US1101159A - Automatic starter. - Google Patents

Description

B. S. WILLIAMS. AUTOMATIC STARTER.

2 SHEETSSHEET l.

INVENTOR Patentd June 23, 1914,

' WITNESSES Mia/7M5,

ATTORNEYS COLUMBIA PLANOGRAPH C B. s. WILLIAMS. AUTOMATIC STARTER.

APPLICATION FILED MAR.14,1913.

Patented June 23, 1914.

2 SHEETS-SHEET 2.

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BENJAMIN S. WILLIAMS, OF NASHVILLE, TEN'NESSEE.

' AUTOMATIC START'EE.

Specification of Letters Patent.

Patented June 23, 1914.

Application filed March 14, 1913. Serial No. 754,260.

To all whom it may concern Be it known that I, BENJAMIN S.WIL-

adapted for use in connection with automobiles, and especially those provided with internal combustion engines.

In the specific embodiment of my invention herein shown and described, I employ a fluid under pressure for the purpose of starting the engine shaft into rotation, and

' I also employ the power of the engine, when thus started, for replacing the fluid in a suitable position for starting again at some future time.

My invention further embraces various improvements connected with starting mechanisms of this general character for the purpose of increasing the general efficiency of the mechanism.

Reference is made to the accompanying drawings forming a part of this specification and in which like letters indicate like parts.

Figure l is a view partly in side elevation and partly in section showing my improved automatic starter as used upon an automobile provided with an internal combustion engine. Fig. 2 is a view partly in section, but mainly diagrammatic, showing the general operation of the device. Fig. 3 is a vertical section through the starting valve showing the same in position to start the engine. Fig. 4 is a vertical section through the starting valve showing the same as in position for enabling the engine to pump the fluid in a reverse direction to that employed in starting, thus restoring the device to a condition suitable for making another start at a future time. Fig. 5 is a detail showing a part of the mechanism for operating a sliding abutment forming a part of my device. Fig. 6 is a section on line 66 of Fig. 1 looking in the direction of the arrow. Fig. 7 is a detail showing the means whereby a volume of air under pressure is caused-to release the starting leverafter the liquid,

employed for transmitting motion to the shaft to be started, is restored to normal condition and placed under suitable pressure. Fig. 8 is a detail showing in perspective, the starting lever.

The floor of the automobile is shown at 9, the hood at 10, the dash board at 11 and the radiator at 12; a front wheel at 13, the engine at 14 and the crank case at 15, these parts being of the usual or any desired construction. The crank shaft appears at 16 and carries a fly wheel 17 Mounted rigidly upon the crank shaft and revoluble therewith is a spline key 18. Encircling the shaft and engaging the spline key is a collar 19, which is adapted to slide lengthwise of the crank shaft, and to rotate therewith. A clutch member 20 is also mounted upon the shaft 16 and engages the spline key 18 so as to turn with the shaft and yet be free to slide in the direction of the length thereof. A spiral spring 21 is connected with the collar 19 and with the clutch member 20. This spring is of sufficient strength to enable sliding movements of the collar 19 and to cause similar sliding movements of the clutch member 20, provided the clutch member 20 is otherwise free to move. A fork 22 engages the collar 19 for the purpose of sliding the same. Another clutch member 20*, mating the clutch member 20, is mounted rigidly upon a shaft 23, the latter being revolubly mounted in a bearing 24 and extending through and forming a part of a transmission unit 25. This transmission unit has two distinct purposes, serving (first) as a rotary pump in which event it is driven by power from the engine, and (second,) as a rotary motor, in which capacity it is adapted to be driven by a fluid as hereinafter described for the purpose of starting the engine shaft into action.

The transmission unit- 25 is supported by aid of brackets 26, and for this purpose is provided with supporting plates 25 (see Fig. 2) which are bolted to the brackets 26. Integral with the fork 22 and extending forwardly therefrom through an opening 28 is a bar 27 provided with a cam 29 of the form shown more particularly in Fig. 5. A rod 30 extending in the general direction of the length of the automobile is provided with a portion 30 bent laterally to the general length of the rod, as indicated in Fig. 1, this portion terminating in a head 30 which is secured to the fork 22 for the purpose of actuating this fork and the bar 27. The rod is also pivotally connected to the starting.

starting lever, and also with the adjacent end of the rod 30. The spring 32 is also connected with a post 33 which may be conveniently mounted upon the underside of the floor 9, as indicated in Fig. 1. Located adjacent to the starting lever 31 is a sector 34. The starting lever 31 carries a pawl 35, the form of which may readily be understood from Figs. 7 and 8. A sleeve 36 is mounted rigidly upon the starting lever 31 and is substantially square in cross section. The adjacent portion of the pawl extending through this sleeve is likewise square to prevent accidental rotary movement of the pawl. A spring 37 encircles the pawl and at its lower end is secured thereto. The upper end of this spring engages another sleeve 38 through which the pawl extends. The pawl is provided with a toe 35 integral with it and extending laterally away from the starting lever 31. A rod 39 is connected with the pawl 35 and also with a handle 40 carried by the lever 31. By rocking the handle 40 the rod 39 raises the pawl 35- that is, moves it endwise in the general direction of the length of the lever 31. The sector 34 is provided with three notches 41, 42, 43, disposed as indicated more particularly in Fig. 2. The notch 42 has the form indicated in this figure. That is to say, it is bounded at its right by a steep wall and at its left by an inclined wall. Disposed adjacent to the sector is a lever 44, which is pivotally mounted upon a pin 44*. A rod 45 is pivotally connected with the lower end of this lever and carries a piston 46. This piston is slidably mounted in a cylinder 47, this cylinder extending into and being supported by a tank 48. A stuffing box 49 is provided for the purpose of rendering the cylinder 47 air tight relatively to the tank 48. A spring 51 mounted within the cylinder 47 engages the piston 46 and normally tends to press the same toward the right according to Figs. 2 and 7. The tank 48 is provided with an intake valve 51 opening into the tank and adapted for admitting air when a partial vacuum is formed in the tank 48 and yet prevents egress of air from the tank 48 when it exceeds ordinary atmospheric pressure. I

A pipe 52 is connected with the top portion of the tank 48 and extends to a gage 53 carried by the dash board 11. The intake Valve 51 is provided with a spring 54, the tension ofwhich may be adjusted at will so that the sensitiveness of the valve may be controlled. The pop off valve 56, similarly provided with a spring 55 is mounted upon the tank 48 and controls pressure desired within said tank 48 and the pipe 52 The pressure of the spring 55 .may be adjusted at will. I preferably make it such that an 1 air pressure of six hundred to onethousand bottom of the tank 57 is a pipe 60. These pipes 59-60 are connected with a valve casing 61, as indicated more'particularly in Fig. 2. Mounted within the valve casing 61, and movable relatively to the same, is a valve plug 62 provided with arcuate passages 63, 64. Connected with the casing 61 are two other pipes 65, 66. The pipes 59, 60 are connected at points intermediate the connection of the pipes 65, 66, the four pipes being spaced equidistant with relation to the valve 61. The pipes 65, 66 also lead to a transmission unit 25which serves sometimes as a pump and sometimes as a motor, as elsewhere described.

The transmission unit 25 is provided with a substantially cylindrical compartment 67, with which the pipes 65, 66, communicate. The transmission unit 25 is further provided with a rotor 68 located within the compartment 67. The rotor carries two pistons 69,

the latter being provided upon their ends with rollers 70. Springs 71 carried by the rotor, tend to force the pistons 69 outwardly. The rollers 70 extend into a groove 72, the latter being of the form shown in Fig. 2, and

so arranged that as the rotor turns the pistons 69 upon approaching their uppermost limit of travel are drawn slightly downward or inward, passing under abutment 74 and soon afterward are thrown outwardly. A slot 73 is provided, and fitting into this slot is an abutment 74. Connected rigidly with this abutment is a rod 76, and encircling this red is a spiral spring 75. The rod 76 extends through a stufiing box 77 and carries a head 78 provided with an opening 79, this opening having a form which may be understood from Fig. 5. Whenever the head 78 is raised, the spring 75 is depressed and the sliding abutment 74 is lifted. When the sliding abutment 74 is down upon therotor 68, as indicated in Fig. 2, the transmission unit 25 is in condition toact to its full capacity either as a motor or as a pump, as the case may be. When, however, the abutment 75 is lifted or separated from the rotor 68 so that a free passage of liquid can take place between the pipes 65, 66, the transmission unit is practically rendered idle. In practice the abutment 72 is never raised except for an instant at a time while the 1 starting lever is being shifted and when the starting lever is in any one of its definite normal positions, or in other words, when the pawl 35 is held by either one of the notches 41, 42 or 43 the abutment 74 is down upon the rotor 68 and it is only during the instant while the starting lever is being shifted from the second notch to the third that the abutment is raised.

The volume of liquid 80, preferably oil, is placed in the apparatus and at different times may find itself in the tank 48, in the tank 57 and in the various pipes 59, 60, 65, 66, together with the valve 61 and transmission unit 25. Above this volume of oil, an air pressure may accumulate in the tank 48, .as above described. The space 81, above the volume of oil 80 in the tank 48, contains the air under pressure, the pressure being indicated by the gage 53.

The operation of my device is as follows :I will assume first that the automobile is standing still and that prior to stopping the various parts are placed into suitable position to start the machine. The starting lever 31 now occupies its idle or usual position, the pawl 35 being in the notch 41. The tank 48 contains all or most of the oil 80 and above this tank is a volume of air 81 under pressure, say six-hundred to one-thousand pounds per square inch. The piston 46 is now in its extreme position to the left and the lever 44 is rocked in a clockwise direction to the limit of its movement, while the starting lever 31 is in the position just described, and indicated in Figs. 1 and 2. The arcuate passages 63, 64 of the valve 62 are out of registry with all of the pipes 59, 60, 65, 66. The rod 30 is at the limit of its travel to the right, according to Fig. 1; the collar 19, spring 21 and clutch member 22 are at their respective limits to the right. The spring 21 is looked under tension and the ,clutch member 20 is out of engagement with the clutch member 20*, consequently the shaft 23 is disengaged from the crank shaft 16, and the transmission unit 25 is in every sense idle. The operator now rocks the handle 40 so as to disengage the pawl 35 from the notch 41, and he then shifts the starting lever 31 to the second notch 42 so as to cause the engagement of the pawl 35 with this notch. Although the notch 42 has an inclined wall against which the toe 35 of the pawl now presses, and although the spring 32 is placed under gentle tension, the starting lever is held in position by aid of the notch 42. As the starting lever 31 is thus moved, the rod 30 (see Fig. 1) is moved to the left according to Fig. 1 so that the fork 22, collar 19, spring 21 and clutch member 20 are likewise all moved to the left and the clutch member 20 is brought into looking engagement with the clutch member 20 The crank shaft 16 is thus connected in operative relation with the shaft 23. Shifting of the position of the starting lever 31 by slightly turning the plug 62 brings the passage 63 into position to connect the pipes 60 with the pipe 65, and also brings the passage 64 into position for connecting the pipe 59 with the pipe 66.

The air pressure within the tank 48 acting upon the volume of oil 80 within this tank causes a portion of the oil to flow through the pipe 59, passage 64 (see Fig. 3) pipe 66, compartment 67, which it enters at a point located at the right of the sliding abutment 74, thence passing around within the compartment 67 in a clockwise direction according to Fig. 2, the oil passing out through pipe 65, passage 63 and pipe 60 into the tank 57. This turns the rotor 68 in a clockwise direction according to Fig. 2. The rotation is positive owing to the fact that the abutment 74 has not moved from its original position in contact with the rotor 68. As a consequence, the turning of the rotor 68 causes rotation of the shaft 23 and the crank shaft 16, the engine being thus started into action. If the operator so desires he may now shift the starting lever 31 back to its original position so that the pawl 35 now enters the notch 41. In doing this he shifts the rod 30 to the right, according to Fig. 1 and this disconnects the clutch member 20 from the clutch member 28. The same movement carries the passages 63, 64 out of registry with the pipes with which they have just been associated, and at various parts are thus estored to their original positions. It may happen, however, that the operator instead of restoring the starting lever 31 to its original position, may shift it forwardly so as to bring the pawl 35 into the notch 43. Whether to do this or not depends upon the air pressure within the tank 48, as determined by the gage 53. If the air pressure is sufficiently high, the lever 31 need not be shifted to bring the pawl into the notch 43, as this movement of the lever is for the purpose of restoring the air pressure and also restoring the volume of oil, within the tank 48. I will assume, however, that owing to repeated startings of the machine the volume of oil 80 has become rather depleted and that the air pressure within the space 81 is correspondingly diminished. In this event the piston 46 owing to tension of the spring 50 is in its extreme position to the right, according to Fig. 2, and the lever 44 is thus held in such position as to leave the notch 43 open and clear. The operator now moves the starting lever 31 from the notch 42 to the notch 43 and the pawl 35 enters the notch 43. The operator now removes his hand from the starting lever 31 and pays no further attention to this lever. The machine has already been started into action, as above described, and the valve 62 now oocupies the position indicated in Fig. 4, that is to say, the passage 63 connects the pipe 60 with the pipe 66 and the passage 64 connects the pipe 59 with the pipe 65. The last mentioned movement of the starting lever 31 pushes the rod 30 to the left, according to Fig. 1. The clutch member 20 being already in engagement with the clutch member 20,

can move no further to the left, and as a result the spring 21 is compressed. Owing to the compression of this spring the bar 27 is enabled to move to the left, which it does, the cam 29 passing through the opening 79 and lifting the head 7 8, then lowering this head, as will be understood from Fig. 5. In doing this the abutment 74 is raised and lowered. The purpose in thus raising and lowering the abutment 7 4 is to give relief to the pipes from undue hydraulic pressure and parts connected therewith during the time required for turning the valve 62 from one of its successive positions to another. That is to say, during the rotation of its valve the engine being in action and the rotor 68 being turned positively, relief must be afforded at some point in order to prevent the bursting of the pipes, and more particularly of the pipe 65, since the oil cannot escape from this pipe into the valve 61 except when this pipe communicates with one or the other of the passages 63, 64. Hence during the shifting of the lever 31 from the second notch 42 to the third notch 43 I provide means for lifting the abutment 74 away from the rotor 68 in order that the oil within the compartment 67 when propelled around by the pistons 69 can pass idly under the abutment and thus avoid injury to the mechanism. As soon, however, as the shifting of the lever 31 is completed, so that the pawl 35 enters the notch 43, the abutment 74 again rests upon the rotor 68. The passages 63, 64 being now in the positions indicated in Fig.4, however, the oil has free circulation through the valve 61.

The course of the oil is as follows: Passing from the tank 57 through the pipe 60 it enters the passage 63 of the valve 62. It then passes through the pipe 66 to the transmission unit 25 into which it is drawn by suction. Once within the compartment 67 the oil is forced around by the pistons 69 and makes its exit through the pipe whereby it is conveyed into the passage 64 (see Fig. 4), thence through the pipe 59 and into the tank 48.

It will be observed that in starting the machine oil is forced by air pressure from the tank 48 through the valve 61 and transmission. unit 25 into the tank 57. Also that when the engine is in action and the transmission unit 25 is employed as a pump, the oil is pumped from the tank 57 through the valve 61 and transmission unit 25 into the tank 48. As the air pressure within the space 8 gradually rises, as the upper level of the oil within this tank 80 becomes higher, the pressure of the compressed air against the piston 46 gradually becomes greater. When this air pressure reaches a predeters mined limit, preferably somewherebetween 600 andlOOO pounds per square inch, the piston 48 is moved far enough to the left according to Fig. 2 to enable the-rod 45 to turn the lever 44 to a suflicient distance, in a clockwise direction, according to'Fig. 2, to engage the toe 35 of the pawl 35 and force. this pawl out of the notch 43. This done, the starting lever 31 is free, and under the tension of the spring 32 the starting lever is thrown back toits original position, the pawl 35 automatically entering the notch 41. During: this stroke of the starting lever, from the notch 43 back to the notch 41, the pawl 35 passes idly over the notch 42, this action being facilitated by the form of the notch 42and by the momentum of the starting lever. The return of the starting lever to its original position disconnects the clutch member from the clutch member 20 and leaves the transmission unit 25 idle, the various other parts being in suitable condition to start the engine at any future time. 7

The valve 51 is adapted to'admit atmospheric air if at any time a partial vacuum is formed above the volume of air within the tank 48, the opening 58 also admitting atmospheric air freely. There is no danger therefore of the device becoming air bound from any cause. 7

I do not limit myself to the; particular construction shown, as variations may be made therein without departing from the spirit of my invention, the scope of which is commensurate with my claims.

I claim:

1. An automatic starter comprising a transmission unit capable of acting as a motor and as a pump, a reversing valve, connections from said reversing valve to said transmission unit, a tank for holding a liquid and provided with means for maintaining the liquid under pressure, a connection from said tank to said reversing valve, another tank, a connection from the latter to said reversing valve, a starting lever connected with said reversing valve for the purpose of actuating the same, mechanism controllable by said starting lever for connecting said transmission unit with the engine to be started and disconnecting the same therefrom, a spring for throwing said starting lever into a predetermined position, means for holding said starting lever in another position, and mechanism controllable by pressure of air within said first-mentioned tank for releasing said starting lever from said last-mentioned position 7 2. An automatic starter comprising a transmission unit adaptedto serve as a pump and as a motor, a reversing valve connected with said transmission unit for controlling the same, a supply of liquid under pressure connected with said reversing valve and coacting with said transmission unit, a start; ing lever connected with said reversing valve, clutch mechanism controllable by said starting .lever for connecting said transmission unit with the engine to be driven and disconnecting said transmission unit from said engine, a sector disposed adjacent to the path of travel of said starting lever and provided with a plurality of notches, a pawl carried by said starting lever and adapted to enter one of said notches according to the position into which starting lever is shifted by hand, a tank connected with said reversing valve and adapted to hold a liquid and also to hold air under pressure, and mechanism controllable by pressure of said air for lifting said pawl out of one of said notches in order to disengage said starting lever from said sector.

3. In an automatic starter, the combination of a transmission unit adapted for use as a motor and as a pump, a movable starting lever, mechanism connected with said starting lever and controllable thereby for connecting said transmission unit with the engine for starting, and for disconnecting the same therefrom, a spring for retracting said starting lever into a predetermined position, a tank for holding a volume of liquid and a volume of compressed air for maintaining said liquid under pressure, means for holding said starting lever in a predetermined position in order to cause said transmission unit to pump said liquid into said tank and thus increase said air pressure within said tank, and pneumatic mechanism controllable by air pressure within said tank for disconnecting said starting lever from said position.

4. An automatic starter, comprising a transmission unit capable of serving as a motor and as a pump, a starting lever, mechanism controllable by movement of said starting lever for connecting said transmission unit with, and disconnecting the same from the engine to be started, said starting lever being connected with said reversing valve for the purpose of actuating the same in order to cause said transmission unit to act as a motor or as a pump, a sliding abutment mounted upon said transmission unit for relieving pressure of the motor liquid circulating therethrough, and mechanism controllable by movement of said starting lever for shifting the position of said sliding abutment while said reversing valve is being actuated by said starting lever.

5. A device of the character described, comprising a transmission unit capable of acting as a motor and as a pump, a reversing valve connected with said transmission unit, a pair of tanks connected with said reversing valve for supplying a liquid under pressure through said reversing valve to said transmission unit, a starting lever connected with said reversing valve for actuating the same in order to enable said transmission unit to act as a motor or as a pump, mechanism connected with said starting lever and controllable thereby for connecting said transmission with, and disconnecting said transmission unit from, the engine shaft to be started, means mounted upon said trans mission unit for relieving excessive pressure set up by said unit when the same is employed to pump, and mechanism connected with said last-mentioned means and with said starting lever and controllable by said starting lever for actuating said means.

6. A device of the character described, comprising a transmission unit adapted for use as a motor and as a pump, a starting lever, mechanism connected with said starting lever and controllable thereby for connecting said transmission unit with the engine shaft to be started, a reversing valve for said transmission unit, said reversing valve being connected with said starting lever and controllable thereby, tanks connected with said reversing valve, one of said tanks holding a liquid and a volume of air under pressure for the purpose of actuating said transmission unit when the latter is used as a motor for starting an engine, means for holding said starting lever in a predetermined position while said transmission unit is employed as a pump for filling said last-mentioned tank, means for retracting said starting lever when released from its last-mentioned position, and mechanism controllable by air pressure within said lastmentioned tank for releasing said starting lever.

BENJAMIN S; WILLIAMS.

Witnesses:

WALTON HARRISON, ROBERT W. SMITH.

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

. Washington, D. C.

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