US1129146A - Starting device for internal-combustion engines. - Google Patents

Description

L. C. VAN RIPER.

STARTING DEVICE POR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED 00T.-6. 1910. LIQJNE., Petentea Feb. 2s, 1915.

IN e e www THE Nome/S PETERS Cu.. PHOTO-LITRO, WASHINGYON. D, C.

L. C. VAN RIPER.

STARTING DEVICE EOE INTERNAL eoMEUsTIoN ENGINES.

APPLICATION FILED OOT.6 1910.

Patented Feb. 23, 1915.

3 SHEETS-SHBET 2.

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'HE NOR/els PETERS C0.. PHOTO-LITHOI. WASHINGTUN. D. Cy

L. G. VAN RIPER. STARTING DEVICE POR INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED 00T. 6, 1910.

Patented Feb. 23, 1915.

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3 SHEETS-SHEET 3` 'HE NORRIS PETERS C0.. PHDTO-LITHO., WASHINGTON, D. C.

LEWIS C. VAN RIPER, 0F NEW YORK, N. Y.

STARTING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Feb. 23, 1915.

Application filed October 6, 1910. Serial No. 585,577.

T0 all 'whom t may concern Be it known that I, Lnwis C. VAN RIPER, a citizen of the United States, and a resident of New York, county and State of New York, have invented certain new and useful Improvements in Starting Devices for internal-Combustion Engines, of which the following is a full, clear, and eXact description.

The invention relates to starting devices for internal combustion engines and seeks to provide a simple and effective mechanism, having clutch members which will be engaged upon the forward movement of the starting device or crank and disengaged instantly upon the backward movement thereof, and which preferably does not require any preliminary inward shift of the starting device or crank to engage the clutch members.

The invention also seeks to provide a construction in which the clutch members are disengaged instantly when the engine starts in forward direction under its own power, but the main and most important object of the invention is to provide a construction in which the engaging clutch members are instantly disengaged upon the back firing of the engine, and thus absolutely preventing any backward movement of the starting crank handle.

All safety starting mechanisms heretofore devised have provided means for disengaging the connecting members upon the backward movement of the engine shaft, but in such devices, the engine shaft and starting device or crank must be moved back an appreciable distance before the complete disengagement of the connecting members is effected and a blow is thus imparted to the starting device or crank when the engine backfires, which is apt to injure the operator or mechanism. As stated, the present invention provides a construction in which the disengagement is absolutely instantaneous upon the back firing of the engine.

The invention consists in the features of improvement hereinafter set forth, illustrated in the preferred form in the accompanying drawings and more particularly pointed out in the appended claims.

ln the drawings, Figure l is a plan view of the improved starting device applied to the engine shaft, Fig. 2 is a detail view with parts shown in section on line 2-2 of F 1g. 1. Fig. 3 is a view partly inside elevation and partly in longitudinal section of the improved starting mechanism. Fig. 4 is a cross section on the line 4-4 of Fig. 3. Fig. 5 1s a view similar to Fig. 4t, showing the parts in shifted position. Figs. 6 and 7 are cross sections taken on the lines 6--6 and 7.-? respectively, of Fig. 3. Fig. 8 is a view similar to Fig. 3 showing a different form of the invention.

In accordance with the invention, the starting device or crank is coupled to a rotary part of the engine, preferably the main engine shaft, by a friction clutch comprismg a member having a suitable friction surface and a member provided with one or more friction shoes for locking the starting crank to the rotary member or shaft of the engine. In the preferred form of the invention illustrated in the drawings, the friction clutch member comprises a disk 10 having a laterally projecting peripheral flange 11 provided with an internal cylindrical friction surface 12. In the form illustrated in Figs. 1 to 6 inclusive, the hub 10 of the friction disk 10 is keyed upon an intermediate coupling shaft 13 which is arranged between the engine shaft 141 and the starting crank 15. In the form shown in Fig. 8 the disk 10 is keyed directly upon the end of the engine shaft 14 and the intermediate coupling shaft 18 is omitted. The brackets 16 and 17 are illustrated in the drawings which form part of the engine frame or frame of the automobile or the like upon which the engine is mounted. The engine shaft 1/1 is journaled in the bracket 16 and the bracket 17 is bolted to the bracket 16 and is provided with a bearing portion 17 within which the hub of the disk 10 and the enlarged inner end 13 of the coupling shaft are journaled. A pair of arms 18 extend forwardly from the bracket 17 (see Figs. 1 and 2) and a non-rotatable member or casing 19 is bolted to the ends of these arms. The walls of the chamber within the casing 19 are cylindrical, but are provided with a number of shoulders and with portions of different diameter, as most clearly shown in Figs. 3 and 8. The friction disk 10 in the form shown fits within the large outer cylindrical portion 19a of the casing. The end wall of the casing 19 is provided with a bearing in which is journaled a short shaft 20 having a crank arm 21 formed on its inner end and to the outer end of which the starting crank or handle is secured. In the form shown, the hub of the starting crank 15 is split and is clamped upon the outer end of the shaft 20 by a bolt 22 (see Fig. 1).

rlhe enlarged cup shaped end 13l of the coupling shaft 13, which receives the outer reduced end of the engine shaft let, is provided with beveled clutch teeth 23 which are arranged to engage cross pin 23 in the end of the engine shaft. r1`he coupling shaft is longitudinally shiftable to move the clutch teeth 23 into and out of engagement with the cross pin 23. A spring 24 coiled around the coupling shaft within the bearing 17 eX- tends between 'the hub of the disk 10 and the enlarged inner end of the coupling shaft and tends to shift the coupling shaft to engaged position. The outer end of the coupling shaft 13 is reduced and extends through an opening in the starting shaft 20. Its eX- treme outer end is threaded and is provided with collars 25 which are arranged within the enlarged outer portion of the bore or opening which extends through the shaft 20. The hub of the crank 15 is provided on one side with a projecting chambered portion 15 within which is arranged a pin 26 that is pressed inwardly by a spring 27 through an opening in the side of the shaft 2O and into engagement with the collars 25 on the coupling shaft 13. Then the shaft 14 of the engine is driven ahead by the motive power thereof, the cross pin 23 acts upon the inclined cam faces of the clutch teeth 23 and forces the coupling shaft 13 outwardly against the pressure of the spring 24C. At the end of its outward movement the inner collar 25 on the coupling shaft moves be yond the end of thepin 26 so that the latter is forced inwardly by its spring 27 to engage the inner end of the collar 25 and lock the coupling shaft in disengaged position. The locking pin 26 is provided at its outer end with a finger piece 26 so that it may be readily pulled out against the tension of its spring when it again becomes necessary to start the engine. When this is done the spring 24E quickly forces the coupling shaft 13 inwardly to connect it to the engine shaft. This arrangement of the coupling shaft avoids the necessity'of shifting the starting crank inwardly before it can be operated to rotate the engine shaft, as in prior constructions.

The second friction clutch member which coperates with the clutch member or disk 10 preferably comprises a support or disk 28 whereon are mounted a pair of friction shoes preferably in the form of oppositely arranged curved arms 29 and 30 (see Fig. 7), the adjacent ends of which are pivotally connected to the disk 28 at points near the periphery thereof by pivot pins 31. The disk 28 is arranged within the cylindrical portion 19b of the casing 19 and is loosely mounted upon the coupling shaft 13. The

friction shoes orarms 29 and 30 are arranged within the flange 11 of the friction disk 10 and are provided at diametrically opposite points with friction lugs 32 which are arranged to engage the internal friction surface 12 of the iiange 11. The lugs are normally held out of engagement with the friction surface 12 by a spring 33 extending between the arms 29 and 30.

Opposite the free ends of the friction shoes or arms 29 and 30 the disk 23 is cut away to form an opening 311. The free end of the arm 30 is provided with a laterally projecting lug 35 and the free end of the arm 29 is provided with a laterally projecting pin 36. The lug 35 and the pin 36 project laterally through the opening 3lof the disk 28 and are engaged by an operating lever 37 arranged within the cylindrical portion 19c of the chambered casing 19. The lug 35 engages a notch 3S in the end of the lever, while the pin 36 engages an opening therein adjacent to notch (see Figs. el and The pin 36 is arranged inside the lug 35 and is so disposed that, if the upper end of the lever is moved outwardly toward the wall of the casing 19 to a slight extent, the pin 36 and the lug 35 will be moved in opposite directions to shift the clutch arms 29 and 30 outwardly and force the friction lugs 32 into firm binding contact with the surface 12 of the fiange 11 to thereby couple the friction clutch members. The lever arm 37 is forced outwardly to effect the enga gement of the friction arms or shoes and, at the same time is rotated to correspondingly rotate the engine shaft, by the crank 21 on the starting member or shaft 20. This crank is provided with a laterally projecting pin 39 which cngages an opening 40 in the end of the lever 37, opposite the pin 36 and lug lVhile the lever 37 and crank 21 rotate about. a common center, the lever has additional outward or radial movement about a center midway between the pin 36 and lug 35. For this reason the opening 40 is elongated in radial direction.

Vhen the starting member or shaft 20 is rotated in a forward direction, the lever 37 is first shifted outwardly to a slight extent from the position shown in Fig. l to that shown in Fig. 5 to eifect the engagement of the friction roller 11 with the stationary cylindrical surface 19c of casing 19 and the continued forward motion of the crank handle 15 causes the friction roller l1 to move against the spring plunger 4-3 in socket i4 to the larger end of notch 42 disposed midway between the ends of lever 37 thereby causing the curved levers 29 and 30 to move outwardly and effect the engagement of the friction shoes 32 with the disk 10 to impart the forward motion of the crank handle 15 to the engine shaft. r1`he spring also tends at all times to move the roller 41 to the small end of notch 42. Moreover, the friction engagement of 'the clutch members can be effected at any point in the path of movement of the crank handle 15. If the crank handle 15 is moved in the opposite direction the lever 37 serves to disengage the friction shoes and the crank handle 15 can then be moved idly in reverse direction. The crank handle 15 is instantly released from the engine shaft upon backward movement of the latter, as the pressure between the friction shoes 32 and the disk 10 is transferred to the friction roller 41 sufficiently to release the said pressure between the friction shoes 32 and the disk 10 to allow the disk 10 to slip on the friction shoes 32. It should also be noted that the friction arms 29 and 30 or shoes 32 are disengaged when the engine starts forward under its own motive power, since the clutch member 10 then rotates forward faster than the starting member and faster than the shoes 29 and 30 operated thereby, the coupling shaft 13 is then disengaged as described. For this reason the coupling shaft is unnecessary, although desirable, where the improvement is applied to constructions already in use. In the form shown in Fig. 8, this coupling shaft is omitted and the hub of the disk 10 is mounted directly upon the reduced end 46 of the engine shaft 14. In this form the casing 19 is secured to a bracket 47 which is mounted on the frame member 16. rIhe part 47 is provided with a central bearing 48 which receives the end of the crank shaft 14 andthe hub of the clutch disk 10. In this form, the starting shaft or member 20 need not be hollow, as in the form shown in the other figures. This shaft 20 is provided with an inwardly projecting reduced portion 49 upon which the disk 28 is loosely mounted. In other respects,`the construction is the same as previously set forth. It should be noted that normally the clutch shoes 32, on arms 29 and 30 are held in disengaged position by the spring 33 so that there is no wear upon the parts of the starting clutch except when it is in operation to start the engine.

In the modified form shown in Fig. 8 the stationary casing 19 is attached to the frame 16 of the engine and a bearing 48 is placed upon the end of the engineshaft, 1t is however obvious that this arrangement can be changed in various ways and the stationary rim need not be attached to the engine frame but may be fixed in a stationary position in any other manner, and it is not necessary to provide an eXtra bearing for the engine shaft as shown therein.

The broad subject-matter herein set forth is claimed in an application filed by me in the S. Patent Office, September 12, 1910, Serial No. 581,600. The claims in the present application are confined to the lever mechanism for controlling the operation of the friction shoe or shoes, and to other features not shown in said prior application. But it is obvious that numerous changes may be made in the details of construction without departure from the essentials of the invention as defined in the claims.

I claim as my invention 1. In starting mechanism for internal combustion engines, the combination of the engine shaft, of a rotary friction clutch member connected to said shaft, a coperating friction shoe, a starting member, connecting mechanism between said starting member and said shoe comprising a crank arm and a lever for shifting same into and out of engagement with said friction clutch member, a non-rotatable member, and a part engaging said non-rotatable member and revolving with said friction shoe for releasing the same at any point upon the reverse movement of the engine.

2. In starting mechanism for internal combustion engines, the combination ofthe engine shaft, of a friction clutch member connected to said shaft, a cooperating friction shoe, a lever connected to said shoe forshifting the same into and out of engagement with the friction surface of said clutch member, a starting member having a crank arm engaging said lever, a non-rotatable member having a surface of revolution and a roller interposed between said surface and said lever for releasing said shoe upon the reverse movement of said engine shaft.

3. In starting mechanismfor internal combustion engines, the combination with the engine shaft, of a clutch member connected to said shaft and having a cylindrical friction surface, a second clutch member, a friction shoe movably mounted on the latter member to shift into and out of contact with said cylindrical friction surface, a starting member free to move at all times in opposite directions, connections between said starting member and said shoe for shifting the latter into operative and released positions, and means revolving with said shoe for releasing the same at any point upon the reverse movement of the engine shaft.

4. In starting mechanism for internal combustion engines, the combination with the engine shaft, of a clutch member connected to said shaft and having a cylindrical friction surface, a second clutch member, a friction shoe movably mounted on the latter member and shiftable into and out of contact with said cylindrical friction surface, a starting member, lever connections between said starting member and said shoe for shifting the same to operative and released positions, a non-rotatable member having a surface of revolution, and a spring pressed roller interposed between said surface and said lever connections for releasing said shoe upon the backward movement of the engine shaft. .Y

5. ln starting mechanism for internal combustion engines, the combination with the engine shaft, of a friction clutch member connected to said shaft, a cooperating clutch member, a pair of oppositely arranged friction shoes movably mounted on said second clutch member, a starting member, connections between said starting member and said shoes for shifting the latter in opposite directions into and out of engagement with -said first clutch member, a non-rotatable member, and means interposed between the latter and said connections and revolving With the latter for disengaging said shoes upon the reverse movement of the engine shaft.

6. In starting mechanism for internal combustion engines, the combination with the engine shaft, of a frictiony clutch member connected to said shaft, a cooperating clutch member, a pair of oppositely arranged friction shoes on said secondv clutch member, a starting crank, a lever connecting said crank and said shoes for shifting the same to engaged and releasing positions as said crank is moved in opposite directions, a non-rotatable member and a roller engaging said non-rotatable member and revolving with said lever and said shoes for releasing the latter upon reverse movement of the engine shaft.

7. ln a starting mechanism for internal combustion engines, the combination with the engine shaft, of a friction clutch member connected to said shaft, a cooperating clutch member, a pair of oppositely arranged friction shoes on said second clutch member, a starting crank, a lever connecting said starting crank and said shoes, a non-rotatable casing and a spring pressed roller interposed between said casing and said lever for releasing said shoes upon the reverse movement of the engine shaft.

8. In starting mechanism for internal combustion engines, the combination With the engine shaft, of a friction clutch member connected to said shaft, a pair of friction clutch arms, a rotatable support Whereon said arms are pivoted, a lever engaging the free ends of said arms, a starting crank connected to' said lever for rotating said -shoes and for shifting the same to engage the clutch member, a non-rotatable member, and a part engaging said non-rotatable Copies of this patent may be obtained for five cents each. by addressing the Commissioner of Patents member and rotating with said lever and said clutch arms for releasing the latter upon the reversal of the engine shaft.

9. ln starting mechanism for internal combustion engines, the combination with the engine shaft, of a friction clutch disk having a flange connected to said shaft, a pair of friction clutch arms, a rotatable support Whereon said arms are pivoted, a lever engaging the free ends of said arms, a start ing crank engaging said lever to rotate said arms and shift the same into and out of engagement with the flange of said clutch disk, a non-rotatable member and a part interposed between said non-rotatable member and said lever for releasing said arms upon the reversal of the engine shaft.

10. ln starting mechanism for internal combustion engines, the combination with the engine shaft, of a friction clutch disk having a flange connected to said shaft, a pair of friction clutch arms, a rotatable sup port Whereon said arms are pivoted, a lever engaging the free ends of said arms, a nonrotatable casing, a starting shaft journaled in said casing and having a crank handle on its outer end and a crank arm on its inner end engaging said lever, and a. springpressed roller interposed between said ca sin g and said lever for releasing said arms upon the reversal of the engine shaft.

11. ln starting mechanism for internal combustion engines, the combination with the engine shaft, of a starting crank journaled in line with said engine shaft and held against axial morement, an intermediate, longitudinally movable, coupling shaft, said shafts having interlocking clutch members arranged to shift said coupling shaft to disengaged position ivhen the engine starts in a forward direction, friction clutch members for connecting said starting crank and said coupling shaft, means connected to said starting crank for engaging` and releasing 'said friction clutch members as said cank is moved in opposite directions, a nonrotatable member, and a part engaging said latter member and rotating with. said starting crank to release said friction clutch members upon the reverse n'iovement of the engine shaft.

LEl/VIS C. VAN HIPER.

`Witnesses Gnoncn FIN irnLs'rmN, ABRAHAM NOVIGK.

Washington, D. C.

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