US1231982A - Engine-starter. - Google Patents

Description

V. G. APPLE.

ENGINE STARTER.

APPLICATION FILED MAR.11,1915.

V. G. APPLE.

ENGINE STARTER. APPLlcAloN FILED MAR. 11. 1915.

Patented July 3, 1917.

- 2 SHEETS-SHEET 2.

VINCENT G. APPLE, 0F DAYTON, OHIO.

ENGINE-STARTER.

Specification of Letters Patent.

Patented July 3,l 1917.

Application 'lled March 11, 1915. Serial No. 13,788.VA

To all 'whom t may concern.'

Be it known that I, ViNoENT G. APPLE, a citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Engine-Starters, of which the following is a specication. My invention relates to improvements in internal combustion engine starting apparatus. It comprises more particularly improvements in motor generators and transmission gearing associated therewith for interposition between the dynamo and the shaft of an internal combustion engine.

One of the objects of my invention is the provision of such a combination, wherein a large gear reduction is obtained when the dynamo acts as a motor to start the engine, and on the reversal in the direction of drive the engine drives the dynamo as a generator at the same speed.

Another object of my invention is the provision of such a device adapted for mounting at the front end of an engine and so constructed that should the electrical starting apparatus, for any reason, become disabled, a hand crank can readily be a plied to the end of the` dynamo shaft and the engine turned over by hand.

Still another object of my invention is the provision of such a mechanism in which the armature shaft when rotated by hand, may be conditioned so that instead of driving 'the engine shaft through the large gear reduction, it drives the latter at equal speed.

Other and further' objects will become apparent to those skilled in the art from a consideration of the foll wing description and drawings, wherein:

Figure 1 is an axial sectional view of my improved apparatus.

Fig. 2 is a transverse sectional view on the hne 2-2 O f Fig. 1.

Fig. 3 is a transverse sectional view on the line 3-'3 of Fig. 1.

Fig. 4 is a front elevation of one of the transmission gears. Y

Fig. 5 is a transverse sectional view on the line 5 5 of Fig. 4; and

Fig. 6 is a perspective view of a clutch ring with parts broken away.

Referring to the drawings the numeral 10 indicates the front end portion of the crank case of an internal combustion engine within which rotates the .engine shaft 11V supported in a bearing12 earned by the casing. Ex-

vparatus for any tending outwardly from the crank case 10, and integral therewith, in the particular embodiment of my invention shown, is a dynamo casing 13, within which rotates thearmature shaft 14 concentrically positioned with respect to the engine shaft 11. The front end of the dynamo casing 15 is removably secured to the main portion of the casing by means of bolts 16 and carries at its center an annular bearing 16 within which is supported the dynamo shaft. The front end of the armature shaft 14 is slidable within the inner raceway of the annular bearing 16 for a purpose which will be described. N ormally it is in the position shown in Fig. 1, the coil spring 17 interposed between the inner raceway of the bearing 16 and a pin 18 extending through the outer end of the shaft 14 normally holding it at the extreme end of its movement in this direction.

A short tubular member 19 is threaded into an aperture in the end of the casing 15 forming an end abutment for the outer raceway of bearing 16 and partially inclosing the projecting end of shaft 14. A removable cap 20 covers the outer end of the tube 19. This cap when removed provides an opening for the insertion of a hand crank starter, indicated in dotted line at 21 for engagement with pin 18 for rotation of the armature shaft 14 should the electrical apreason become disabled. The inner end of the armature shaft 14,

carried in the roller bearing 22 mounted at the center of the head or beyond the bearing in the or eccentric 24. Mounted on this eccentric or crank 24 is a pinion 25 adapted to mesh with an internal gear 26 secured on the fordrum 28, extends form of a crank v ward end of the engine shaft 11. A roller bearing 27 is interposed between the eccentric 24 and the wabbling pinion 25.

The pinion and the vinternal gear form the well known type of eccentric reduction gearing in which the wabbling or oscillating movement of the pinion through the instrumentality of the eccentric, the pinion being held from rotation, causes the rotation of the internal gear at a very low rate of speed as compared with that of the drive shaft, the ratio depending on the number of teeth in the two gears.

For the purpose of `holding the floating pinion from rotation when power is to be transmitted I provide two ' pawls 28 and 29 having projecting pins 30-30 upon which they are pivoted. These pins extend through diametrically opposite holes in the pinlon 25 and are held therein by means of the pin 31-31.

As shown more clearly in Fig. 2 it will be noted that the outer ends of these pawls project in the form of fingers 32 adapted to engage with the pockets 53 formed in the inner face of the abutment ring 34. This abutment ring 34 is rotatably mounted within the bored out hub 35 projecting inwardly from the head T3. Rotation of this abutment ring is 'normally prevented by means of a brake band 36 which encircles the same and is held under tension by means of the spring clamp indicated in general by r the numeral 37. An annular disk 38 overlies the outer end of the brake band 36 and abutment ring 34 to prevent the brake band from slipping olf. Arcuate projections 39 spaced away from the brake band have the ring 38 secured thereto by the bolt 39. The lugs 40-40 of the spring clamp 37 are posiltioned between two of the projections 39 and thus hold the brake band from rotation. l Within the space occupied by the pawls 28 and 29 in the same transverse plane is positioned a ring 41, the outer surface of which is adapted to be frictionally gripped by means of the cam shaped inner faces 42,

' 43 of the pawls 28 and 29 when the outer weighted ends 44-44 y outwardly under centrifugal action.

As shown in Fig. 6 an annular'hub 45 extends inwardly from one end of the ring 41 and is provided with diametrically opposite slots 46. These slots are engaged normally when the .armature `is in the position shown in Fig. 1 by the pin 47 which projects transversely through an opening in the armature shaft 14.

The inner forward end of is provided with ratchet teeth 47 as illustrated in Figs. 4 and 5, so that'when the armature lshaft is moved axially and inwardly against the spring 17 the pin 47 will disengage itself from the slots 46-46 in the ring 41 and move into j engagement with the ratchet teeth 47 ofthe wabbling pinion.

Thevoperationof the device is as follows.

When the armature is rotated for the purpose of starting the internalcombustion .engine the eccentric hub 24 wabbles the ex' ternally toothed pinion 25, tending to rO. tate the same in a counter-clockwise direction, looking at Fig. 2. Rotation of the pinion in this direction is prevented by engagement of the fingers 32--32 on the pawls 28, 29 with the pockets 33 on the abutment ring 34. As a result the internally toothed gear 26 is slowly rotated in an opposite direction as indicated by` the arrow, thus providing initial rotation of the engine lshaft suiiicient to cause it to take up its cycle of the pinion 25 will tend to drag the pinion around with it in the same direction, disengaging the pawls from their pockets 33. As the speed increases the weighted ends 44-44 of the pawls will fly outwardly under centrifugal action, clamping the eccentric p0rtions 42, 43 thereof against the periphery of the ring 41 thus providing a direct 1 to 1' drive through the slots 46, 46, and the pin 47 to the armature shaft. The dynamo electric machine then serves as a generator for charging the battery, lighting the lamps, etc.

The clamp 37 is adjustable so as to provide sufficient brake friction for preventing rotation of the abutment ring 34 when starting the engine but insuiiicient to hold the same should the engine back fire, thus acting as a safety device and prevent damage to any of the parts in such event.

I have also provided inconnection with this apparatus means for rotating the engine shaft from the armature shaft at an equal speed should the electrical. apparatus become disabled and it becomes desirable to start the engine by hand. By removing the end cap 20 the hand crank 21 may be inserted over the end of the armature shaft 14, its ratchet teeth engaging with the pin 18 and by moving the same endwise against the pressure of the spring 17, the pin' 47 will disengage itself from the slots 46-46 of the friction ring and engage with the ratchet teeth 47 on the wabbling pinion. By thus positively rotating the wabbling pinion with the armature shaft in a cl0ck` is dragged around with the pinion at thel same speed. As soon as pressure is released from the hand crank the spring'17 automatically breaks this connection and moves the pin 47 into engagement with the slots 46-46, restablishing the' previously described relationship.

Having described my invention, what I claim is:

yThe combination of a driving shaft and a drivenshaft, a crank pincon the driving shaft, an internally toothed gear secured to the driven shaft, an externally toothed gear rotatably mounted on the crank pin, a friction wheel connected with the crank pin, a fixed member having pockets therein, a pawl pivoted on the externally toothed gear and having a portion adapted to be received by the pocket in the 'fixed member to prevent backward rotation of the externally toothed gear whereby a rotation of the drivthe driven shaft exceeds a predetermined In testimony whereof I hereunto set my speed, and means for either rotatably conhand Yin the presence of two lsubscribing necting the driving shaft directly to the witnesses. externally toothed gear to drive the latter VINCENT G. APPLE.

5 therefrom or for connecting the driving In the presence ofshaft to the friction wheel to be driven H., E. Bonolm, therefrom. E. V. MARTIN.

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