US2156603A - Engine starting mechanism - Google Patents

Description

May 2, 1939. R. M. NARDONE ENGINE STARTING MECHANISM Original F'iled April 22. 1935 2 Sheets-Sheet l OGM mm, Q

Q 1h -w w Q m v| INVENTOR Romeo M. Nardo/7e BY @A y g u( ATT wlw w96? NQ \\l11. N M n Pm. 2, m2

Q www# m@ vm i @n May 2, 1939. R. M. NARDONE ENGINE STARTING MECHANISM Original Filed April 22, 1935 2 Sheets-Sheet 2 il. ll! Il QN 1 www www @MN www Nw m I ww N INVENToR. Romeo M. /Va/done Patented May 2, 1939 UNITED STATES ENGINE STARTING MIECHANISM Romeo M. Nardone, East Orange, N. J., assigner to' Eclipse Aviation Corporation, East Orange,- N. J., a corporation of-New Jersey Original application April 22, 1935, Serial No. 17,710. Divided and this application June 2,

1938, Seri/al No. 211,455

e claims. (c1. 12s-179) The present invention relates to starting apparatus for internal combustion engines, and more particularly to engine starters of the inertia type embodying an inertia member adapted for high speed rotation.

One of the objects ofthe invention is to provide in an engine starting mechanism ofthe inertia type, novel means whereby the acceleration of the inertia member and the imparting of the energy stored in said member to a member of the engine to be started may be controlled.

Another object isto provide in engine starting mechanism of the inertia type, novel ignition current supply means for the engine being started adapted to be controlled simultaneously with the imparting of the energy from the inertia member to the engine member above referred to.

Another object is to provide novel control means embodying a. unitary structure wherein the above functions may be controlled from a single control point, as for example, from the instrument panel of an aircraft.

A further object is to provide an ignition current supply device embodying novel means for controlling the same. ,x

A still further object is to provide novel means for controlling the torque transmitting capacity of the elements which connect the driving and driven parts of the starter.

The above and other objects and advantages will appear more fully hereinafter from a consideration of the detailed description which follows with reference to the accompanying drawings, wherein is illustrated one embodiment of the inventionIt isto be expressly understood, however, that the drawings are for the purpose of illustration only. and are not to be construed as a definition of the limits of the invention, reference being had for this purpose to the appended claims.

In the drawings, wherein like reference characters refer to like parts throughout the several views,

Fig. l ls a view in elevation, with parts broken away and parts in section, of starting mechanism embodying the present invention;

' Fig. 2 is a sectional view of the friction clutch shown in Fig. 1, but on a larger scale, and with the clutch shown in a different position;

Pig. 3 indicates an alternative arrangement for the magneto of Fig. 1; and

Pig. 4 is an alternative arrangement for the control linkage.

Referring to Figs. 1 and 2, the starter mechau nism comprises a housing including a hanged inner portion 4 adapted to be attached to the engine casing 5. Similarly attached to the outer face of iianged member 4 is a housing member 8, having an annular face 1 which constitutes the means for attaching in any desired angular 5 position, a handcrank housing 8, in parallelism with a motor housing 9..

Rotatably mounted in the handcrank housing 8 is a shaft I0 which carries on the end thereof that projects outwardly from said housing a 10 sleeve adapted to be engaged by the usual handcrank (notshown).

Fixedly secured to the inner end of shaft I0 is a. bevel gear I3 which meshes with a bevel gear I4 that is preferably splined to the hub extension 15 I5 of a spur gear I8, the gears I4 and I6 being held against movement with respect to the housing member 6 by engagement with oppositely facing annular surfaces of the doubly counterbored boss I1 of the housing member 8. A re- 20 taining nut I8, threaded onto extension I5, holds gears I4 and I6 against bearings I8 and 2l, respectively, located in the counter-bored portions of -the boss I'I. A pinion 22 and hollow shaft 23 connect gear I6 with a barrel 24 which is rotatably mounted, as by means of ball bearings 28 and 21, in the flanged housing member 4. The closed end of barrel 24 is provided with a flange 28 from which extend three tubular sleeves 29 one of which is shown in section in Fig, l. Each of so these sleeves which are spaced at intervals of 120 aroundv the inner face of iiange 28 is pressed into a counter-bore in said flange, and is secured to a retaining ring 3i. Screws 32 pass through the sleeves and are threaded into flange 28. Ball 35 bearings 83 yare mounted on these sleeves and rotatably support three planetary gears 34, one

of which is shown in section, and one in elevation.

Rigidly secured to the face of the flanged houso ing member 4 is a double annular gear 36 which surrounds and meshes with the twin sets of planetary gears 34. Each of the latters gears is in mesh with a sun gear 38 both of whichare rotatably mounted on the hollow shaft 23, and one 5 of said sun gears is formed integrally with a flange fastened to a spur gear 38 which is likewise rotatably mounted about the shaft 28, concentric therewith. g

In engagement with spur gear is a pinion 4| that is formed integral with the inner end of a shaft 42. The housing member 8, is provided with a hub 42 concentric with the longitudinal axis of shaft 42 and positioned insaid hub are ball bearings 44 which rotatably support i the closed end of the latter.

the hub of a flywheel 46 adapted to be drivably connected with the shaft 42.

A booster magneto having a rotor 48 is mounted in the housing 49 connecting through an intermediate gear housing 5| with the housing portion 6 of the starter and novel means are provided for driving said magneto and rotor 46 from the flywheel 46.

This drive includes clutch elements 53 and 54, a sleeve 56 integral with clutch element 54, a second sleeve 51 concentric therewith and terminating in a splined portion 55, and a bevel gear 56 splined to the splined portion 56 of sleeve 51, and meshing with bevel gear i3.

A spring 6| normally holds clutch elements 53 and 54 disengaged, but yields when engaging pressure is applied through a yoke 62 held fast to a sleeve 63 slidable through housing 5| to a limited extent by means to be described.

'I'he energy of the rotating flywheel 46 is imparted to the usual starter jaw or driving member 40 adapted to mesh with, but normally out of engagement with, a similar jaw 45 formed on the end portion 41 of the crankshaft of the engine to be started, or an extension thereof. A yieldable clutch isinterposed between the starter jaw 40 and barrel 24, which latter, during the starting operation, is driven by the flywheel through the train of gearing described above.

In the form shown, the clutch mechanism comprises a plurality of plates |39 in interleaving and frictional engagement one with the other. One half of said plates are splined to the inner surface of the surrounding barrel 24, closely adjacent Alternating with the discs that are splined to the barrel, are the remaining half of the discs which have splined engagement at their inner peripheries with the outer surface of a nut |36. A rimmed annular plate |4| operatively engages the outer disc of plates |39. An annular spacer |42 bears against plate |4| and transmits to the latter the pressure of a plurality of coil springs |43 which have operative engagement at their outer ends with a clutch adjusting nut |54 threaded into the outer end of barrel 24. Preferably springs |43 are maintained in spaced relation by means of suitable posts |55 -which project inwardly from a disc |53, contacting with the inner face of said nut |54. Threaded within nut |38 and adapted for rotary movement therewith and longitudinal movement relative thereto, is a shaft |56 provided with splines ai: its outer end to receive the interiorly splined tubular portion 35 of starter jaw 40.

It is a known fact that the torque transmitting capacity of the friction disc clutch in starters of this character is subject to variation due to change in temperature, change in amount of lubricant between discs, and also depends on the smoothness or roughness of disc surfaces. The present device tends to correct for these variables and retain a given clutch capacity substantially constant, in that the value of the clutch torque is made to depend not only on the force exerted on the pack by springs |43, but also on the angle of the screw thread on shaft |56 and nut 38. When torque is applied to barrel 24, this torque is transmitted to nut |36 through discs |39 and forces screw shaft |56 to the left until the shoulder |45 contacts split washer |46. 'I'his same torque between |56 and |38 tends to separate the two members, urging nut |38 to the right against washer |40 backed up by barrel 24 and tending to force spacer |42 to the left through washer |46 against the force of the clutch springs. The

arcanos resultant spring force on the pack |39 gives the required clutch capacity.

Under certain given conditions, the above resultant spring force on the clutch will give a definite torque capacity. If, say, the discs are dry, the same force will tendI to increase the torque capacity. When such a tendency to increase occurs, the jacking action between the screw and nut increases, thus relieving the pack of more of the spring force, and thus offsetting the tendency. The opposite also holds true. If torque capacity tends to decrease screw action diminishes, thus offsetting the latter tendency. In other Words, any tendency toward departure from the originally established capacit is promptly counteracted.

The usual meshing rod |51 slidably extends through shaft |56, and jaw 40, said rod being provided intermediate its ends with a shoulder which normally engages the inner end of shaft |56. Surrounding the end of rod |51 is a spring |58 which bears at one end against the inner face of starter jaw 40 and at its opposite end against the threaded shaft |56. Preferably the latter is provided with a recess into which a portion of spring |56 extends. 'I'he starter jaw is maintained on meshing rod |51 by means of a nut |59 threaded onto the outer end-of said rod. To the opposite end of meshing rod |51 there is pivotally connected a lever arm |60 which is preferably constructed in two parts movable in relation one to the other and corresponding respectively to the parts indicated by reference characters |22 and |4 in the drawings of the Lansing Patent No. 1,952,263, granted March 27, 1934, one of said parts being keyed to a rock shaft |6| corresponding to rock shaft ||6 of said Patent No. 1,952,263. One end of shaft |6| projects exteriorly of housing 6 and carries a bell crank |62. A coil spring |63 surrounds rod |6|, within the housing 6, and one end of said spring is connected to lever arm |60 while the opposite end (not shown) is anchored in a boss of the housing. the spring being so disposed as to act through rod |51 and nut |59 to maintain starter jaw 40 out of mesh with the engine jaw 45.

It is intended to control both the energization of motor 9 and the engagement of clutch elements 54 and 53 from a single point, and to this end the sleeve 63 receives a rod or link 20| pivoted at one end to bell crank |62 and at the other end to one arm of bell crank 203, and also having a flange 204 normally engaging one end of sleeve 63. A second link 20S is connected at one end to the second arm of bell crank 203 and passes into the housing 201 containing the normally open switch which controls fiow of current to motor 9.

The operation is as follows: The cockpit-controlled rod 200 is actuated to swing bell crank |62 and rock shaft in a direction to pull link 20| to the left, as viewed in Fig. 1. 'I'his action has no effect upon clutch rod |51 for the reason that only one of the elements of the two part lever |60 is keyed to the shaft |6|, the mounting of the Aparts being such as to permit this relative movement in one direction as in Patent No. 1,952,263 above referred to. Likewise, this first movement of rod 20| has no effecton clutch yoke 62, but it does affect the switch actuating parts 265 and 206; in fact, it pulls link 206 downward suiiiciently to close the circuit to motor 9 through the switch 201, whereby iiywheel 46 is caused to turn with motor shaft due to the connecting one-way clutch |2. The links 200, 20|, and 206 are retained in the switch closing position. just described, until such time as the ywheel 46 has acquired the necessary speed, whereupon the movement is reversed, causing three results substantially simultaneously: first, the reopening of switch 201 (deenergizing motor 9); secondly, closure of clutch 53, 54; and thirdly closure of clutch 40, 45, the former by action of flange 204 on sleeve 63, and the latter by action of shifter fork |60 on rod |51.

When the engine starts (i. e., engine member 45 overruns member 40) springs IBI and 6I become effective to return rods |51 and 20| to the normal positions shown in Fig. 1, the clutch elements 40 and 53 being disengaged by the same action. Switch 201 remains unaffected by this latter movement of rod due to the lost-motion clearance indicated at 2I0.

There is thus provided novel starting` apparatus and control means therefor, whereby the acceleration of the inertia member or iiywheel, the transfer of the energy stored in said flywheel to the engine to be started, and the supply of ignition current to said engine may be controlled in proper sequence from a single point.

The apparatus is simple in construction and arrangement of parts, which are relatively few, and requires only a single mechanical4 control, adapted to be mounted within ready access of the operator.

- While only one embodiment of the invention i has been described and' illustrated, 'various changes in construction, arrangement and substitution of parts may be made without departing from the scope of the invention.

For example, if the motor drive is not needed in certain installations, the magneto may be transferred to a position of alignment with iiywheel 46, as shown in Fig. 3, and driven through the speed reducing gears 224, 226, 221 and 228,

and the shafts 229 and 230 connected to the gears.

224, and 228 respectively. The drive as shown also includes cone clutch .elements 232 and 233 normally held apart by a spring 234 and engageable by actuation of yoke 236, shifter rail 231 and actuator 238, the latter on a rock shaft 239 movable by. linkage in the manner heretofore indicated in describing Fig. 1. In place of the linkage shown in Fig. 1,'that illustrated in Fig. 4, may be employed and is infact preferred. In this preferred construction the rod 20 I is directly in line with the meshing rod |51 and connects therewith through one end. through a lost-motion connection 2II, and the outer end of the rod passes through the switch housing 201 containing the switch mechanism corresponding to that within the housing 201 of Fig. 1 and including a pair of stationary current conducting terminals 2 l 2 and 2I3 controlling the flow of current to the motor 9, the circuit being normally open at this point due to the action 'of compression spring 2I5 in holding the movable switch plate 2|4 in the open circuit position. Also mounted on rod 20| is a sleeve 63 and a clutch actuating yoke 92' corresponding respectively to the elements 63 and 62 of Fig. 1, except that the yoke 62 contacts the clutch element 54' and moves said element to the left to complete the drive from shaft 48' to the magneto 49; the clutch elements 53' and 54 being normally held apart by the spring 6I just as the corresponding elements 53 and 54 of Fig. 1- are /held apart by the spring 0I. A third compression spring |83' abuts the housing 6 at one end, and a collar on rod |51 at the other end, and has a function simi-lar to that of the spring |03 of Fig. 1, namely.. that of tending to maintain the engine engaging member 40 in the non-driving position indicated. In addition to this function spring |63 acts upon the pin 2 I1 of the lost-motion connection 2| I to maintain the rod 20| in the neutral position indicated, and in this function it cooperates with the spring 2I5. The rod 20| has a means 2I8 at its outer end for manual or other operation by direct engagement therewith or through a connection from this element 2I8 to the cockpit of the plane. In operation this 'rodis rst pulled to the right to compress spring 2I5 and close switch 2I4 to cause energization of the motor 9 and acceleration of the flywheel 46. This movement of the rod to the right has no effect upon the v'meshingrod |51 due to the lost-motion connection 2l I. Likewise it has no effect upon the clutch 53', 54 as the rod slides freely within the sleeve 53. When the flywheel 46 has acquired the necessary speed, rod 20|' is moved to the left a sufiicient distance to cause three results substantially simultaneously, the said three results being the same as previously described in connection with the arrangement shown in Fig. 1. In producing these three results, namely, the opening of switch 2 I4, engagement of clutch members 53, 54' and also the engagement of clutch members 40 and 45, spring 2|5 facilitates reopening of the switch -2|4, collar 204' actuates sleeve 63 and yoke 62', and pin 2I1 engages and actuates meshing rod |51 which in. turn actuats member 40 through the connections indicated in Fig. 1 but omitted in Fig. 4. When the engine starts. the operator releases the pressure exerted on the rod 20|' and the parts return to the relative positions indicated heretofore.

vlf)

This application is a division of my co-pending application No. 17,710 filed April 22, 1935.

What is claimed is:

1.\An engine starting mechanism including an engine engaging member, a mesh rod controlling movement of said engine engaging member to engine engaging Position, an electric motor adapted to develop the energy for cranking the engine through said engine engaging member, a switch controlling energization of said motor, a magneto operating clutch, and means for closing said switch prior to any movement whatever of said magneto operating clutch, said means comprising a switch actuating rod having telescopic engagement with said mesh rod, and common actuating means for both saidrods.

2. An engine starting mechanism including a driving member adapted to engage and crank a membenof the engine to be started, an electric motor adapted to develop the energy for cranking said engine member through said driving member, a switch controlling energization of said motor, a magneto operating clutch rotatable about an axis parallel to the axis of rotation of Y v-said motor, and means for closing said switch prior to any movement whatever of said magneto operating clutch, said means comprising a switch actuating rod and a clutch actuating sleeve mounted on said rod and movable therewith in one direction only.

3. An engine starting mechanism including a driving member adapted to engage and crank a member of the engine to be' started, an electric motor adapted to develop the energy `for cranking said engine member through said driving membera switch controlling energization of said motor, a magnetoA operating clutch rotatable about an axis parallel to the axis of rotation of said motor, and means for closing said prior to any movement whatever oi said magneto operating clutch, said means including a part operating to move said engine member to engine engaging position.

4. An engine starting mechanism including a driving member adapted to engage and cranks. member of the engine to be started, an electric motor adapted to develop the energy for cranking said engine member through said driving member, a switch controlling energization of said motor, a magneto operating clutch, and means for closing said switch prior to any movement whatever of said magneto operating clutch, said means including a rod operating to move said engine engaging member to engine engaging position, and a sleeve on said rod to move said magneto operating clutch to operating position.

5. An engine starting mechanism including a driving member adapted to engage and crank a member of the engine to be started, an electric motor adapted to develop the energy for cranking said engine member through said driving member, a switch controlling energization of said motor, a magneto operating clutch, a rod for closing said switch prior to any movement whatever of said magneto operating clutch, a second rod operated by the return movement of said rst rod to move said engine engaging member to engine engaging position, and means for telescopically connecting said rods for movement along a common path.

6. An engine starting mechanism including an engine starting member, a mesh rod controlling movement of said engine engaging member to engine engaging position, means including a friction clutch and a set of compressible springs surrounding said mesh rod and cci-acting to control the amount of torque transferable to said engine engaging member, adjustable, pre-set means acting upon said springs to control the initial torque transmitting capacity of the clutch, torque responsive means also acting upon said springs to cause the pressure which they exert upon said clutch to vary-sufficiently to compensate for any change in the amount of torque actually transmitted, an electric motor adapted to develop the energy to be transferred to said engine engaging member through the agency of said clutch, a switch controlling energization of said motor, a second clutch controlling the drive to a second engine accessory, and common actuating means for said switch, second clutch, and mesh rod.

ROMEO M. NARDONE.

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