US942227A - Internal-combustion engine. - Google Patents

Description

v c. G. WELD. I m'rnnmu. oomsuswrou mama.

APPLICATION FILED 60115, 1908. 7 942,227, Patented Dec. 7, 1909.

2 SHEETBBHEBT 1.

C. G. WELD.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED 0OT.15, 1908.

942,227. 4 Patented Dec. 7, 1909.

2 SHEETS-SHEET 2.

Zzitmes s 66 CARLEY G. WELD, OF NORTH CHATHAM, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Pat'ntedDec. 7, 1909.

Application filed October 15, 1908. Serial No. 457,813.

, is a specification.

This invention relates to improvements in internal combustionengines' of that class in which a magneto is employed to generate the current of electricity to ignite the gas in thecylinders.

The object; of the invention is to provide means whereby when the engine is stopped with a charge of gas in one of its cylinders it may be' started without cranking, z'. 6.,

without rotating the crank shaft by hand.

To this end the invention consists primarily in an internal combustion engine having in combination an ignition apparatus comprising a magneto normally in driving connection with amoving part of the engine, as for example, being driven by suitable gearing from the crank shaft, there being means whereby the magneto armature may be disconnected from such driving connection so as to be rotated independently of the moving partsof the engine, whereby a current of electricity 'may be generated by the magneto and'conduct'ed tothe proper cylinder to cause the ignition ofthe charge of gas-therein to start the engine.

The invention further consists in an engine having an ignition apparatus of the character described and the provision of means forautomatically eflecting an operative connection of the armature of the magneto with themoving parts as soon as the engine has been started.

The invention finally consists in the com bination and arrangement of parts set forth in the following specification and particularly pointed out in the appended claims.

Referring to the drawings: Figure 1 is a side elevation of an internal combustion engine embodying my invention. Fig. 2 is a detail sectional elevation taken on line 2-2 o't' l ig. 1 looking toward the left.

Fig. 3 is an enlarged detail elevation, partly in section, of the magneto and the connection between the same and the gearing by which the n'iagneto is driven, this view showing the partsin their normal position; Fig. 4' is a detail sectional elevation taken on line 4+4 of Fig. 3, looking toward the left. Fig. 5

is a detail plan section taken on line 5-5 of Fig. Fig. 6 is a detail sectional elevation showing a portion of the mechanism illustrated in Fig. 3, but with the clutch which connects the magneto shaft with itsdriving shaft thrown .out of engagement leaving the magneto armature and armature shaft free to be rotated independently of the moving parts of the engine. Fig. 7 isa detail sectional elevation taken 011 line 77 of Fig. 3, looking toward the left.

Like numerals refer to like parts throughout the several views of the drawings. In the drawings, referring now particularly to Fig. 1, the internal combustion engine having my improved ignition apparat-ns applied thereto may be of any suitable or desired type, but is )i'efcra-bly of the familiar n'nilti-cylinder type, in which cylinders 10, 11, 1.2 and 13 are mounted upon a .crank case lfhaving journa-led therein a crank shaft 15, it being understood that the internal arrangement of cranks, connecting rods and pistons may be provided, all of which are wellknown to those-skilled in the art.

on the crank case 14, is mounted a magneto 16 which may be of any desired type connected by wiring 17 to s ark plugs 19, 20, 21'and 22 arranged in a amiliar manner in the headset t-he'cylinders 10, 11, 12 and 13, respectively, it being understood that there may be any suitable or desired means for distributing the current to said spark plugs in rotation so as toignite the charges of gas in the cylinders.

The magneto 16 .com'prises an armature 23 of any suitable or desired construction fast to an armature shaft 24, said shaft being journaled in suitable bearingsin an armature frame 25.

Referring now particularly to Figs. 3 to 7, inclusive, fast to the armature shaft 24. is a clutch member 26 having two projecting lugs or teeth 27 which normally project into and interlock with corresponding depressions or notches. 28 formed in a 1 second clutch member 29, said second clutch member being journaled on the right hand end of the armature shaft 24 and also journaled in a bearing 30 formed in a casing 31.

The clutch member 29 is provided with a square hub 32 which projects into a cor-- responding square hole 33 formed in'ashaft 34 and having sliding connection therewith.

On any suitable support, as for example,-

member 46 and cause the same to be rotated 39 bears at one end against the shoulder The shaft 34 which is journaled in suitable bearings in a gear casing 35 has fast thereto a gear 36 located within said casing, said gear being operatively connected to the crank shaft 15, as by means of an intermediate gear 37 meshing into said gear 36, said intermediate gear meshing into a gear 38 fast to said crank shaft, it being understood that the ratio of these gears is such as to rotate the shaft 34 in proper time with the crank shaft of the engine, the gears 36 and 38 being'in one to one ratio.

The hub 32 is provided with a cylindrical recess 39 extending thereinto from the right hand end thereof, said recess terminating at its left hand end at a shoulder 40. A helical compression spring 41 located in the recess and at its other end against the head of a screw 42 having screw-threaded engagement with the armature shaft 24, said spring acting to normally hold the clutch member 29 in driving connection with the clutch member 26, as shown in Figs. 3 and 5.

The clutch member 26 carries two pins 43, 43 slidably arranged in suitable holes in said member to move longitudinally of the armature shaft 24, said pins bearing at their right hand ends against the clutch member 29, as clearly shown in Fig. 5, the left hand ends of said pins being beveled to engage corresponding inclined surfaces 44 formed by depressions or notches 45 formed in a clutch member 46 loosely mounted on the armature shaft 24.

The clutch member 46 constitutes a part of a familiar type of clutch known as a ball or roller clutch, the second member 47 of said clutch being suitably journaled on the magneto frame 25. The member 47 is provided with opposite holes 48, 48 extending thereinto from the periphery thereof, said holes containing balls or rollers 49 which are adapted to engage the periphery of the member 46, the arrangement being such that when the clutch member 47 is rotated clockwise, Fig. 7, said balls engage the clutch in unison with the clutch member 47 in a well known manner, whereas on the other handif the clutch member-46 be rotated clockwise the member 47 will not be rotated thereby. A retaining ring 50 surrounding the member 47 prevents the balls 49 from falling out of their respective holes 48.

On the periphery of the member 47 is formed a spur gear 51 which ineshes into a spur gear 52 fast to a shaft 53 journaled in the casing 31. flexible shaft 54 which is fast to a crank 55 located at any suitable point. Where the engine is used on a motor car the crank 55 will preferably be journaled on the dash board of the car, shown in section at 56.

Formed on or fast to the clutch member Fast to the shaft 53 is a 29 is a gear 57, said gear meshing into a gear 58 fast to a shaft 59, said shaft being journaled in a bearing 60 in the casing 31 and in a bearing 61 on the magneto frame 25. The left hand end of the shaft 59 ex tends into a distributer casing 62 in which may be located any suitable or desired type of distributors, not shown, connected to said shaft, such distributers which are well known being employed for the purpose of distributing the current at the proper time to the various spark plugs, the gears 58 and 57 being in the ratio of two to one. It will be noted that the width of face of the gear 57 is double that of the gear 58, this provision being made for the reason that the member 29 and the gear 57 slide relatively to the gear 58, as will be hereinafter fully described.

Having thus specifically described the ignition apparatus, 1 will now proceed to describe its general operation. It will be understood that the parts normally occupy the relative positions shown in Figs. 3 and 5. Assuming that the engine has been stopped and that a charge of gas remains in one of the cylinders, the engine may be started in the following manner. The operator grasps the crank 55 and rotates the same in the proper direction to cause the gear 52 to retate the gear 51 clockwise, Figs. 4 and 7 the result being that the balls 49, 49 engage the periphery of the clutch member 46 and cause the same to be rotated in unison with the clutch member 47. As the clutch member 46 starts to rotate the left hand ends of the pins 43 ride up the inclines 44 and are moved thereby toward the right, said pins thus acting to force the clutch member 29 toward the right against the tension of the spring 41 until the teeth 27 have been partially withdrawn.from the depressions or notches 28. Referring to Figs. 3 and 6, it I ing to inclined faces 64 formed on the ends of the teeth 27 so that when said teeth have been partially withdrawn from said notches the inclined faces 64 ride up on the inclined faces 63 and the clutch members are then fully disengaged from driving connection, as shown in Fig. 6. Each of the inclines 44 on the clutch member 46 terminates at one end thereof at a shoulder 65. Thus it will be seen that continued rotation of the clutch member 46 after the clutch members 26 and 29have been disengaged resultsin the pins 43 bringing up against the shoulders 65, respectively, as shown in Fig. 6, thereby ca'using the clutch member 26 to be rotated in unison with the clutch member 46 and consequently, rotating the armature shaft 24 to which the clutch member 26 is'fast It will be understood that in a four or sin structed and arranged that when the motor is stopped there is usually an electrical connection through the distributer to the spark plug of the cylinder holding the compressed charge.

It will be observed that the gears 57 and 58 form at all times a connection between the distributer and the crank shaft of the engine so that the distributer is atall times properly positioned with respect to the crank shaft and plstons regardless of the disconnection between .the armature shaft and the crank shaft.

' One or two rotations of the crank are suflicient to'cause the magneto 16 to generate the current necessary to ignite the charge of gas in one of the cylinders whereupon the engine starts. When the engine starts, the rotation of the shaft 34 causes the clutch member 29 to be rotated faster than the clutch member 26 is being rotated by the hand of the operator with thejresult that the notches 28 are carried into alinement' with their respective teeth 27 and the spring 41 acts to move said teeth and notches into their normal operative engagement, as shown in Fig. 3, thereby causing the armature shaft 24 to be rotated by the power of the engine. It will be understood that the pins 43 will now ride down the inclines 44 and resume their'normal position, as seen in is will be seen that owing to the provision of the ball or roller clutch the crank 55 will not be rotated' by the en ine after the enginehas started to run. T e provision of the hereinbefore described means of disconnect" ing the magnetonarmature'and. rotating the same b hand power obviates'the necessity of emp oying a set of batteries and induction coils for starting theengine from the seat without cranking the en 'ne.

It will be understood that a though the current generator employed. is an alternating -cl-1rrent magneto, any other suitable generatormay'be employed and it is to be understoodthat the invention not limited to' the use of a magneto and where the. word mag in combination, a moving part adapted to be moved by-the explosion 'of the gas, ignition instrumentalities including a magneto neto-is used in the claims it will be understood as meaning. a suitable enerator for the class of work for which t e apparatus is intended Havingthus described my invention, what I claim-and desire by. Letters Patent to secure is: 4

1. An internal combustion engine having, in combination, a moving partadapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch adapted to operati'vely connect said rotatable member and said moving part, said clutch compris-.-

ing two members normally in driving connection so as to be incapable of relative rotation in either direction, an actuating member, and means adapted to be operated by said actuating member to move one of said clutch members longitudinally of its axis out of engagement with the other and rotate said rotatable member.

2. An internal combustion engine having, in combination, a moving partadapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member normally in driving connection with said moving part, a device capable of but a limited amount of rotation relatively to said rotatable member, and

means adapted to be operated by the rotation of said device to disconnect said rotatable member from said moving part and r0 tate said member.

3. An internal combustion engine having, in combination, a moving art adapted to be moved'by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch comprising two members connected to said rotatable member and said moving part, respectively, said clutch members being normally ositively interlocked'so as to be incapab e of relative rotation in either direction, an actuating member, and means ada ted ,tobe op cratedby said actuating mem er to disconnect said clutch members from drivin connection wit each other and rotate said rotatable member.

4. An internal combustion en ine having, in combination, a moving art adapted to be moved by the explosion o the gas, ignition. in-strumentalitiesincluding a magneto hav--- ing a rotatable member, a clutch comprising two members normally in driving connection with each other, one of said clutch members being connected with said moving part and the other being connected to said rotatable member, a second clutch, and a device to actuate said second clutch to disconnect themembers of said first-named clutch from each other, said device being adapted to sub- .sequently impart rotation through said secondclutoh to said rotatable member.

5. An lnternal combnstlon engine having ond clutch comprising two members and a rotatable device interposed therebetween, anda device adapted to be 0 erated by the rotation of said second clutc to disengage said first-named clutch members from each other, said second clutch having means to subsequently rotate said rotatable member independently of said moving part.

"in combination, a moving part adapted to be 6. An internal combustion engine having in combination, a movlng part adapted to be moved by the explosion of the gas, ignition member and adapted to hear at one end against said second-named clutch member, a second cl'utch comprising two members and a rotatable device interposed therebetween, one of said members of said secondnamed clutch being provided with an inclined face adapted when rotated to actuate said 'pin to movethe members of said firstnamedclutch out of driving engagement, said second-named clutch having means to subsequently rotate said rotatable member independently of said moving part, and said spring adapted to finally move the members of said first-named clutch into operative engagement with each other.

7. An internal combustion engine having, in combination, a moving part adapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member normally positively connected to said moving part, a device capable of but a limited amount of rotation relatively to said rotatable member, and means adapted to be operated by the rotation of said device to disconnect said rotatable member from said -moving part in combination, a moving part adapted to be moved by the explosion of the gas, ignition insti'umentalities including a magneto having a rotatable member, a,clutch. comprising two members normally positively interlocked, one of said clutch members being connected to said moving part and the other being'connected to said rotatable member, a device capable of but a limited amount of rotation relative to said second clutch memher, and a second device adapted to be operated by said first-named device to cause the disengagement of said clutch members thereby permitting said rotatable member to be rotated independently of said moving part. 9, An internal combustion engine having,

moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch adapted to operatively connect said rotatable member and said moving part, said clutch comprising two members normally positively interlocked so as to be incapable of relative rotationin either direction, and a member adapted whenemoved to disconnect said clutch members from each other and rotate said rotatable member.

10. An internal combustion engine having, in combination, a moving part adapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch comprising two members adapted to operatively connect said rotatable member and said moving part, said clutch members being normally positively interlocked so as to be incapable of relative rotation in either direction, and a rotatable device adapted when rotated to disconnect said clutch members from each other and rotate said rotatable member. p

11. An internal combustion engine having, 'in combination, a moving part adapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch comprising two members normally in driving connection so as to be incapable of relative rotation in either direction, an actuating member, and means adapted to be operated by said actuatin member to disconnect said clutch members irom driving connection with each other and rotate said rotatable member.

12. An internal combustion engine having, in combination, a moving part adapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch adapted to operatively connect said rotatable member and said moving part, said clutch comprising two members normally in driving connection so as to be incapable of relative r0- ation in either direction, an actuating memher, and means adapted to be operated by said actuating member to disconnect said clutch members-from each other, said means being adapted to be operated by said actuating member to rotate said rotatable member.

13. An internal combustion engine having, in combination, a moving art adapted to be moved by the explosion o? the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch comprising two members normally in driving connection so as to be incapable of relative rotation, one of said clutch members being connected to said moving part and the other being connected to said rotatable member, a device capable of but a limited amount ofrotation relatively to said second clutch member, and a second device adapted to be operated by said first-named device to cause the disengagement of said clutch. members thereby permitting said rotatable member to be rotated independently of said moving part.

14. An internal combustion engine having, in combination, a moving part adapted to be moved by the explosion of the gas, ignition instrumentalities including a magneto having a rotatable member, a clutch comprising 130 two men'ibers normally in driving connection so as to be incapable of relative rotation,

one of said clutch members being connected to said moving part while the other is connected to said rotatable member, a device capable of but a limited amount of rotation relatively to said second clutch member, and

means carried by said second clutch member adapted to be actuated by said device to 10 cause the disengagement of said clutch members, thereby permitting said rotatable member to be rotated independently of said moving part.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

. v CARLEY G. WELD.

Witnesses LOUIS A. JoNns, A NNIE J. DAILnY.

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