a suitable intermediate point, and a hand operated shaft connected with one of the intermediate. gears on the spring center side of the break in the train of gears whereby the spring may be wound without actuating the entire train of gears, substantially as described.

7. The combination with a shaft, of a device rotatably mounted co-axially with the shaft, a spring cbnnccted with the rotatable device at one extremity its opposite extremity being fixed, a gear connected to move with the rotatable device, a ratchet and pawl connection between the said gear and the shaft whereby the power of the spring acts through the gear to turn the shaft. :1 train of gears lIll'Ul'POSOd between the first named gear and the shaft, whereby the spring may be wound by the operation of the shaft, means for disconnecting the train of winding gears at a suitable intermediate point, and a hand operated shaft connected with the gears at a point between the break in the train of gears and the spring, for winding the latter by hand, substantially as described.

8. A starter for internal combustion engines comprising in combination with 'the engine shaft, a starter shaft, an engaging de vice arranged to connect; the two shafts in operative relation, a spring connected with the said starter shaft, a suitable device for l1()!ll'i:lll locking the spring-aclmitcd parts against movement, a device for releasing said locking device, and means for controlling said engaging and said releasing devices to cause them to act substantially simull-aneously, and means for locking said cont-rolling means when said engaging and releasing functions have been performed.

5). The combination of" a starter shaft, a power spring, a connection between the shaft and the spring whereby the latter is adapted to give power to and receive power from the said shaft, :1 hand crank for winding the.

spring mounted loosely on said shaft, suitable means for connecting said crank with 2o gaging said-gear for winding the spring, a

2'5 direction opposite to that for winding, and

the shaft, and suitable means for locking said hand crank against rotation when not connected. I '10. A. starter ofthe class described comprising a shaft, a spring center loose on the shaft, said center being provided with a gear, a ratchet pawl arranged to engage with said gear and connected with said said pawl from all contact with said. gear" a spring-center journaled co-axially-with shaft so vthat the power of the spring may. be exerted to rotate the shaft, means for automatically bringing said pawl into ar- .rangement with said gear when the gear moves inthe power transmitting direction,

pawl engaging said gear for holding the spring when wound, means for automatically bringing said pawl into engagement with said gear when the gear moves in a for automatically disengaging and,holding when the motion is reversed;

12. A starter-for internal combustion englnes comprising a starter-shaft, a spring,

said shaft and provided with a gear, means engaging said gear-for winding the spring, a pawl engaging said gear'for holding the spring when wound, means for automatically bringing said pawl into engagementwith said gear when the gear moves in a direction opposite to that for winding, and for automatically disengaging and holding said pawl from all contact with said gear when the motion'is reversed, and meansfor I withdrawing. said pawl from engagement with said gear and simultaneousle with drawing said automatic means from action.

113. A starter for internal combustion en-L gmes comprising in combination with the engine shaft, a spring-actuated starter shaft, distinct and separate from the engine shaft,-andv means for connecting the two shafts in operative relation for turning the engine shaft, saidmeans for connecting the .two shafts consisting of 'a jawed member on the starter shaft arranged to engage with a correspondingj'awed member on the engineshaft, one of said members being free to rotate in either direction through a small predetermined .angle.

. 14. A starter for internalcombustion engines, comprising in combinationiwith the engine shaft, aspring-actiiated starter shaft,

distinct and separate from the engine shaft,-

and meansfor connecting the two shafts in operatlve relation for turning the engine shaft, said means for connecting the two shafts consisting of a jawed member on the starter shaft arranged to engage with a corresponding jawed member on the engine shaft, each of said engaging jaws being formed with sloping engaging faces meeting on a radial line passing through the cen-, terof said shafts, and one'of' said members being free vto rotate in either direction through a small predetermined angle.

' 15. The combination with ashaft to be operated,- of-a spring-actuated starter shaft distinct from thefirst named shaft, means for-connecting the ,two shafts 1n operative relation for starting purposes, means for locking the two shafts in the connected position, and means for automatically releasing the locking mechanism, said means for connecting the two shafts consisting of ajawedmember on the starter shaft arranged to engage with a corresponding gaging facesof said jaws being sloped, so that when said releasing means act to release the locking mechanism the sloping faces causesai'd jawed members to disengage;

16.. The combination with an engine shaft, ofastartershaft, aspring for actuating the latter, a spring center coaXially journaled with the-starter shaft and to which one -ex- 'tremity1 of the spring is attached, a gear jawed member on the engine shaft, the enconnected with the spring center andmovabletherewithunder tension of the spring acting on the 1atter, a connection between the said gear and the starter shaft for actuating the-latter, means for connecting the two hafts in operativerelation for utilizs ,ing

e power of the spring to start the engine, and means acting on the'teeth of the said gear for utilizing the power of the en gine shaft for winding the -spring,-substan tially asdescribed.v A 17., The comb'nation with an engine shaft, of a starter shaft, a spring for actuating the latter, a spring center coaxially journaled. with the starter shaft and to which once);-

tremity'of the spring is attached, a gear fixedly connected'with-the spring center,-"a

pawl and ratchetfconn'ection between the said gear and thestarter shaft., means for connecting thetwo shafts in Operative. re-

iis

lation for' turning the" engine'zshaft, and

means acting on the teeth of the said gear for utilizing the power of the engine, shaft to rewind the spring after the starter shaft has "performed the starting function, substantially as described.

18. The combination with an engine shaft, of a starterv shaft, a spring for actuating .the latter, a connection between the two shafts, whereby the starter shaft first acts to operate the engine shaft after which the latter serves to rewind the spring, a lever in operative relation with the connection between thetwo" shafts, and a slidahly.

mounted member engaged by the spring and in operative relation with the said lever for automatically disconnecting the two shafts after the spring has been wound to a predetermined tension, substantially as described.

19. A starter for internal combustion engines, comprising in combination with the engine shaft, a casing, a starter shaft journaled in the-said casing, a spring center journaled coaxially with the said starter shaft, a spring having one extremity attached to the casing, while the other extremity is connected with the casing, an operative connection between the starter shaft and thelspring center, whereby the tension of the spring serves to rotate the shaft, means for connecting the starter shaft and the engine shaftin operative relation, whereby the power of the spring may be utilized to rotate the engine shaft, a lever for locking the two shafts in operative relation, and a slidably mounted member acted on by the spring for actuating the said lever to bring the same in the locking position when the spring has been unwound,

substantially as described.

20. A starting device for internal combustion engines, consisting in combination with an engine shaft, a fixed casing a movable part free to rotate within the said casing, a spring secured at one end to the casing and at the other end to the movable part, a connection between the said movable part and the engine shaft, suitable means for applying the power of the said spring when wound to the said movablcpart, means for winding the said spring by power taken from the engine shaft, a lever in operative relation with the connection between the movable part and the engine shaft for step ping the said winding,.a movable member engaged by the spring and in operative relation with the said lever, whereby when the spring has been wound to a predetermined position, the said movable member is shifted to release the lever from engagement with the connection between the said movablcpart and the engine shaft, and means acting on the movable part for braiking the connection, substantially as described.

21. A starter for internal combustion engines, comprising in combination with an engine shaft, a starter shaft, an operative connection between the engine shaft and the starter shaft, a spring cen" ;r loose on the starter shaft, the said center being provided with a gear, a pawl and ratchet connection between the starter shaft and the said gear, whereby the power of the spring is exerted to rotate the starter shaft, means for autd matically bringing the said pawl into engagement when the said gear moves in the direction. transmitting the power from-the spring to the starter shaft, means for automatically disengaging and holding the said pawl from contact with the said gear when the motion is reversed, whereby the power of the engine is used for rewinding the spring, substantially 'as described.

A starter for internal combustion engines, comprising in combination with an engine shaft, a starter shaft, a gear journaled coaxially with the said shaft, a spring connected with the said gear means engaging the said gear for winding the spring, a pawl engaging the said gear, for holding the. spring when wound, means for automatically bringing the said pawl into engagement with the said gear when the gear moves in a direction opposite to that for winding, and for automatically disconnecting and holding the said pawl from all contact with the said gear when the motion is reversed, and an operative connection between the said starter shaft and the engine shaft, whereby the starter shaft acts to impart power to the engine shaft when the spring is being unwound, and the engine shaft acts to impart power to the starter shaft in the reverse direction for rewinding the spring, substantially as described.

23. A starter of the class described, comprising a shaft, a gear coaxially journaled on the shaft, a spring for actuating the said gear, a pawl and ratchet connection between the said gear and the shaft, so that the power of the spring may be exerted to lo talc the shaft, means carried by the said shaft for automatically bringing the said pawl into engagen'ient with the said gear, when moving in the power-transmitting direction, and for automatically disengaging and holding the said pawl from all contact with the said gear when the motion is reversed, and means acting on the said gear teeth, whereby the latter are utilized for transmitting power for winding the spring, substantially as described.

2-}. A starter for internal combustion engines, comprising a starter shaft, a spring, a gear journalcd coaxially with the said shaft, means engaging the teeth of the said gear for normally locking the s n'ing-actuated parts against movement, and means acting on the said gear teeth, whereby the latter are utilized to transmit power for winding the spring, substantially as described.

25. A starter for internal combustion engines, comprising a starter shaft, :1 spring, a spring center journaled coaxially with the said shaft, and provided with a gear, means engaging the teeth of the said gear for normally locking the spring-actuated parts against movement, and means acting on the said gear teeth, whereby the latter are utilized to transmit power for winding the spring. and means for releasing the locking means to allow the power of the sprlng to act 11 on the shaft, substantially as de" scribe the 1th s meagree 26. The combination with the" engine- 'the action of the spring performing the ini- 10 shaft, of a starter shaft alined; therewith, etial step in the disconneetin operation. spring "for actuating the latter, a reversible In testimony whereof I a my signature cgnnectien bit-ice? the two shafts whereby in presence oftwo witnesses.

t e starter s a rst acts to 0 erate the en- J gine shaft. after which the lette irewinds the ARTIL'UR R spring, and mechanism for automatically Witnesses: disconnecting the two shafts after the spring LOUISE GOSNER,

has been Wound to a predetermined tension, A. EBERT OBRTEN.

ficpies cf thspatent'may be (attained gor five cents tack, by addressing the Gcmmissioner of @atente.

Washington, D. G.

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