US1233855A - Pneumatic starting device for internal-combustion engines. - Google Patents

Description

C. G'. EID'SON, T. DAVIS II D. E. CROUSE. PNEuNIATIc STARTING DEvIcE EoR INTERNAL coNBusIIoN ENGINES. APPLICATION FILED AUG. I0. 1916.

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C. G. EIDSON, T. DAVIS h D. E. CROUSE. PNEUNATIC STARHNG 'DEVICE FUR INTERNAL coNusTloN ENGINES.x

APPLICATION FILED AUG. l0, |916.

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3 SHEETS-SHEET 2 C. G. EIDSON, T. DAVIS & D.E. CROUSE. Y PNEIINATIC STARIING DEVICE EoR INTERNAL coIvIusI'oN ENGINES.

APPLICATION FILED AUG.IO. |916.

I Patented July l?, 1917.

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III//r/I/ESSES -novel features of the invention will be CHARLES G. EIJDSON ANI) `Tit-IOMAS DAVIS, OF BALTIMORE, ANI) DAVIRE. CROUSE, OF vAlli'NAF'OLIS, MARYLAND, ASSIGNORS, BY MRSNE ASSIGNMENTS, 'IO II-IE EIDSON AIR PRODUCTS COMPANY, OF BALTIMORE, MARYLAND, A CORPORATION OF MARY- LANZO.

PNEUMATIC STARTING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Sp'ecication oi' Letters Patent.

Patented duty it, IOM@ original application :filed January 14, 1916, Serial No. 72,069. Divided and this application iiled August 10,

' 1916. Serial No. lltol. f

To all 'whom t may concern.

Be it known that we, CHARLES Gr. EIDSON and THOMAS DAVIS, residents of Baltimore city, in the State of Maryland, and DAVID F. Crouse, a resident of Annapolis, in the county of Anne Arundel, in the State of Maryland, all citizens of the United States, have made `certain new and useful Improvements in Pneumatic Starting Devices for Internal-Combustion Engines, of which the following is a specification.

Our invention relates to improvements in starting devices for internal combustion engines, and it consists in the combinations, constructions, and arrangements herein describedv and claimed.

An object of our invention is to provide an arrangement by means of which an internal combustion engine such as the motor of an automobile, may be started by the pushing of afpedal or other similar device, said starting beingaccomplished by the use of compressed air.

A further object of vour invention is to provide means for furnishing a continuous supply of Acompressed air, said means being driven by the internal combustion engine.

A further object of our invention is to provide a novel form of clutch mechanism by means Of which the air compressor may be disconnected from the -engine w-hen the pressure reaches a given amount and may be again brought into operative relation with the engine automatically when the pressure falls `below a given point.

Other objects and' advantages will appear inthe following specification, and the articularly pointed out in the appended claims.

' Our invention is illustrated in the accompanying drawings forming a part of this specification, in which;

Figure 1;is a diagrammatic view showing ythe arrangement v of the various parts of the device. l

Fig. 2 is a section through 4the motor, compressor and a portion of the clutch operating v mechanism.

Fig. 3jis a section along the line 3-3 of Fig. 2, looking in the direction of the arrows.'A

72069, filed J an. 14, 1916.

Referring now particularly to Figs. 2 and 3, we have shown therein a shaft 1. One end 'of this shaft bears a clutch member 2 such as that ordinarily used in starting a 'motor or engine by handwith a crank. 'llhe shaft revolves in the interior of a sleeve 3 which is provided with anti-friction linings 4. The sleeve 3 is disposed in the interior of a hub 5 and is'provided with a key 6 which slides ina groove 7 in the hub 5 so that the sleeve may have a longitudinal movement with respect to the hub, and any rotary movement of the hub will be transmitted tothe sleeve. The hub 5 is provided with radially extending walls 8 which terminate in an integral cylindrical member 9. At 10, see Fig. 3, we have shown radially disposed members similar to the spokes of a wheel. These members 10 extend from one wall 8 to the other and are slotted or cored as shown at 11 to receive blades or pistons 12 which are adapted to slide radially with respect to the axis of the shaft 1. blades or pistons are like that shown in Fig. d. Each pist/on is provided with a recess l2 and with bores 12b extending from one edge of the piston nearly to the other edge. Iiaterally extending holes 12'communicate with the bores as shown in Fig. d. l

At the inner end of the slots or cored out places 11 we provide lugs which extend from one wall of the slot to the other, these lugs being for the purpose of strengthening thespokelike members 10 and being secured tothe hub 5 hy means lof screws 14. It is obviousethat the. lugs might be formed integrally with the members 10 but we prefer The aov

pistons are moved inwardly. Springs 15 are provided and are disposed withinthe bores y12", these springs tending to force the pisin the drawings. The walls 16 have lateral extensions 16 which form bearings for the -sleeve 5. At opposite portions ofthe cylindrical member 17 are offsets 19 into vwhich springs 20 inay play. These springs 20 are disposed adjacent to approaches 21 which also serve as means for retaining the slidin abutments 22. These approaches are pre erably formed as an integral'casting with the wall of the cylinder 17 but may be made separately and secured to the wall. The sliding abutments are best shown in Fig. 5. From this figure it will be observed that each of the abutments is provided with bores 22a, thatthe edge of the-abutment is concave as shown at 22)c to hug the cylinder 9, and that each abutment is rovided with a groove 22b which is arranged) to register with a passage 23 leading to the space between the cylinders 9 and 17.

0n the opposite side of the abutment, see Fig. 3, the member 21 is sloped toward the cylinder 17. A. spring 24 is disposed in the offset into whichthe intake pipe 25 is secured. y On; the opposite side of the shaft a similar arrangement is provided.

Referring now particularly to Fig. 2, it will be seen that the shaft 1 passes through the casing 26 of the air compressor. This casing is provided with an extension 26 which forms a. bearing for'the clutch 2, a lining 26b being provided. At the end of the extension 26a is a. hinged cap 27 which is provided with a spring clasp 28 that normally holds the cap closed over the end of the extension.

Secured to the shaft 1 is an eccentric member 29 which, as will be noted, is `provided with a strap 30. The eccentric 29 is wider than the strap in order that it may have a. lon itudinal movement with the 4shaft as exp ained later. The strap of the eccentric is connected toa piston 31 disposed 1n the cylinder 32. The latter constitutes the cylinder of the compressor andv is provided with check valves 33 and 34: The cylinder communicates by means of the pipe 35, with a pressure tank 36,l the check valve 37 being carried by the pipe 35, as shown in Fig. 1.

. Disposed on one of' the vwalls 16 are lugs 38 to .which is secured a bracket .39 for the pivot pin 40 of a 1ever41.- Thedatter is pivotally connected at 42, see Fig. 1, with a rod- 43 which is connected with a lever 44 fulcrumed at 45 and extending under the spring pressed head of a push button or pedal 46 which controls an air valfe 47 in a pipe 48 leading from the tank 36 and communicating with both of the intake pipes 25.

Referring now to Fig. 2, it will be seen that the sleeve 3 is provided at one end with a grooved clutch member 3". The

sleeve, clutch member, and the bearing linings 4 are-slidable longitudinally with respect to the shaft 1 and the clutch member 3) may be brought into operative engagement with the clutch member 49 which is rigidly secured to the shaft 1. At 50, see Figs. 2 and 6, we have shown a grooved clutch member which is adjustably secured to the shaft 1 preferably by means of a clamping device 51, but which is rigidly retained in position when the adjustment has been made. rFhis clutch member 50 is provided with a tooth or lug 52 arranged to engage the semi-circular portion 53 of the companion clutch member 54, see Figs. 6 and 2, when the clutch member 50 is forced toward the clutch member 54. It will be observed, however, that if the shaft 1 is rotated and at the same time is forced toward the clutch member 54, the tooth or lug 52 will engage the shoulder 55 of the member 54, and this clutch member.54 being secured to the shaft 56 of the engine, the latter will be turned ever. When, however, the engine picks up, it will of course revolve faster than the shaft 1, whereupon the shoulder 55 will leave the tooth 52 and the slot or groove 55 will gradually overtake the tooth 52 whereupon the tooth will enter the slot 55", thus positively connecting the engine shaft 56 with the shaft 1.

Referrn now again to Fig. 1, it will be seen that t e pipe 57 leads rom the tank 36 to an air governor 58, a gage 59 being provided for the pip-e. The pipe 57 communicates with the interior of a diaphragm casing 6 0` provided with a diaphragm 61.k This diaphragm is arranged to bear on a plunger head 62 carried by the stem 63 which 1s arranged to enter a sleeve 64 pivotally connected at 65 with the lever 66 which is fulcrumed at 67. One end of this lever has an arm or yoke 68 which engages the grooved clutch member 50. The opposite end of the lever is kept under tension by a spring 69. A spiral spring 70 is disposed kin the sleeve 64.

From the foregoing description of the various parts of the device, the operation thereof may be readily understood.v Let us assume that the parts are connected up as shownin Fig. 1, that the engine is the motor of an automobile, and that there is air pressure in the tank 36. In starting the engine, all that is necessary is to de ress the member 46, `athis being either a fbot pedal br a hand operated device. Air is new admitted from the tank 36 and passes past the valve 47 through the pipe 48 to the intake pipes 25.

Consider now Fig. 3: The air is shown entering from the pipes 25 into the space .meente between the cylinders 9 and 17, the pistons 12 being extended to engage the wallsv of the cylinder 17. The rotor wilL therefore be turned since the compressed air is acting on opposite sides of the pistons, which are situated on opposite sides of the shaft 1. lt will also beobserved that the other bore of piston 12 is in a position to provide' for the exhaust of the air through the exhaust ports 71. The exhaust does not take place directly into the atmosphere ibut the space 72 between the outer cylindrical portion 18 and the cylindrical member 17 serves the pur# pose ofa muer. The exhaust finally takes place at the opening 73. This opening 73 is disposed in such position that the spent air must travel a considerable distance before nally escaping. This tends to reduce the `noise of the engine and to eliminate the whistling or hissin sound. ln Fig. 3 those pistons 12 which have jus passed over exhaust ports .71 `will engage the springs 20.` rThis tends to lessen the shock occasioned by striking the approaches 21. The latter are in the form of cams which cause the slidable pistonsv to retract against the tension of the springs and thus permit the pistons`- to pass the abutments 22. After passing these abutments the pistons 12 are thrust forward by the springs 15 until they again contact with the inner walls of the cylindrical member 17. The springs 24 are for the purpose of cushioning the engagement of the pistons 12 with the walls` 17. lt will be noted that the full pressure of the steam comes on the end of the piston` y 12 immediately after passing the abutment. This would tend to press the iston inwardly away from the wall of lhe `casing were it not for the fact that the steam passes through the openings 12", see Fig. 4and gets f 'through the openings 12c and the bores 12".

Thus the air pressure is equalized so that the holding of the pistons against the walls of the outer cylindrical member is assured.

Similarly the air enters through the passages 23 and 22", gets behind the sliding abutments 22 so as to aid the springs 73 to hold the abutments in close engagement with the outer surface of theinner cylinder 9. Simultaneously with the starting of the motor, the pressure of the pedal 46 causes the movement of the lever 41 through the medium of the rod 43 and lever 44, and this` brings the clutch members 3 and 49 into l 0 A operative engagement, thereby imparting a .-bustron eng1nes,the comblnatlon of a shaft,

rotary movement to the shaft 1.l

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Continued movement, however,` of the lever 41 moves the shaft 1 together with the clutch member 50 toward the left of Fig. l2, thereby bringing the clutch members 52 and 55 in operative relation as before explained, and causing the engine to start up.- As soon as the engine starts up, the tooth 52 will be shifted to the groove 55x as before explained, so that the engine shaft 56 is now rigidly connected with the shaft 1. This will cause the starting up of the compressor through the medium of the eccentric and will supply air to the tank 36. When the pressure in the tank 36 increases to a certain amount then the air governor 58 will operate to permit the passage of air from the tank through the pipe 57 to the diaphragm casing 60. This will cause a movement of the diaphragm and the plunger 63 so as to compress the spring 70. When this pressure'is sucient it will throw out the clutch member 50, thereby disconnecting the engine 56 from the shaft 1. This will cause the stopping of the compressor.

The air in the tank maybe vused for other purposes, as for instance, for inflating tires. When the pressure is lowered, the spring 69 will cause the rengagement of the clutch members 50 and 54 and hence the vstarting up of the pump or compressor through such engagement. motor will only remain in operation as long llt will be obvious that the as thespring compressed. pedal 46 is held down, so that in startingthel fd'evice' this pedal is held until the motor picks up, after which the air tank is automatically'lilled as described. There is, therefore, nothing for the operator of the car to do but .push the pedal whenf he wishes to start his engine.

We will now show how the starter may be too,

tea l used regardless of the position of the pump clutches. ssume'that the tank pressure is at its maximum and the governor has disconnected clutches 50 and 54 and is being held in this position by means of diaphragm stem 63 (see Fig. 2), through lever 66. Then to start the air motor and to connect-'same to engine through clutches 50 and 54 a foot 'pedal 46 is depressed, thus `moving the arm 41 through the medium of the lever 44 and i link 43. The movement of the lever 41 moves shaft 1, thus shifting the arm 66 and compressing the spring 70 without., however, interferin with the position of plunger 63. When t e engine starts, spring() disengages .clutches through lever 66, and the diaphragm is not exhausted untilthe tank pressure is reduced belowthe predetermined minimumwhich may `take several starts.

Therefore, the starter may be used regardless of the position of the pump clutches.

We claim:

1. ln a startingdevice. for internal comclutch member carried by the shaft, a clutch member on said shaft arranged to be en,

member carried by the sleeve and arranged to engage the first named clutch member for connecting the sleeve With the shaft, a rotor mounted on said sleeve and having a feathered connection With the sleeve whereby the rotor is connected With the sleeve for rotative movement While the sleeve is free to move longitudinally of the rotor, and a stator disposed concentrically With respect to said rotor.

2. In a starting device for internal combustion engines, the combination of a shaft, a sleeve movable longitudinally on the shaft,

a clutch member on said sleeve, a clutch' member on said shaft arranged to be engaged by the first named clutch member, a rotor having feathered connection With said sleeve whereby the sleeve may move longitudinally vvith respect to the rotor but is rigidly connected with the rotor for rotative movement, a stator disposed concentrically of the rotor, an air cylinder, a piston in said air cylindeigan eccentric strap, a rod connecting saidstrap With said piston, an eccentric carried byv said shaft and arranged'to receive said eccentric strap, said eccentric and said strap being in operative engagement in any position of the shaft.

3. In a starting device for internal combustion engines, the combination of a shaft, a sleeve movable longitudinally on the shaft, a clutch member on said sleeve, a clutch gaged by the first named clutch member, a rotor having feathered connection With said sleeve whereby the sleeve mayA move longirespect to the rotor but is rigidly connected with the rotor for rotative movement, a stator disposed concentrically of the rotor, an air cylinder, a piston in said air cylinder, an eccentric strap, la rod connecting said strap with said piston, an ec' centric carried by said shaft and arranged to receive said eccentric strap, said eccentric being Wider than said strap so as to operatively Venga-ge the strap in` any position of the shaft.

4. In a starting device for internal combustion engines, the combination of a motor, an air pump driven by the motor, an airreservoir, a longitudinally movable shaft c0mmon to said motor and to said air pump, a clutch carried by the shaft for connecting the latter with the drive shaft of the engine, an automatic pneumatic clutch operating device connected vvith said reservoir and having means for shifting the clutch on said shaft, and manually operated means for shifting the shaft independently of said automatic operating means, said motor and said air. pump being operatively connected with said shaft in any position of the latter.

5. In a starting device Afor internal combustion engines, the combination of a motor, an air pump driven by the motor, an air reservoir, a longitudinally movable shaft common to said motor and to said air pump, a

clutch carriedby the shaft for connecting the latter Withthe drive shaft of the engine, an automatic pneumatic clutch-operating device connected with said reservoir and having means for shifting the clutch on said shaft, manually operated means for shifting the shaft independently of said automatic operating means, sai motor and said air pum being operatively connected with said sha t in any position of the latter, and a second clutch carried by said shaft and adapted to be brought into engagement by'the operation of said manual means for connecting the motor with the shaft.

CHARLES G. EIDSON: THOMAS DAVIS. DAVID E. CROUSE.

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