US1330567A

US1330567A - Motor

Info

Publication number: US1330567A
Authority: US
Publication date: 1920-02-10
Anticipated expiration: 1937-02-10

Description

L. M. WOLFFSOHN (NOW BY JUDlClAL CHANGE OF NAME L. M. WOOLSON).

ELECTRlCAL APPARATUS FOR AUTOMOBILES.

APPLICATION FILED FEB. 10. 1917.

1,330,567. Patented Feb. 10,1920.

FIG.2

UNITED STATES PATENT OFFICE.

LIONEL M. WOLFFSOHN, (NOW BY JUDICIAL CHANGE OF NAME LIONEL M. WOOLSON,) OF WEEHAWKEN, NEW JERSEY, ASSIGNOR, BY MESNE ASSIGNMENTS, TO BIJUR MOTOR APPLIANCE COMPANY, A CORPORATION OF DELAWARE.

ELECTRICAL APPARATUS FOR AUTOMOBILES.

Specification of Letters Patent.

Patented Feb. 10, 1920.

Application filed February 10, 1917. Serial N 0. 147,889.

To all whom it may concern:

Be it known that I, LIONEL M. VOLFF- soHN, a citizen of the United States, and a resident of VVeehawken, in Hudson county, State of New Jersey, have invented an Improvement in Electrical Apparatus for Au tomobiles, of which the following is a specification.

This invention relates to electrical apparatus and with regard to certain more specific features, to the construction and to the mounting of adynamo electric machine and related power-transmitting parts.

One of the objects thereof is to provide apparatus of the above type of enhanced simplicity and effectiveness. Another object is to provide a simple, secure and inexpensive mounting for an electric starting motor with relation to an internal combustion engine. Another object isto provide a mounting of the above type in which the apparatus is readily assembled or dismounted and is nevertheless rigidly held assembled in condition for efficient action. Another object is to provide simple and effective means for distributing the lubricating substance and confining it to parts of the apparatus where it is useful.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the'scope of the ap plication of which will be indicated in the following claims.

In the accompanying drawings in which are shown one or more possible embodiments of this invention, Figure 1 is a side View partly in section showing the mounting of the apparatus on an automobile engine, the invisible parts of the shaft being shown dotted.

Fig. 2 is a view similar to Fig. 1 with parts broken away to reveal the interior construction, showing the same apparatus mounted on a modified form of engine leg.

Fig. 3 is a transverse section taken on the line 33 of Figs. 1 and 2.

Fig. 4 is a fragmentary View of a modified form of my invention.

Similar reference characters refer to similar parts throughout the different views of the drawings.

Referring now to Figs. 1 and 2 of the drawings, there is shown a motor unit 1, the exterior of which consists of a motor casing 2 having a head 3 at the left end, and at its right, a cup shaped end head 4, also acting as a housing for the inclosed drive 13. The intermediate portion of the casing apart from the heads, I designate as the yoke. The cup-shaped end head has an outstanding flange 5 between its ends, with perforated lugs 25, and the part of the head beyond said flange projects through an opening 241 in the engine leg 6, the latter term designating that part of the engine casing which incloses the flywheel. A smaller flange portion 12 contiguous to flange 5 completely fills the opening 24 in the motor leg 6, thus further helping to steady the device. The entire unit is secured to the engine leg by bolts 7 passing therethrough and through the perforated lugs 25. Reinforcing ribs 8,

integral with the motor head, extend between the flange 5 and enlarged skirt portion 26, which surrounds or telescopes over the end of the motor casing 2. Relatively small screws 29 are passed through said skirt portion 26 and are threaded longitudinally of casing 2, to draw the motor into proper alinement with the head, when bolts 9 eX- tending preferably radially of the casing, canbe placed in position to firmly secure the motor v.to head 4.

Referring further to Figs. 1 and 2, there is shown a shaft 10 having two bearings, one within end head 3 and the other, as shown at 11, in the end of combined motor head and drive housing l, the shaft being unsupported between said bearings. The end-heads of a dynamo it will be understood are those elements thereof that lodge, support or carry the armature or rotor bearings. On that part of the shaft 10 extending beyond the armature of the motor, there is mounted an automatic engine starting drive, 13 of the outboard type consisting broadly of pinion i employed.

14 cooperating with flywheel gear 15, said pinion being actuated by a combined shifting and torque transmitting means 16, broadly of barrel form, and in threaded relation to the shaft 10.

The unit 1614: is maintained between springs 17 and 1S and spring 17 is maintained in position by flanged sleeve 21 secured to shaft 10. The interior construction of this form of driving connection, other than the shaft, is not shown and further detailed description thereof is not necessary, as this form of drive by itself is the subject-matter of copending application of Joseph Bijur Serial No. 145,839, filed Feb. 1, 1917. It may be here noted that upon starting the motor, the unit 1614, is automatically urged into cooperation with gear 15, under all conditions of. operation, and after the engine has started, this unit auto.- matically returns to idle position. Though other forms of driving connection may be used with good results it is to be understood that there are particular advantages when this specific form of engine starting. drive is It isseen that the end head t performs theadditional function of molesing, or constituting a housing for the engine starting drive.

The shaft 10 as shown in Fig. 1 is formed preferably of greatest diameter near its center since the greatest amount of stiffness is needed in that region, and it is reduced in diameter toward its bearings. It is to be noted, also, that the various reductions in the part of the shaft projecting beyond the armature, may be the same as in my copending application above referred to, as clearly sliownin Fig. 1. I

By my construction, I thoroughly lubricate the power-transmitting parts from the engine casing. To effect convenient lubrication of the relatively inaccessible bearing 11, an oil duct 27 is employed leading from the outside of the engine leg, where is located a common form of closure 33 to bearing 11, and being held against the outside of housing or head 4, by strap 34. I, also, provide means between the armature and the drive to prevent the entry of lubricating oil from the latter to the interior of the motor. F or this purpose, I have devised a special form of oil-thrower consisting of a plate 19 clamped against the shoulder 20 formed substantially in the plane of the end of casing 2 being located between the portion of shaft 10 hearing the armature and the somewhat reduced portion on which the drive is mounted and having a peripheral deflection, or flange 27, on the side away from the motor. The plate 19 is secured for rotation with the shaft 10 by flanged sleeve 21, between which and the shoulder 20, it is securely held. Since both shoulder 20 and flanged sleeve 21 rotate with riphery withinthe outer periphery of the flange of plate 19, and is'located substantially in the plane of this plate. Other forms of oil-throwers might be employed effectively but it is to be understood that there are particular advantages in the speciflc construction described.

If an end head were disposed between thearmatiire and the drive to act as .an intermediate bearing for the shaft and tendto prevent. the entry of oil into the easing 2, not only would the construction involve a greater expense for material, but,-

since in the outboard type of drive as is well known, the outer bearing 11 cannot be dispensed with, the difficulty of forming three hearings in proper alinement, obviously much greater than that of alining two bearings would be encountered.

The flywheel 28 having a geared portion 15 is shown extending through an opening 23 in the, combined end head and drive housing 4, and as shown, the geared portion 15 is on the side remote from the motor. If the gear 15 were located on the side of the flywheel nearer the motor, the flange 5 would have to be located at a point on head t further removed from the motor by a distance substantially equal to the width of the flywheel, and thus the casing 2 and its incloscd heavy motor parts would be located at a correspondingly greater distance from the engine leg 6 when the device is assembled.

This would produce such a preponderating moment on the securing bolts 7 attaching flange 5 to the engine leg 6, due to the greater weight of the parts on the outside of the leg and to the relatively greater distance of both the center of gravity and of inertia of such parts from this leg, that auxiliary supporting or holding means would be rendered necessary to maintaii'i the construction in operative assembly particularly under the great strain of starting the engine. By my construction the strains are so well balanced on opposite sides of the flange, that the flange support by itself is sufflcient to effectively support the construction under all conditions of operation without the aid of any auxiliary support or holding means.

Where, as shown at 30 in Fig. 2,'the engine leg is very close to the flywheelfas is the case in some engines, theleg is preferably formed with deflection 31, as shown, so that the surface 32, towhich the motor is secured may be sufficiently spaced from the flywheel gear, to make room for the automatic drive without necessitating any other modification of the construction shown in Fig. 1 and without sacrifice of efficiency or reliability.

In Fig. 4, I have shown an arrangement which may be particularly advantageous for long or relatively heavy motors. The flange 5 is shown near the center of inertia of the motor, in other words, with heavy or long motors, nearer the armature, than is flange 5 in the other views. A deflection 31 is formed on the engine leg 30 so that surface 32 to which flange 5 is secured is suitably located to placethe drive and the flywheel gear in proper relative position.

In the operation of the device, any oil which may find its way from the engine starting drive 13 or its supporting shaft, toward the armature, will be arrested by the plate 19 and because of its rapid rotation with the motor, the oil will be thrown by centrifugal force to the outer part of the casing. It will then either return to the shaft to be again thrown out by the plate 19, or it will find its way to the lower part of member 4, and will be denied access to casing 2 and the armature by annular member 2 It will thus be seen that there is herein described apparatus in which the several tion could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having described my invention, what I claim as new and desire to secure by Letters Patent is: v

1. In a starting motor unit, in combination, a rotor having a shaft, a casing for said rotor carrying bearings for said shaft, and a' driving member for an engine connected to be driven from said shaft and mounted between said rotor and the bearing nearest thereto on one side thereof.

2. In a starting motor unit, in combination, a rotor having a shaft, a yoke encircling said rotor, a pair of end heads mounted upon said yoke, each provided with a bearing for said shaft, and an outboard shiftable driving connection mounted upon said shaft and disposed between said rotor and the proximate bearing on one side thereof. 1

3. In apparatus of the class described, in

combination, a starting motor, having a shaft, a yoke and a head, said shaft projecting beyond said yoke at the end remote from the head, an automatic engine starting drive, threaded on the projecting end of said shaft, and a housing for said drive, having a part secured with respect to said yoke, and having a bearing for the extended end of said shaft, said shaft being unsupported between said two bearings.

4. In apparatus of the class described, in combination, a starting motor having a casing, bearings in said casing, an engine starting drive within said casing between said bearings, and means for wholly supporting said motor on a non-rotating part associated with said engine, at a point between said bearings.

5. In apparatus of the class described, in combination, an engine leg, a starting motor, heads for said motor, having bearings, an engine starting drive between said bearings and extending within one of said heads, and a flange on said motor, near the center of inertia thereof, secured around an opening in said leg, said motor being unsupported at its ends.

6. In apparatus of the class described, in combination, an engine leg, a starting motor having a shaft, heads for said motor, one of said heads being cup-shaped, bearings for said shaft near the outer ends of said heads, an automatic engine starting drive threaded on said shaft and extending through said cup-shaped head and a flange rigid with respect to said. cup-shaped head, at a point spaced from its outer end and near the center of inertia of said motor, and secured to said engine leg, said motor being unsupported at its ends.

7. In apparatus of the class described, in combination, an engine leg, a starting motor, having a shaft, and a yoke for said motor provided with heads, one of said heads being cup-shaped, bearings for said shaft, near the extreme ends of said heads, an automatic engine-starting drive on said shaft, extending through said cup-shaped head, said head being telescoped over said yoke, and having an outstanding flange near the center of inertia of the motor, secured to said engine leg, and stiffening webs con necting said flange and said telescoped portion.

8. In apparatus of the class described, in combination, a motor, heads for said motor, one of said heads being cup-shaped, a driving connection for an engine, disposed in said cup-shaped head, and means for sup porting said motor on a non-rotating part associated with said engine, at a plane near the center of inertia of said motor.

' 9. In apparatus of the class described, as an article of manufacture, a combined m0- tor head and housing for an engine drive,

comprising a casting, having an enlarged rim and a bearing inits closedend adapted to support a. motor shaft, an outstanding flange, adapted to 'be' secured to; an engine leg, and stiffening webs connecting said enlarged rim and said flange. r

10. In apparatus of the class described, 1n combination, an engine leg, a starting motor, having a shaft, a yoke and heads, one of said heads being cup-shaped, bearings for said shaft near the outer ends of said heads, said shaft being unsupported between said bearings, an automatic engine starting drive threaded on said shaft, and extending through said cup-shaped head, an outstanding flange integral with said head, between the outer end thereof and'said yoke. and secured around an opening insaid engine leg,whereby a part of said cup-shaped head and its inclosed drive is on one side, and said other head on the opposite side of said leg, said motor being unsupported at its ends, and means for preventing the en try of lubricating oil from said drive into said motor.

11. In apparatus of the class described, in combination, a motor, having a shaft, and an elongated head, an automatic engine starting drive threaded on said shaft, and extending within said elongated head, and centrifugal means connected with said shaft, and disposed between the armature of said motor and said starting drive, to throw oil from said drive outwardly.

12. In apparatus of the class described, in combination, a dynamo electric machine, having a rotor, aplate rotatable with said rotor, an end head, and splash lubricated apparatus between said plate and said end head.

13. In apparatus of the class described, in combination, a shaft having two bearings, one near each end, an armature of a dynamo electric machine, on one part of said shaft, a lubricatedapparatus, on another part thereof, and an oil-throwing plate, surrounding said shaft between said armature and said apparatus andfirmly secured to said shaft.

14:. In apparatus of the class described, in combination, a dynamo electric machine, having a shaft,and a head,said shaft having a shoulder, a plate surrounding said shaft and abutting said shoulder, and means for clamping said plate against said shoulder, said plate'ha-ving an outwardly sloping flange on the side adjoining said head.

15. In apparatus of the class described, in combination, dynamo'electric machine, having a head, and a plate rotatable with said machine, and locatedbetweenv the r0- tating parts of the machine and said head, to throw oil outwardly by centrifugalforce, and means located near the periphery of the armature of said motorfor preventing oil from entering in that region.

16. In apparatus of the class described, in combination, a dynamo electric machine, having a casing, a head for said casing and a plate rotatable with said machine, and located between itsarmature and said head, to throw oil outwardly, and an annulus: adjoining the outside of said casing; toprevent oil from entering the armature at that region.

L7. In apparatus of the class described, in combination, a motor having ashaft, a casingand an. elongated head for said casing, lubricated apparatuswithin said head, and driven by said shaft, and a plate having a flange driven by said motor and located adjacent the armature thereof, to throw any oil reaching the plate away from the motor shaft, and an annulus clamped between the casing and the head, and over lapping said flange to prevent oil fromenteringthe casing at that region.

18. In apparatus of the class described, in combination, an engine leg, an engine drive housing having an enlarged rim at one end for embracing a starting. motor yoke and a bearing near theother end for an operating shaft of an engine starting drive, an integral outstanding flangeon said housing, remote from said bearing, and rein-fore ing web's connecting said flange and said enlarged rim.

19. In apparatus of the class described, in combination, a-n'engi-ne leg, a flywheel associated therewith, a starting motor having a shaft, heads for said motor, one ofsaid heads being elongated and having a bearing for said shaft near its outer end, a

direct-acting outboard automatic starting drive within said elongated head, and cooperating. with said flywheel at the sideremotefrom said motor, and means for firmly supporting said motor, from said engine-leg in a plane near the center of inertia of the motor, when the drive is in operative position.

20. In apparatus of the class described, in combination, an engine, a starting motor, a flywheel for said engine having teeth on the half remote from said motor, said motor having a shaft and heads, one of said heads being elongated and having a bearing for said shaft near its outer end, a direct acting outboard screw-shift of the automatic type, having a driving pinion, adapted to cooperate with said flywheel teeth and flange means on a part of said motor for wholly supporting it around an opening in said engine leg,

21.111 apparatus of the class described in combination, anengine leg, a starting motor firmly secured with respect thereto, said iotor having a head, a yoke, and a shaft having a part projecting beyond said yoke at the end opposite said head, bearings for said shaft near its extreme ends, said shaft being unsupported between its bearings, and being larger in diameter near its center than near its ends.

22. In apparatus of the class described, in combination, an engine leg, a starting motor, heads for said motor having bearings,

an engine starting drive between said heads, 10

and a flange on said motor near the center of inertia thereof, said leg having a deflected part to which said flange is secured.

In testimony whereof I have signed my name to this specification this 8th day of 15 February, 1917 LIONEL M. WOLFFSOHN.