US2077333A - Engine starting mechanism - Google Patents

Description

April 13, 1937.

.nu um!! Original Filed Jan. `30, 193C R. 'P" LANSING ENGINE STARTING MECHANISM 3 Sheets-Sheet lv ENGINE STARTING MECHANISM Original Filed Jan. 30, 1930 s sheets-sheet 2 :Ski l A I Bg y: I:inventor 4 4MM f4-W Gttorncg April 13,#1937. R. P. LANSING ENGINE STARTING MECHANISM :s sheets-sheet 's Original Filed Jan. 50

Patented Apr. 13, 1937 UNITED STATES 2,077,333- ENGINE STARTING MECHANISM Raymond 1. Lansing, Montclair, N. J., assignor to Eclipse Aviation Corporation, East Orang N. J., a corporation of New Jersey f Application January 30,h 1930, Serial No. 424,69?

Renewed September 21, 1934 19 Claims.

This invention relates to starting mechanism for internal combustion engines. 4

One of the objects of the invention is to provide novel starting mechanism embodying an inertia r o member and an internal combustion engine for accelerating said inertia member to store energy therein for cranking an engine to be started.

Another object is to provide novel starting mechanism embodying an inertia member, an internal combustion engine for accelerating said inertia member, and means for manually cranking said engine to start the same.

Another object is to provide starting mecha- 5 nism of the type embodying an inertia member and an internal combustion engine for accelerating the same, wherein said engine is automatically y stopped when the energy stored in said inertia booster magneto for the main or large engine to be started.

A still furthei` object is to provide starting mechanism for an internal combustion `engine embodying an inertia member, a magneto, and means operable at a predetermined speed of rotation of said inertia member to engage the starting mechanism automatically with the main engine to be started and to connect the magneto automatically with said main engine to serve as a booster magneto therefor.

Another object is to provide starting mechanism for internal combustion engines of the type embodying an inertia member, an internal combustion engine for accelerating the same and a `magneto providing ignition current for the accelerating engine, wherein the accelerating engine is automatically stopped when the energy stored in the inertia member is applied to the main engine to'be started, but the magneto is driven from the inertia member and is adapted to serve as a booster magneto for the engine to be started.

These and other objects will appear more fully hereinafter.

One embodiment of the invention is illustrated in the accompanying drawings, but it is` to be expressly understood that said drawings are for purposes of illustration only, and are not to be construed as a definition of the limits of the (Cl. 12S- 179) invention, reference being had to the appended claims for this purpose.

In said drawings- Fig. 1 is a longitudinal section through a starting mechanism embodying the invention; one of the planet pinions being omitted in order to avoid obscuring the showing of the adjacent parts;

Fig. 2 is a section taken on the line 2-2 of Fig. 1;

Figs. 3, 4, and 5 are perspective detail views of parts of the mechanism shown in Fig. 1;

Fig. 6 is a section taken on the line 6-6 of Fig. 2; and

Fig. '7 is a wiring diagram.

Referring now to the drawings, wherein like reference characters refer to like parts throughout the several views, and particularly to Fig. 1,

the starting mechanism is housed in a sectional 'A casing I of any suitable form, the casing sections being secured together in any suitable manner and the inner casing section being provided with a ilange 2 that is secured to the housing 3 of an internal combustion engine to be started in any suitable manner, as by means of screws 4. `Extending across the casing and preferably formed integrally with one of the casing sections is a plate or diaphragm 5 that is provided with a sultable bearing boss 6 wherein the hub- 1 of a flywheel 8 is rotatably mounted in any suitable manner, as by means of ball vbearings 9v held in place by a suitable retaining ring IU. A short shaft `II extends through the hub 'I of the fly-- l weight and is adapted for rotation at very high speed, the energy stored in the rapidly rotating flywheel being transmitted preferably through a train of reduction gearing and a yieldable driving connection to a driving member adapted to engage a member of an engineto be started. In the' form shown, gear teeth formed integrally with the inner end of shaft II constitute a pinion I5 that meshes with age'ar I S which is rotatably mounted by means of a stub shaft I1, .preferably formed integrally therewith, in ball bearings I8 carried by a boss I9 formed in the plate or d-iaphragm 5. The inner end of shaft I1 is provided with gear teeth constituting a pinion 2|) that meshes with an internal ring gear 2 I, the hub 22 of which is rotatably mounted on an extension 23 of a barrel member 24 that is in turn rotatably mounted in the housing by suitable means such as ball bearings 25.` The hub 22 of ring gear 2| is provided with gear teeth and constitutesa pinion or sun gear that meshes with a plurality of planetary gears, one of which is shown at 26 in lEig. 1, said planetary gears preferably being three in numberfand being rotatably mounted on the bar-i..

rel 24 in'any suitable manner, as by means of bushings 21 surrounding screws 28 threaded into said barrel member. A retaining ring 29 secured to the screws 28 retains the planetary gearsi on the bushings 21, and 'an internal ring gear 30 that is secured to the casing by means of screws 3| surrounds and meshes with said planetary gears.

The rotation of flywheel 8 is thus transmitted through a reduction gear train constituted by pinion I5, gear I6, gears 28, 2|, sun gear 22, planetary gears 26 and ring-gear 30 to the barrel 24. The rotation of barrel 24 is in turn suitably transmitted, preferably 4through a yleldable driving connection, to a driving member or clutch jaw 32 that is adapted to be shifted axially into driving engagement with a corresponding clutch jaw 33 formed on a member of the main engine to be started. In the form shown, an interiorly threade ed nut 34 is positioned in the barrel 24 and is drivably connected therewith by means of a friction clutch formed by a plurality of friction disks 35, alternate disks being splined to the inner surface of barrel 24 and to the outer surface of nut 34. I'he disks 35 are held between a spacing ring 36.that is interposed between the outermost disk and thebarrel 24 and a spacing ring 31 that is interposed between the innermost disk and a col- 5 lar 38 formed on the nut 34, and are resiliently y A short shaft-.49 positioned within the nut 34 isA exteriorly threaded to engage the threads formed on the interior of the nut, the outer-end of said shaft being splined to engage the interiorly splined hub 44 of clutch jaw 32. A rod 45 extends centrally through the extension 23 of barrel 24, shaft 43 and clutch jaw 32 a... provided on its inner end with a nut 46, a coil spring 41 surrounding said rod and being interposed between the outer face of clutch jaw 32 and shaft 43. Rod 45 is further provided with a shoulder 48 vengaging the outer end of shaft 43, so that when said rod is pushed toward the left, as seen in Fig. 1, by means described hereinafter, the threaded engagement between shaft 43 and nut 34 causes said shaft to move toward the left, compressing spring 41 and resiliently urging clutch jaw 32 inwardly into engagement with clutch jaw 33. ,When the' engine to be started starts under its own power, clutch jaw 33 overruns clutch jaw 32 and the inclined faces of the teeth of said jaws are adapted to force clutch jaw 32 outwardly or to the right, as seen in `6 Fig. l, and to restore the parts to the lposition shown in the drawings.A

It is desirable to employ an internal combustion engine to accelerate the flywheel 8 to the proper speed before the clutch jaws 32 and 33 are engaged, and preferably this accelerating the form shown, .a two-cycle internal combustion engine of any suitable type is employed which, as shown, comprises the usual cylinder 49 and liner 50 in which reciprocates a piston,-

5| havinga wrist pin 52 to which is pivoted a connecting rod 53. A crank pin 54, on which the end of the connecting rod 53 is rotatably 4accelerating engine is sealed in any suitable manner as by means ofaicork washer 64.or the like compressed between a ring or nut 65 threaded on the end of hub 59 and a ring 66 drivably connected to shaft 6| in any suitable manner. A retaining ring 61 secured to the casing in any suitable manner maintains these parts in proper assembled relation. The other end of shaft 6| is mounted in a ball bearing 68 supported in a recess formed in a plate or diaphragm' 69 preferably integral with one of the casing sections, and a retaining nut 10 is threaded on the inner end of the shaft.

The shaft 6 which constitutes the crank shaft of the accelerating engine, is adapted to drive the flywheel 8 preferably through a suitable train of step-up gearing and through a suitable oneway driving connection. In the form shown, a gear 1| is mounted on the shaft 6| and is drivably connected therewith by means of an overrunning roller clutch 12 of any suitable type that is adapted to transmit torque in one direction only, that is, the clutch transmits torque from shaft 6| to gear'1l vbut the latter overruns shaft 6| so that driving torque is not transmitted in the reverse direction. Gearv teeth 13, preferably formed integrally with a shaft 14, constitute a pinion that meshes with gear 1|, the shaft 14 being rotatably mounted by means of ball bearings 15 supported in the plate or diaphragm 69.

Rotation of the shaft 14 is transmitted to ilywheel 8 by any suitable means, which as shown, comprise a clutch jaw 16 drivlngly secured in any suitable manner to the end of shaft 14 and engaging a corresponding clutch jaw 11 that is suitably attached as by means of Arivets 18 to the ywheel 8. 'Endwise movement of shaft 14 is prevented by clutch jaw 16, a collar 19 engaged between the ball races of ball bearings 15, and a nut 80 threaded on the shaft 14 and having engagement with the outermost ball race.

For the purpose of providing ignition current for the accelerating engine, a magneto 8| of any suitable type is secured in any suitable manner to the casing section and is drivlngly connected to a rotating part of the mechanism so as to be rotated with the crank shaft 6|. Preferably said magneto isadapted bymeans hereinafter 'described to provide ignition current not only for the accelerating engine, but also for the main engine to be started by clutch jaws 32, 33, and accordingly the driving connections for said magneto are such that-the magneto armature is ro- Atated not only by the accelerating engine, but

also by the flywheel 8, although the accelerating Aengine is stopped.

In the form shown, the shaft of the magneto 8| is drivably connected by means of cooperating clutch members 82, 83 with a shaft 84, which is rotatably mounted by means of ball bearings 85 in the casing' I, and witha gear 86 which is keyed to shaft 84 at 81 and meshes with gear 1I on shaft 6|. As above described,`gear 1I may be driven by shaft 6| to rotate the ywheel 8, or may be rotated by flywheel 8 and overrun thev stationary shaft 6 I, and the magneto armature is A rotated in either case.

Any suitable meansmay be employed for starting the accelerating engine, said means preferably being manually operable and embodying an engine flywheel. Preferably, however, the driving torque of a manually operable member is transmitted to the accelerating engine through the shaft 84, which as above described, is connected directly with the magneto armature shaft, so that the rotation of the magneto armature may be synchronized with the position of the piston 5| and the accelerating engine will be properly timed'.

In the form shown, the outermost end of shaft 84 is hollow and is provided with a suitable slot 88 so that the usual hand crank (not shown) may be engaged therewith. Positioned in the hollow shaft 84 is a short rod 89 that is resiliently urged suitably secured as by means of screws 96 to a' gear 91, the latter being mounted for rotation on shaft 84 by means of a suitable bushing 98 and meshing with a gear 99 that is keyed at |00 to shaft 6|. A flywheel |0I is suitably secured to a ange 02 formed on saidgear 91 by means of screws |03. Thus when a hand crank is iltted to the end of shaft 84 and the shaft together with the magneto armature is rotated, clutch jaws 94, are engaged and the rotation of shaft 84 is transmitted through gears 91 `and 99 to crankshaft 6| to start the accelerating engine, flywheel I0| rotating simultaneously.

It will be seen that the relation between the angular position of the magneto armature and the position of piston 5| is controlled by the engagement of clutch jaws 94, 95, and said jaws are preferably of a type engageable in only one relative position. As shown in Fig. 4, clutch jaw 94 is provided with two notches 204 that are engaged by teeth 205 formed on clutch jaw 95, and the driving faces of said notches 204 and teeth 205, instead of being diametrically opposite one another, are slightly oiset so that they are engageable in only one relative position. Therefore, no matter what may be the relative positions of the magneto armature and the piston 5| when the shaft 84 is first turned by the hand crankthe driving connection from the hand crank to the crank shaft 6| will be established in only one predetermined relative position of the shafts 84 and 6| so that the accelerating engine will always be properly timed. l

When the flywheel 8 is rotating and the clutch jaws 32 and 33 mesh, slippage results between the friction disks 35 and the flywheel 8 slows down as the energy storedtherein is absorbed in turning over the engine tobe started, and simultaneously-with the engagementof said clutchjaws it is desirable that the accelerating engine be stopped. At this time the magneto 8|, which is still rotated by the flywheel 8, is available for use as a booster magneto for the engine to be started. Accordingly, novel means may be provided that are operated in common with the means for displacing the rod 45 to mesh the clutch jaws 32, 33 and which disconnect mag-neto 8| from the accelerating engine and connect it with the main engine to be started, thereby both stopping the accelerating 'engine and employing the magneto as a booster. While any suitable means may be employed for this purpose, either manually or automatically operable, it is preferred to employ automatic means operable when the flywheel 8 has reached a predetermined speed for shifting rod 45 and for simultaneously operating suitable switching mechanism controlling the circuit of the magneto 8|. In the form shown in the drawings, said automatic means is constituted by a governor mechanism operated by centrifugal force and carried by shaft 14 that is drivingly connected with flywheel 8 to accelerate the latter. Referring more particularly to Figs. l, 2, 3, and

6, the shaft 14 is provided with a straight splined portion |04 on which is mounted the correspondingly splined hub |05 of a plate |06, said hub |05 seating against a collar |01 formed on shaft 14. A plate |08, that is mounted on the hub |05 and is suitably secured to plate |06, as by means of a rivet or rivets |09, is provided with diametrically opposite extensions in which are formed elongated slots ||0. The end of shaft 14 is provided with curved splines or threads III on which is positioned a correspondingly splined or threaded hub ||2 having a circular flange or plate |I3 intermediate its end and a flange or collar ||4 formed on its outer end.

A pair of similar irregularly shaped flyweights II5, provided with forked or bifurqated ends ||0 and ||1, are each pivoted at diametrically opposite points to the flange I|3 by suitable means such as pins |I8 extending through the bifurcations I I8 and preferably riveted in the flange I I3. Pins I|9 extend through and are preferably riveted in the bifurcations II1 of each of members I'|5, and said members II5 are resiliently held inwardly close to the shaft 14 by means of coil springs |20, each extending from a pin ||9 of one member II5 to a pivot pin ||8 of the other member |I5. Flyweights ||5 are positioned Vintermediate the flange I I3 and plate |06, and each flyweight is provided adjacent the center of its outer periphery with a hole or opening I2| in each of which is positioned one end of a pin |22, the other ends of said pins |22 extending through the slots. ||0 in the plate |08. Pins |22 normally rest'ln the inner ends-of slots ||0, and the plate |08, flyweights ||5, and the member ||`2 and its flange ||3 normally rotate together in unison with the shaft 14. When 'the speed of rotation of shaft 14 becomes sufficiently Igreatl that the tension of springs |20 is overcome and the weights ||5 move radially outward, pins |22 moving outwardly in slots ||0, relative rotation is produced between member ||2and plates |06 and |08, that is, between member |I2 and shaft14, and-the splines or threads II I cause member I|2 to move Alongitudinally toward the end of shaft 14.

This longitudinal displacement of the member I|2 may be employed to operate the rod 45 and the switching mechanism above referred to by any suitable means. As shown in the drawings, a shaft |23 is rotatably mounted in a bearing |24 formed in the casing and carries at its inner end a fork |25, theblfurcations of which engage in the groove formed on member I I2 by the flanges or collars H3, ||4. Fork |25 is retained on shaft |23 by means or a nut |28'threaded o'n the lower end of the shaft. When the member 2 moves longitudinally on the shaft 14, as above described, fork |25 causes shaft |23 to rotate and this rotation is transmitted by an arm |21 (Fig. 5) rigidly secured to the outer end of shaft |23 and a link |28 to an arm |29 rigidly secured to the outer end of a rotatable shaft |30. As shown in Fig. 2 the link |28 is disposed outside the casing and accordingly the arm |29 `and thel outer end of shaft |30 which connects therewith (as shown in Fig. 5) are also disposed outside the casing. A fork or bifurcated member |3|, rigidly secured to the inner end ofbshaft |30 in any suitable manner as by means of a pin or set screws |32, embraces the rod 45 and engages a pin |33 extending through said rod. When the flywheel 8 and shaft l14 reach a predetermined speed of rotation, and the flyweights ||5 move radially outward, the forks |25 and |3| operate through the connections above described to move the rod 45 longitudinally toward the left as seen in Fig. 1, thereby displacing clutch jaw 32 into engagemen with clutch jaw 33, as above described.

The displacement of member ||2 and the resulting rotation of shaft 23 is further adapted to operate a suitable switching mechanism controlling the circuit ofthe magneto 8|. In the form shown, a terminal block |34 of suitable insulating material is secured to the casing and carries a plurality of terminals that are interconnected by means of a switching arm |35 of suitable insulating material that is rigidly secured to and rotates with the shaft |23. Preferably the terminal block |34 is provided with a curved guide plate |36 (Fig. l5) with which cooperates a correspondingly shaped guide plate |31. carried by the arm |35. Terminal |38 is connectedwith the-terminal -of the magneto 8| and is provided I either a terminal |43 leading through the usual distributor to the ignition circuit of the main engine to be started, or a terminal |44 that is connected to the ignition circuit of the accelerating engine according to the position of the switch arm |35.

The operation of the apparatus is as follows. When it is desired to use the starting mechanism, a hand crank is tted to the end of shaft 84 and rotated until clutch jaws 94 and 95 are engaged. The hand crank is now drivingly connected with magneto 8| and through gears 91 and 99 with the crankshaft 6| of the accelerating engine, the magneto and the piston of the accelerating engine being properly related with regard to the-timing cf the engine. Member I I2 is in its normal position shown in the drawings with the rod 45 retracted and the switch arm |35 positioned to connect terminals |38 and |44. Rota-- tion of the hand crank is transmitted to the magneto, the accelerating engine and the flywheel to start the small accelerating engine. As

. soon as the accelerating engine starts, the inclined faces of teeth 205 and the spring 90 coact to disengage the hand crank from driving relationship with the mechanism. The rotation of crankshaft 8| is transmitted through the overrunning clutchj12 to the gear 1|-, and'thence through gear 86 to themagneto 8| and through pinion 13, shaft 14, and clutch faces 16, 11 to the iiywheel- 8. Thel flywheel 8 drives through the reduction gearing above described and through -the'frictionvclutch 35, the nut 34, shaft 43, and clutch jaw 32.

As soon as flywheel 8 has reached a predetermined speed of rotation, the flyweights move radially outward and cause relative rotation between the member ||2 and shaft 14, whereupon the member ||2 moves outwardly or to the right as seen in Fig. 1 to actuate the shifting mechanism above described. Rotation of switch arm |35 disconnects the terminals |38 and |44 so that the accelerating engine stops, and connects the' terminals |38 and |43 so that the magneto 8|, which is now driven by the flywheel 8 through gears 13,

1| and 86, is connected to the ignition circuit of nut until a stop nut |45 on said shaft engages a suitable shoulder |46 formed interiorly of said nut. Spring 41 which tends to be compressed by movement of the shaft 43 now urges clutch jaw v32 resiliently into engagement with clutch .law 33,

.As soon as the engine starts under its own power, clutch jaw 33 overruns clutch jaw 32 and i the inclined faces of the teeth of said jaws are effective to cause clutch jaw 32 to move outwardly, coacting with spring 41 to restore the parts to the position shown in the drawings. As the speed of the ilywheel decreases and the flyweights tend to return to their-initial position, the automatic shifting mechanism tendsto be returned operation and any suitable resilient means may be employed if desired to assist the return movement of the shifting mechanism.

The above apparatus provides novelA starting mechanism for internal combustion engines wherein an inertia member is rapidly rotated to store energy therein which may be employed to crank the engine to be started and wherein a small and easily cranked internal combustion engine is employed to accelerate the inertia element to the proper speed. A booster magneto is provided which serves both as a magneto for the accelerating engine and as a booster magneto for the engine to be started. Novel means are provided for starting the accelerating engine manually wherein the magneto and the accelerating engine are drivably connected with the manual starting means, with *thev magneto in a predetermined angular position relative to the position of the piston of said engine to insure proper timing. Moreover, means are provided whereby when the flywheel or inertia member reaches the proper predetermined speed, the accelerating engine is automatically stopped and disconnected from the flywheel, while at the same time the magneto continues to be driven by the inertia element and is automatically connected to the engine to be started to serve as a booster magneto therefor.

While only one embodiment of the invention vhas been described and illustrated in the drawings, it will be apparent that the invention is capable of a variety of mechanical forms.' The inertia member and the driving transmission being member may be changed or replaced by. equivalent means, and means other thanthose shown may be employed for operating the clutch shifting and switch mechanism when the inertia ele--l ment reaches a predetermined speed. The means said shaft to move inwardly or to the left in said 'to its initial position ready for another starting tween the same and the engine engaging or driv- '-79 for connecting the magneto with the engine to be started to serve as a booster magneto may be omitted where this is nt desirable, and likewise if preferable the automatic shiftingmeans may 5 be replaced by manually operable shifting means.

These and other variations of the starting mechanism, together with changes in the form, details of construction and arrangement of parts, will now be apparent to those skilled in the art,and

may be made without departing from the spiritJof the invention. Reference is therefore to be had to the appended claims Vfor a denition of the limits of the invention.

What is claimed is: 1. Inertia starting mechanism for internal combustion engines comprising an engine engaging member, an inertia element adapted for high speed rotation to store energy therein for cranking said engine, means including reduction gearing and a yieldable driving connection for drivably connecting said inertia element and said engine engaging member, an internal combustion engine for accelerating said inertia element, and means concurrently stopping said-'accelerating engine and shifting said vdriving member to cranking position.

2. Starting `mechanism for internal combustion engines comprising a driving member shif-table to engine engaging position, an inertia element drivingly connectedl to said driving member and adapted for rotation to store energy therein, an internal combustion engine for accelerating said inertia element, driving connections between said accelerating engine and said inertia element, a magneto drivingly connected with a rotating part of said mechanism for supplying ignition current to said accelerating engine, and common means for interrupting said ignition current and shifting said driving member to engine-engaging .40 position.

3. Starting mechanismfor internal combustion engines comprising a driving member adapted t0 be shifted to engine cranking position, an inertia element drivingly connected with said driving member, means for accelerating said inertia element, a magneto for supplying ignition current to said engine to be started, and means for driving said magneto while said inertia element is being accelerated and means for insuring proper langular relation between said magneto driving means and said accelerating means.

4. Starting mechanism for internal combustion engines comprising a. driving member movable to engine engaging position, a rotatable inertia element drivingly connected with said driving member, an internal combustion engine for accelerating said inertia element, means drivingly connecting said accelerating engine with said inertia element, and means for stopping said accelerating engine when said driving member is moved into cranking engagement with the engine to be started.

5. Engine starting mechanism comprising a rotatable driving member movable to engine cranking position, a rotatable flywheel drivingly connected to said driving member, an internal combustion engine for accelerating said iiywheel, means including a one-way driving connection for drivingly connecting said accelerating engine with said ywheel, and means for stopping said engine when said driving member is moved to engine cranking position.

6. Starting mechanism for internal combustion engines comprising a driving member movable to engine cranking position, an inertia element drivingly connected with said driving member, lan. internal combustion engine for accelerating said inertia element, means drivingly connecting said accelerating engine with said inertia element, and means operable at a predetermined speed of ro- 5 tation of said inertia element to stop said accelerating engine, said stopping means being operable prior to disengagement of said driving member from said engine member.

7. Engine starting mechanism comprising a l0 driving member movable to engine cranking position, a rotatable flywheel drivingly connected with said driving member, an internal combustion engine for accelerating said iiywheel, means including a one-way connection for drivingly conl necting said accelerating engine with said flywheel, and means operable at a predetermined speed of rotation of said flywheel to stop said accelerating engine, said stopping means being operable prior to return of said driving member 20 from engine cranking position.v

8. Starting mechanism for internal combustion engines comprising a driving memberv movable to engine cranking position, an inertia element drivingly connected with said drivingmember, an 25 internal combustion engine for accelerating said inertia. element, means drivingly connecting Vsaid accelerating engine with said inertia elementa`. magneto drivably connected with a rotating part of the mechanism for supplying ignition current 30 to said accelerating engine, and means for disconnecting said magneto from said accelerating engine when said driving member is moved to engage said engine.

9. Engine starting mechanism comprising a 35* tion, an inertia element drivingly connected to said driving member, an internal combustion en- 50 gine drivingly connected with said inertia element for accelerating the latter, a magneto drivably connected with said accelerating engine and adapted to supply ignition lcurrent thereto, means operablewhen said driving member is moved to 55 disconnect said magneto from said accelerating engine and connect said magneto to said engine to be started, and means for driving said magneto` from/said inertia element.

11.'Starting mechanism for internal combus- 60 tion engines comprising a driving member mov-1- able to engine cranking position, a flywheel drivingly connected to saiddriving member, an internal combustion engine drivingly connected to said iiywheel for accelerating the same, a mag- 65 neto drivably connected to said mechanism, switching mechanism .for connecting said magneto to said accelerating engine and to said engine to be started, and means for shifting said switching mechanism when said driving member 70 is moved. v

12. Starting mechanism for internal combustion engines comprising a driving member mov-3" able to engine cranking position, -a ilywheel drivingly connected to said driving member, an in- 75 ternal combustion engine drivingly connected to said flywheel for acceleratingthe same, a magneto, switching mechanism for connecting said magneto to said accelerating engine and to said engine to `be started, and means operable at a predetermined speed of rotation of said flywheel for moving said driving member and shifting said switching mechanism.

13. In engine starting mechanism, the combination of a driving member adapted to be shifted to engine crankingposition, an inertia element drivably connected to said driving member, an internal combustion engine for accelerating said4 inertia element, and common means operable at a predetermined speed of rotation of said inertia element for shifting said member into engineengaging position and stopping said accelerating engine. i

14. In starting mechanism for internal combustion engines, in combinationwith/a flywheel in which energy is stored, a magneto and an ignition circuit fed therefrom, means for storing energy in said flywheel and at the same time actuating said magneto, and means responsive to the establishment of driving connection between the ilywheel and engine to render said ignition circuit inoperative.

15. In starting mechanism for internal combustion engines, in combination with a ywheel in which energy is stored. a magneto and an ignition circuit fed therefrom, means for storing energy in said flywheel and at the same time actuating said magneto, a circuit controlling member in said ignition circuit, and means for actuating said circuit controlling member and at the same time establishing driving connection between the flywheel and engine.

16. In starting mechanism for internal combustion engines, in combination with aiiywheel in which energy is stored, a magneto and an ignition circuitfed therefrom, means for storing yenergy in said iiywheeland at the same time actuating said magneto, a circuit controlling member in said ignition circuit, and means for actuating said circuit controlling member and at the same time establishing driving connection between the ywheel and engine, said last named means including a shaft and sleeve normally rotatable as a unit with said flywheel but relatively rotatable to 'a limited extent after a predeter# mined degree of acceleration of said flywheel.

17. In an engine starter, in combination, a driving member adapted to be engaged with and crank a member of the `engine to be started, a flywheel connected through reduction gearing with the driving member, means to receive a charge of explosive, rotatable current-generating means to ignite the explosive, means actuated by the expanding products of explosion to` bring said flywheel up to high speed and means responsive to the attainment ofA such high speed to mesh said driving member with said engine member.

`18. In an engine starter, in combination, a driving member adapted to be engaged with and crank a member of the engine to be started, a

flywheel connected through reduction gearing withthe driving member, means to receive a charge of explosive, manuallyrotatable means to ignite the explosive, means actuated by the ex'- panding products of explosion to bring said flywheel up to high speed, and means responsive to the attainment of such high speed to mesh said driving member with said engine member. y

19. In starting mechanism for internal' combustion engines, inv combination with an engine engaging member, actuating means for said engine engaging member comprising a starting engine which is also of the internal combustion type and includes a rotatable crankshaft and a magneto, a gear train operatively connecting said crankshaft with both saidmagneto and enginev engaging member, means for feeding current generated in said magneto to both said internal combustion engines, said last named means including-- a switch for diverting the current from the starting engine to the engine to be started, and means for operating said switch in response to movementv of said engine engaging member Lto the engine engaging position.

RAYMOND P. LANSING.

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