US1254811A - Engine starting, lighting, and ignition system. - Google Patents

Description

I C. F. KETTERING. ENGINE STARTING,.L|GHTING, AND IGNITION SYSTEM.

APPLICATION FlLED APH.I9.19I5. I I 1,254,811. Patented Jan. 29, 1918. I

3 EETS-SHEET I.

fnuenfo? I I C. F. KETTERING.

ENGINE STARTING, LIGHTING,AND IGNITION SYSTEM. APPLICATION FILED APR. 19.1915.

1 ,25431 1 Patented Jan. 29, 1918.

3 SHEETS-SHEET 2 C. F. KETTERiNG.

ENGINE STARTING, LIGHTING, AND IGNITION SYSTEM.

APFHCATIUN FILED APR-19.1915- 1,254,81 1. Patented Jan. 29,1918. E E s SHEETS-SHEET 3.

lll

CHARLES F. KETTERING, "OF DAYTON,

OHIO, ASSIGNOR TO THE DAYTON ENGINEERING LABORATORIES COMPANY, A CORPORATION OF OHIO.

ENGINE STAETING, LIGHTING, AND IGNITION SYSTEIVL Specification of Letters Fatent.

Patented Jan. 29, 1918.

Original application filed April 17, 1911, Serial No. 621,512. Divided and this application filed April 19, 1915. Serial No. 22,310.

To all whom it may concern:

Be it known that I, OHAnLns F. Kate Tnnnso, a citizen. of the United States of: America, residing at Dayton, county of Montgomery, andState of Ohio, have in" vented certain new and useful Improve-- ments in Engine Starting, Lighting, and Ignition Systems, of which the following is afull, clear, and exact description.

This invention relates to a system of de vices adapted for supplying power to start an engine, and the engine when thus started is arranged to store up power for similar starting operations; and this same power source may then be used for the ignition system of the engine, and to furnish a lighting circuit.

That is, in the particular form hereinafter described as embodying my inventions, I

have provided an automatic'starting device for automobile engines, so as to eliminate the manual cranking of the engine. The power to start, or crank the engine in this automatic manner is derived from electric storage batteries, which supply current to an electric motor that is connected to the engine. Then after the engine has been thus started, it operates the electric motor as a generator to supply electric current, which is stored up in any suitable storage batteries.

The present application is a division of my co-pending application, Serial No. 621,512, filed April 17, 1911, which eventuated. into Patent 1,171,055, dated February a, 1916..

Some of the mechanisms shown in the present application, form the subject matter of claims in my application just referred to. The improvements of the present application refer to' the mechanical arrangements associated with the starting and with the generating apparatus above referredto.

For example, it is among the objects of the present mvention to provide means for preventing the reiingagement of the gears between the motor and the engine, after the motor has started the engine and the gears have been disengaged, this being efiective until the engine has substantially stopped. The gears referred to in the present case constitute all of the mechanical connections between. the electric motor and the engine.

()ther improvements shown in. the present application relate to locking devices for connection with the starting lever, and also some adjusting devices connected with the starting lever for adjusting the timing device and the gasolenc carbureter into their most advantageous positions for starting.

Further objects and advantages of the present invention will be apparent from. the following description, reference being had to the accompanying drawings, wherein a preferred form of embodiment of the inven tion is illustrated.

In the drawings:

Figure 1 is a top plan View of the chassis of an automobile to which my improvements are applied. Certain parts of the chassis of the automobile are removed for the sake ofclearness, the portion of my improvements shown therein being more particularly the motor'generator and its connections to the engine.

Fig. 2 represents a side elevation of the engine and flywheel. of this automobile, showing the motorgenerator with the gearing connections and the flywheel ready for starting.

Fig. 3 is a fragmentary detail view of the motor fly-wheel gearing.

Fig. 3 is a. front end view of the timing gears of the engine showing the driving con nection thereof with the motor generator shaft, whereby the motor generator is driven as a' generator by the engine.

Fig. 4 is a detail side view of the parts shown in Fig. 3, with the exception that the flywheel 'is removed for the sake of clearness.

Fig. 5 is a detail view of the friction clutch carried by one of the transmission p'inions of the motor flywheel gearing.

Fig. 6 is a sectional view of Fig. 5.

Fig. 7 is a detail view of the cooperating locking elements of the. transmission con trol lever and the foot pedal device.

Referring now to Fig. 1, it may be stated that the type of automobiles in which these improvements are shown as applied, is the.

Cadillac, which is a well known auto till mobile on the market at the present time.

In this view, the chassis is shown having.

the side frames 30 and carrying the engine 31 which is of the four-cylinder type ordinarily used in automobiles. 32 are the front wheels, and 33 the running boards. 34 is the box containing the transmission gears, and 35 is the transmission lever, which when moved back and forth controls the selection of the transmission gears in a well known manner, one position being the neutral, in which the engine driving shaft is not connected up to the driving wheels of the automobile; and the other positions of the control lever 35 operating the transmission gears to produce the various speeds forward or the reverse speed.

36 is a casing containing the ordinary oil pump such as is customarily used on a car of this type. This oil pump is operated by a shaft 37 which is utilized in connection with the present inventions as will appear hereinafter.

38 is the flywheel of the engine, connected of course directly with the engine shaft. 139 is the clutch disk, the usual form having the conical shaped periphery which engages in the interior of the flywheel and may be operated as by a pedal 40 to be-thrown into and out of engagement with the flywheel in a well known manner to make or un-make the connection between the engine and the transmission gears. I

41 is the motor-generator forming part of the present improvements and arranged to serve as a'motor to start the engine and as a generator to charge the storage batteries. This motor-generator is controlled as to its status as a motor or as a generator, by the foot pedal 42, mounted upon a cross rock shaft 43. From this rock shaft 43 there extends upward an arm connected to a link 44 which extends forward to controlthe gearing connections between the'motorgenerator and the engine. Another link 45 extends rearward and is connected to a bell crank lever 46 which in turn is connected by a link 47 to the switch or controller 48 shown diagrammatically in dotted lines in Fig. 1. This controller 48 is contained within a casing or box 49 which is carried upon the running board of the car and is intended to be a convenient place to carry also the storage batteries and other appurtenances of this electrical system.

These various connections will be described more in detail later, but'in-general it may be seen from Fig. 1 that the operation of the foot pedal or starting pedal 42 operates through the link 44 to control. the

connections between the engine and the motor-generator, and through the link 45 tooperate the electrical switch or controller which governs all of the electricalcircuits as will hereinafter appear.

The connections between the engine and the motor-generator will now be described.

Referring to Fig. 3, the engine shaft 50 carries a small gear 51. This meshes on one side with a gear wheel 52 which in a well known manner is used to operate cams which move the valve stems 53 for the respective cylinders 54 of the engine, but as these parts form no.portion of the present improvements, no further description of them will be given.

The gear 51 also meshes with an intermediategear 55 which transmits motion to its intermeshing small gear 56 which is fast upon the aforesaid shaft 37 see Figs. 1 and 2 which heretofore has been utilized to operate a magneto for ignition purposes. Because of the previous existence of a shaft of this sort, in a car of this type, it is found advantageous to use this as one connecting means for one set of gearing between the engine and the motor-generator.

Referring now to Fig. 2, it will be seen that the said shaft 37 carries a shiftable clutch member 60, having teeth adapted to engage with the corresponding clutch mem ber 31 which is fast upon the shaft of the armature of-the motor-generator 41. This shifting clutch member 60 is operated by a central pivot lever 62 which is connected to an arm 63, extending rearward. to an arm 64 (see also Fig. 1). This arm 64 is pivoted at its middle point. the outer end of the arm being connected to the aforesaid link 44 shown in Fig. 1, and the inner end of the arm being connected to the rod 63.

Thus it will be apparent that the operation of the footpedal 42, when pressed forward, throws the link or rod 44 forward, which retracts the rod 63 rearward and thereby moves the clutch member'til out 'of engaging position so that it rests in the position shown in Fig. 2.

This is the starting position. That is, it is intended that the pressing forward of the foot pedal or starter pedal 42, shall prepare for the starting of the engine by the electric motor; and upon the return of the pedal to normal rearward position, the connections. are such as to have the motor-generator operate as a generator. In such case, the return of the foot pedal 42 to normal rearward position would throw the rod 63 forward,'thus engaging the clutch member 60 with its companion member 61. This makes a direct connection between the engine shaft 50 (Fig. 3) through the countershaft 37 and clutch members 60and 61, directly with the armature of the motor-' generator.

It will be seen that the size of these connectin'g gears is such that the armature of engine shaft 50. That is, the generator is the motor-generator would in this charging '3 posltlon bednven at the same speed as the drivgn, for charging purposes, at engine spee y l I will now describe the connections between the engine and the motor-generator for the starting position, that is, when the motor-generator is operatiiig as a motor. As seen in Fig. 2, the end of the armature shaft 65, of the motorgenerator, car- .ries a pinion 66. The flywheel 38 is formed upon the forward parts of its periphery with gear teeth 67. There is a shifting gear arrangement so arranged that these gears will connect up the motor pinion 66 to the gear teeth 67 of the flywheel, or said gears may be shifted laterally so .as to break this "these two, is arranged to mesh with the motor pinion 66; while the smaller gear wheel 73 is arranged to mesh with the teeth 67 of the flywheel 38.

The device for shifting these gear wheels 72 and 73 forwardly and rearwardly on the shaft 70 comprises a. yoke 74 which projects into an annular groove formed in the sleeve 75 extending from these gear wheels. This yoke is fast to a hub 76 which is pinned to a shaft 77, which extends forward from a similar hub which is the center part of the aforesaid arm 64 which is operated by the starter pedal 42.

Thus, when the starter pedal is pushed forward so as to throw the connecting'rod 44 forward, this rocks the arm 64 and thereby turns the aforesaid short shaft 77 so as to move the yoke 74 rearward (to the left in Fig. 4). This shifts the intermediate ears 72 and 73 to the left in Fig. '4, and rings the gear 72 into mesh with the motor gear 66 as seen in the position shown in Fig. 4. In this position the gear wheel 73 is meshing with the teeth 67 of the flywheel 38. In Fig. 4 the flywheel is shown removed for the sake of clea'rness, but the position can readily be seen from Fig. 3.

Now, when the starter pedal 42 is allowed to returlrto its normal position, this shifts the gear Wheels 72 and 73 to the right in Fig. 4, and withdraws the gear 72 from meshing with the motor pinion 66 and also withdraws the gear 73 from engagement with the teeth of the flywheel. I

' Now, when the parts are in the position shown in Fig. 4, which is the starting 'position, the ratio of the gearing is a multiplied ratio, that is,-the motor pinion 66cm re-' at a fairly-high rate of speed, but the volve flywheel of the engine moves comparatively slowly so that thereby the motor may revolve rapidly and the engine may he cranked slowly by the motor for the purpose of starting.

As seen above, when the-starter pedal 42 returns to normal rearward position, the ggarin connection between the motor pinion an ing of the gears 72 and 73, and the other connecting gearing between the engine and motor-generator is brought into play, that is, the one to one ratio gearing; through the medium of the clutch members 60 and 61,

the flywheel is broken. by the shiftwhich drive the motor-generator from the engine as a generator.

Usually it will be possible tomake the.

gear wheels 72 and 73 go into mesh respectively with the pinion 66 and'gear teeth 67, but if these gears happen to be out of proper alinement for enmeshment upon this proper shifting, the initial movement of the motor pinion 66, by reason of the starting up of the motor current upon the shifting of the starter pedal (as later explained), would give the motor pinion enough movement to start to pick up these gears and permit the lateral shifting. Or if desired some auxiliary device. could be utilized to give the motor a slow turning movement preliminary to the shifting of these gears for enmeshment. Such a device forms the subject matter of another pending application file by me. p 1

It has just been stated above that the two gears 72 and73 were arranged to be clutched together in order to turn the flywheel by revolution of the motor shaft pinion. 66. This clutch mechanism is shown in Figs. 5 and 6, and is of a well known form.

Loosely mounted upon the aforesaid stubshaft 70 is the said gear wheel 73 which has a laterally extending collar 80 over which is fitted a tooth shaped cam disk 81,

the shape of which is clearly shown in Fig. 5. This disk 81 is pinned to the gear 73 by pins82. In the recesses between the disk 81 and the inner periphery of the gear wheel 72 are friction rollers 83 which are normally springpressedsprings 85.

away from the disk 81 by When the gear wheel 72 rotates in the di rection of the arrow in. 'Fig. 5, which is the direction of rotation under which it is driven when the motor revolves for starting, the friction of the inner periphery of the gear wheel 72 carries the rollers 83 into the ll-shaped portions of the recess between the disk 81 and the gear 72. This causes the gear 72 to drive the disk 81 and thereby drive the pinion gear wheel 73. turn drives the flywheel, as is obvious from Fig. 3.

This in that the dish 81 and gear wheel 73, and the flywheel. of the engine can all revolve faster than the gear driven slowly by the motor, so long as the motor. is running under its own current. This permits the engine to run ahead of the motor as soon as it has started. a

I have also arranged a preventing means which prevents the reengagement of the gear wheel 73 with the flywheel, after the engine has been started and the gears have been disengaged. By referring to Fig. 4:, it will heseen that the end of the motor shaft fio carries a governor 90 against the end of the movable portion of which rests a blocking lever 91, pivoted at 92to a portion of the framework. The upper end 93 of this blocking lever rests in a slot in the end of the shaft 7 0 and is of such length that when the yoke 74 is moved to shift the gear wheels 73 and 72 to the right in Fig. 4 the inner end of thisportion 93otthe bloc ing lever, tends to spring up (under tension of spring 94:), into dotted line position, so that the endof the lever will abut against the outer end or the sleeve carrying the gear 72, and

thus hloclr the movement of the gear wheel.

73-to the left. i r

This movement of the blocking lever is permitted when the motor has got up to speed, so that the governor balls separate and permit the arm 91 of this lever to spring inward. Thereupon, as soon as the operator restores the starting pedal to normal posi tion, thereby shifting the-gears 72 and 73 out of mesh with the flywheel, this blocking lever then prevents the gears from being shifted back again. a

' Thus the result is that after the motor has started the engine, and the engine flywheel has got up to speed, then if the operator returns the starter pedal to normal position and disengages the gear 73 from the flywheel, these parts cannot again be engaged until the motor has stopped or slowed down to slow speed. This prevents injury to the gears by trying to force them into mesh when running at too high a speed.

, In Fig. 7 is shown the device which prevents the starter pedal 42 from being actuated when a the transmission control lever occupies any position other than its neutral position.

attached a gear rod 101. The transmission 72 while the gear 72 'is- Extending downward from the rock shaft 1-3 is an arm 100 to which is control lever 35 has attached to it a locking l position, the slot 103 isopposite the locking rod 101, so that the starter pedal 42 is free to be operated, and when so operated by being pushed forward, the locking rod 101 enters the slot 103, thereby locking the transmission lever so that the transmission cannot be moved during this process of starting.

It likewise follows that the locking plate 102 blocks the movement of the rod 101, when the lever 35 is out of normal position, so that the starting pedal 42 cannot be pushed forward for starting the engine, when the lever 35 is Many other place than neutral position. A spring 104 operates upon the pedal 42 to normally tend to bring the pedal back to rearward position.

While the form or mechanism herein shown and described constitutes a preferred form of embodiment of the present invention, it is to he understood that other forms "might be adopted all coming within the nected and the engine is operating under its own power.

2. ii an engine starting device, the com hination with an engine, of a starting device therefor; means for operatively connecting said starting device to said engine; and mechanical means for preventing the con-' necting of the starting device as such to the engine, once it has been disconnected and the engine is operating under its own power.

3. In an engine starting device, the cornbination with an engine, of a starting device therefor; means for operatively connecting said starting device to said. engine; and a centrifugal governor controlled by the operation of said engine for preventing the connection of the starting device as such to the engine, once it has been disconnected and the engine is operating under its own power.

Lin an engine starting device. the combination with an engine, of a starting device therefor; connecting means including en meshing gears axially movable for operatively connecting said starting device to said engine; and means controlled by the speed of the engine for preventing the axial movement of said gears to connect the starting note,

v mediate gearing'for connecting said armature shaft and engine for startinggmrposcs; and means controlled by the speed of the engine for preventing the increment of the shiftablo caring to connect the engine and starting evice together, when the engine and starting device have once been. disconnected and the originals self-actuating.

6. In a starting device tor vehicles, the combination with on engine, an electric mo tor, and intermediate connections between the engine and the electric motor for start ing the former by thc'latter; of a vehicle upon which said engine and electric motor .said engine and said drivin. r

are mounted; drivino" connections between said engine and the running gear of said vehicle; means for coupling and uncoupling connections and means for revcnting t .e connections between the engine and electric motor being established when said coupling means is in operative position to comiect the engine with said driving; means.

7. in a starting device for vehicles, the combination with an engine, on electric motor and. intermediate connections between the engine and the electric motor for start ing the former by the latter; of a vehicle upon which said engine and electric motor are mounted; driving connections between said engine andthe running gear of said vehicle; means for coupling andnnconpling said engine and said drivin connections; and means for prcventino" tlle connections between the engine and the electricmotor from. being: established when said coupling means is in operative position to connect the engine with said driving" means; with pro visions for also preventing the movement oil said coupling means when the latter is in the uncoupling position and the said intermediate connections are in. operative posi tion connecting the niotorgenerator with the engine for starting.

8. In an engine starting device, the corn-bi nation with an engine, oi? a dynamo electric machine for starting the engine; two inde pendent sets oi connections between the electric machine and the engine; and an opened ing member for controlling connedtions,.,constrocted to break the first of said connections when the second. connection is established tor startrog; the engine by the electric machine, and vice versa establishing said first connection to thereby drive the electric machine from the engine when the aforesaid second or starting connection s broken.

the combination with an engine locking means.

9. In a device of the character described, the combination with an engine, an electric motor, intermediate'connections between the engine and. electric motor for starting the former by the latter, and an operating memher for controlling said intermediate connections; of means for preventing the operation of said operating member to r'engage said intermediate connections between the engine and electric motor after the latter has have been broken.

10. In a device of the an electric motor, intermediate connections between the engineond electric motor for starting the character described,

- started the former and the said connections former by the latter, and an operating mern her for controlling said intermediate connectitres; of a governor connected with said an gone; and means connected with said governor for preventing the operation of said operating member to reng'age sald connections between the engine and electric motor after the engine has been started and is running at speed and said connections have been disengage 1].. In combination with an internal coir.- bnstion engine, a starter comprising a motor, power transmitting mechanism between the engine and motor comprising two members one of which is movable into and out of engagcxncnt with the other, mechanism adapted to be shiftedb the operator for establishing; driving re ation between the motor and engine, and means for rendering said mechanism inoperative when the engine is in operation. I

12. The combination with an engine having a shaft, 2. starting motor, and means for operatively connecting said motor to said shaft, oi means controlled by centrifugal force for preventing the establishment of said operative connection.

.13. The combination with an engine having a shaft, a starting motor, and means for operatively connecting said motor to said shalt, of speed-controlled means for preventing the establishment of connection.

l t. The combination with an engine having a shaft, a starting motor, and means for operativel connecting said motor to said Sl'lllfl3,'0f locking means for preventing the establishment of said operative connection, and means controlled by centrifugal force for actuating said locking means.

15. The combination with an engine having a shaft, a starting motor means for operatively connecting said motor to s-aid shaft, of locking means for preventing the est-ablishmont of said operative connection, and speed-controlled means for actuating said 16. The combination with an engine having a Shaft, a starting motor, means for oplllll said. operative eratively connecting said motor to said shaft, of locking means ior preventing the establishment of said operative connection, and means for actuating said locking means when the engine operates under its own power.

'17. In combination, two gear wheels, one

of which is relatively shiftable into and out of mesh with the other, and mechanical means which automatically prevents the meshing of said gear wheels when one of them .is rotating. t

18. In combinatiom'two gear wheels, one of? which is shiitabie into and out of mesh with the other, and mechanical means for locking said shiftable gear wheel in an inop aegan erative position upon an attempt to mesh said gear wheels when one of them is rotatmg.

19. The combination with two gear wheels, one of which is relatively shiftable into and 26 out of mesh with the other, of means for antomaticaiiy preventing the meshing of said gear wheels when one of them is rotating.

' In testimony whereof I affix my signature in the presence of two subscribing witnesses. 25

CHARLES F. KETTERING.

Witnesses:

'J. W. Mo'DoNALn,

O. D, Mowm'.

Images