US1095387A - Engine-starter. - Google Patents

Description

H. NrEDENS. ENGINE STARTER. APPLICATION FILED {11111528, 1912.

- Patented May 5, 1914.

Y g/ll dm UNITED stares raiser carton.

HENRY N. areas, or nnwnonsrnrn, WISCONSIN, ASSIGNOR TO THE JOHN LAUSON mumcrumns conranr, or new HOLSTEIN, WISCONSIN.

ENGINE-STARTER:

Specification of Letters Patent.

Patented May 5, 1914;.

Application filed June as, we. Serial No. 706,438.

tion thereof.

My invention refers to ignition systems of the magneto type for gas engines, its object being to provide a simple, economical and effective means for positively starting such engines, the same being accomplished by timing the magneto in relation to the sparkmg moment through a gear train whereby a partial rotation of the engine crank-shaft in a reverse direction from its drive willpro duce the desired spark at the highest point or peak of the wave to produce explosion of a. partially compressed initial gas charge.

The essential feature ofthis invention is, under all ,conditions, to provide a positive driving means for the'magneto at a ratio of 2 to 1 relative to rotation of the engine crank-shaft. To obtain the maximum efiiciency it is also desirable to employ a low tension alternating magneto of the make and break rotary type, together with means for retarding the spark incidental to startlng the engine, and for advancing said spark thereafter when the engine is under normal runnin conditions.

parts p gen' away to more'clearl-y illustrate strlietrrral features.

-' Referring'by "characters tothe drawing, 1

represents'the cylinder of a gas engin e of the compression typje and 2 the explosion chamber thereof, the cylinder being provided with a standard piston 3, which piston" is connected to the crank-pin 4 of an engine crank-shaft 4 by a pitman 5that'is illustrated in dotted lines. The explosive chamber. of the cylinder is provided with a standard set of intake and exhaust valves (not shown) and also a make, and break mechanism of the hammer type comprising a sprlng-actuated trip-lever electrode 6, that is adapted to close an electric spark-circuit through contact with a fixed electrode 6, wh ch electrode is insulated from the engine cylinder. The crank shaft 4' carries a toothed pinion 7 which serves as a driver for a toothed gear-wheel 8, which gear-wheel carries the usual sparking-cam 8, the ratio of the pinion and gear-wheel being 2 to 1 respectively, whereby the sparkingcam is tuned to make one revolution to two revolutions of the engine crankshaft. The spark cam is adapted to engage and actuate a reciprocative sparking-rod 9 that is supported in suitable bearings, the same being formed in two sections that are in telescopic connection, one of which sections carries a bracket 10, having a sleeve portion through which the other section of the rod is loosely fitted. The bracket carries a cam-slotted timing lever 11, the slot of which engages a pin 12 that extends from that section of the rod which is supported in the bracket. Movement of this cam-lever is adapted to shorten and lengthen the spark-rod, whereby the timing of the spark may be advanced or retarded. The lever isdesigned to have three distinct movements, in each of Whichmovements -it is locked by engagement with notches of a detent 10' that forms part of the bracket 10. Thus the timing lever, as shown in the diagram, is locked in its central or vided with an anti-friction roller for enagement with the cam 8 and said rollertogether with the rod is heldin its engaged position by a spring 9. The outer end of the rod carries a plunger-head 9, a nose of which is adapted to engage and actuate the trip lever electrode 6, said plunger-head being adjusted with relation to its time of engagement with the lever by a pin 9' which the lower face of said plunger head plays. 4

upported by' the engine frame is amagupon n'eto*13, the armature spindle o-fwhich cari a l fies h d i io 14, which pinion has vrow on point I).

neshing engagement, with the gear-wheel the said pinion being of such ratio with elation to the gear-wheel that it will make four revolutions to one of the latter and hence it follows that by the train of driven gears from the crank-shaft the magneto armature is given two complete revolutions to one revolution of said crank-shaft. The mag.

in instances where the armature is rotating from lealt to right, as hulicaled lrv the arl' v hen the parts are in the relative positions shown in the diagram the indicator points a and b are registered and the magneto has develo ied .in its rotation the highest point of the wave. Incidental to the parts assumingthis position under normal running conditions, the crank-pin is -advanced to approximately its limit on a compression stroke and the spark momentbemg advanced, a spark will be produced, by action ot the cam upon the spark mechanlsm, *ansing a break to occur between the electrodes, it being understood that the crank-shaft is rotating from left to rightas indicated by the arrow. llence it will be apparent that with each complete cycle of the crank-shaft,ignition of a gas charge will occur, when the crank assumes the position shown in full lines in diagram, the magneto armature having made two complete revo lutions in the meantime and developed four high points in the electric current, only'one of which isutilizedi l n this operation of normal running, the sparking mechanism acts in a similar manner to that ordinarily employed in a magneto system geared in the usual manner, with the exception that in this instance the magneto is geared to rotate atdouble the speed of that ordinarily used. This higher speed however has no detrimental efiects upon the mechanism. The face of the magneto is also provided with a second stationary indicator point 6, which point is so positioned relative to the armature of the magneto, as to indicate, in

conjunction with the dial indicator points a, a, the peak of the wave generated in instances where said magneto arn'iature is retated from right to left, or in a reverse direction from that ordinarily employed. All of these indie tor points term no part of my invention and are commonly utilized in magnetos at the present time. The magneto is also nected in the ordinary manner by unease? a wire 13 to the stationary electrode (3",

gine "frame.

The above described mechanism. is all of ordinary construction, with the enception that the magneto when embodied in a starter mechanism. made in accordance with my invention, in place of being rotated in synchrony with the crank-shaft is sogeared up as to make two revolutions to one of the crank-shaft. 4

In the operation of my device, fore/1c ample and clearness of illustration, the indicator points Z) andb are spaced apart approximately 30. Should it be desired to the circuitbeing completed through the enstart the engine when the crank-pin 4-. is in itsnormal or advanced position as shown, the timing lever 11 would be moved from an to right, whereby the spark is retarded. The next operation would be to rotate a crank-shaft from right to left, approximately a halt turn, to the position indicated by the dotted line :14, causing the piston to suck in a gas charge. Incidental to this half rotation of the crank the magneto armature willmake one revolution from right to left.

bringing the dial indicator point (I. again to the position shown in the diagram. The timing cam 8 will, at the same time, be ro tated a quarter of aQturn, to the point indicated by the dotted line y and hence although the magneto has, reached the peak of the wave, owing to the position of the timing c'ain there will be no spark. The operator now reverses-the movement of the crank-shaft, rotating it from left to right or from point a: to point x, as indicated by the radially disposed dotted line. The crankshaft/in this reverse movement travels a quarter of a revolution plus 15 totaling 105. This movement causes the magneto armature to travel from right to left a half revolution, plus 30, making atotal of 210, which movement causes the indicator point a to be brought in register with the indicat-or point 7), at the registration of which points the magneto has again reached the peak. Incidental to this reversing movement of the crank-shaft and reverse move mentof the magneto, the timing cam will have rotated an eighth of a turn plus 79 or a total of 521;", reaching a point indicated by line 0, at which point the timing rod has been thrustforward whereby the spark reverse movement of the crank, through 1e=s approximately a half'revolution from right to left to cause movement of the piston, whereby a char e of gas is sucked into the cylinder. Shou (1 this charge be in the. cylinder however at the time ofstarting andthe' engine crank be in the position indicated by \dotte d line as, only a slight reverse movem t, as described, is necessary for starting. It s also applarent that this arrangement of starting mec anism can he utilized to start in the ordinary manner wherein the crank i is rotated-from right to left continuously to produce. a suction stroke of the piston and compression stroke thereof, in which case as a precautionary means the spark moment would be retarded in the usual manner.

I claim: Y

1. In a gas-engine having a cylinder, a

f piston therefor, a crank for the piston, 21.

cam-actuated spark-controlling mechanism, and a single-phase magneto; the combinaall) tion of'a one to two back gear connection between the crank shaft and the cam-actuated spark-controlling mechanism, and a two to one accelerated gear connection be tween the crank-shaft and magneto, the

last-mentioned gear connection being arranged to produce a spark at the wave peak upon a reverse movement of the crank shaft to provide a substantially partial compression of a gas charge.

' 2. In a gas-engine having a cylinder, a piston therefor, a crank for the piston, a cam-aotuated spark-controlling mechanism,

.one accelerated (gear connection and a single-phase ma neto; the combinatween the crank-shaft and the cam-actuated spark-controllingmechanism, and a two to between thecrank-shaft an magneto, the last men? 'tioned gear connection being arranged to produce spark at e wave peak upona reverse movement of the crank shaft to produce approximatelg a three-quarters coma pression ofa gas 0 rge.

3. In a gas-engine having a cylinder, a

"tion of a one to two hac gear cornection ber piston therefor,'a crank for the piston, a camv actuated spark-controlling mechanism, and a single phase magneto; the comloinatiwp of'a sparking cam and approximately a two to one accelerated gear connection between the crank-shaft and magneto, whereby upon approxiinatel a, one-half revolution of the engin sha t to draw in a charge of gas, the spar ng cam is located one-quarter of a revolution ina reverse direction, and a complete revolution of the magneto armature from its point of wave peak is effected, and thereafter upon reversal of the engine shaft through approximately 140'degrees to produce compression, the sparking cam is caused to rotate approximat iy 52 degrees coincident to reverse rotation of the armature through 210 degrees, whereby the same will produce aspark at the peak of the wave.

In testimony have hereunto set my hand at New Holstein in the county of Calumet andSt-ate of Wisconsin in the presence of two witnesses.

H. N. EDENS.

Witnesses:

EDWARD J. SCHAAB,

GnAs. L. Karma.

Copies o! this .patent may be obtained for five cents each, by addressing the Commissioner of Eatents,

Washington, D G.

that Iclaim the foregoing I

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