US987930A - Engine-starting apparatus for automobiles. - Google Patents

Description

G. S. THOMPSON L R. NETTER. ENGINE STARTING APPARATUS POB AUTOMOBILI-Is.

APPLICATION FILED O GT. 11, 1910.

Patented Mar. 28, 1911.

3 SHEETS-SHEET 1.

lGr s. THOMPSON @E R. NBTTBR.

ENGINE STARTING APPARATUS POR AUTOMOBILES.

APPLICATION FILED 00T. 1I, 1910. 987,980. Patented Mar. 28, 1911.

3 SHEETS-SHEET 2.

QW' weones:

1118. THOMPSON L 11. NBTTER. ENGINE STARTING APPARATUS FOB AUTOMOBILES.

APPLICATION FILED 00T. 11, 1910.

Patentd 11131.28, 1911.

R .M666 @wd-7M 'UNIT-En STATE-mirjam. carica.

GEORGE S. THOMPSON, 0F HOPKINTON, MASSACHUSETTS, AND,RAPHAEL NETTER, 0E NEW YORK, N. Y., ASSIGNOBS, BY DIRECT AND MESNE ASSIGNMENTS, OF SEVEN 'TWENTY-FOURTHS TO FRED I. ELDRIDGE AND 'ONE-THIRD T0 WILLIAM M. KINGS- LEY, :BOTH 0F NEW YORK, N. Y., AND FIVE TWENTY-FOURTI-IS lIO WILLIAM A.

FULLER, 0F CLINTON, MASSACHUSETTS.

- ENGINE-STARTING APPARATUS FOR AUTOMOBILES.

Specification of Letters Patent. Patented lVIar. 28, 1911.

Application filed October 11, 1910. Serial No. l586,433.

v which the following is a full, clear, and exat times a considerable inconvenience, and

various schemes have accordingly been l'pro-l act description.

In the use of automobiles propelled by internal combustion motors the necessity of cranking the engine to start 'the same is posed for obviating the difficulty.

Our present invention is designed to provide improved means for the purpose, em-

ploying mechanism actuated by power derived from a previous o eration of the engine, and to this and ot er ends the invention consists in the novel features of construction and combinations ofk elements hereinafter described. y In carrying out the invention in the preferred manner the engine shaft isprovided with a pinion, adapted to mesh With a gear wheel which is suitably connected with a power, spring so as to be rotated thereby,

thus rotating the pinion. Between-the pinion and the engine shaft is a suitable clutch by which the pinion and shaft may be coupled together, so that the rotation of the pinion b the spring-actuated gear will cause the sha to be revolved, thus start-ing the engine. Succeeding revolutions of the shaft, now actuated by the engine, continue the rotation of the pinion, which, being in mesh with the gear rotates the latter andwinds up or stores power in the spring. As the gea-r completes its revolution a bolt, carried by the gear, comes into engagement with a suitable stop, thereby arrestlng the gear with the spring Wound up. This locking bolt has associated with it suitable manually loper- -ated releasing mechanism by which the the engine. The embodiment thus brieflyy outlined is illustrated in the accompanying drawings, and referring now thereto,

to the engine shaft, said view being partly.

in section on line 2 of Fig. l. Figs. 3 and et are detail rear views .of the parts illustrated in Fig. 2, with additional elements, showing such parts and elements in different operative positions; one of said elements being the spring-driven gear Wheelto which the starting spring is connected and which is ada ted to actuate the pinion on the engine sha t. Fig. 5 is a sectional plan View, on line 5--5 of Fig. 1, of the parts and elements illustrated in Figs. 3 and ,4. Fig. 6 is a plan View of the complete apparatus as mounted on an automobile, the engine and other parts being omitted. Fig. 7 is a detail rear View of the locking mechanismV for releasably holding the starting gear against the tension of its actuating spring. Fig. 8 is a detail sectional View of the locking mechanism shown in Fig. 7, showing also the buii'er mechanism employed to take up the shock produced by the starting spring as the point of attachment thereof to the starting gear passes the dead center during the operation of winding up or extending the spring to store power therein; the view being taken ysubstantially on line 8--8 of Fig. 7. Fig. 9 is a View of the complete apparatus in longitudinal vertical section, showing also, in broken lines, the engine, radiator, and fan for cooling the latter. Fig. 10 is a detail sectional View showing the swiveled pulley over which runs the cord or cable connecting' the starting spring with the starting ear. l g The various parts of the apparatus are conyeniently mounted in a cast frame 20, conforming in contour to the gear 21, and pinion 22, as shown in Fig. l, and having near its bottom two arms 28,124, by which it is securely attached to the side members 25 of the chassis, at a point between the fan 50 rear portion, 21, is mutilated, having a suffigaged .by

2G and radiator 27, which are shown in broken lines in Fig. 9. At its top the supporting frame is firmly connected to the dashboard 28 by a hollow cylinder 29, which also serves the purpose of inclosing the contractile coil starting spring 30. At the dashboard end the spring is attached to a fixed stud 31, and at itsfront endv the spring is attached to one end of a cable or cord 32 running over a pulley 33 swiveled` in the frame 20; "said cable being connected by its other end to a crank pin 34 on the ear 21, as

shown in Fig. 1. The length of thisicable is such that with the gear in the position of Figs. 1 and 9 that is, with the crank pin on the opposite side of the center of the gear, the starting spring 30 will be extended.

vOn the engine shaft 35, in position to mesh with and be driven by the gear 20, is a pinion 22. This pinion may be mounted directly on the engine shaft if the latter is long enough to accommodate it; but if the shaft is too short, it may be lengthened by means of a short stem or piece of shafting 37, connected to and in line with the shaft by a,sleeve 38 to which the parts embraced are fastened by `a key 39. The end of the stem or shaftextends through the supporting frame, and is squared, as shown, to p'ermit cranking in the ordinary way if desired. The hub 40 of the pinion 22 also extends forwardly, as shown, toy permit being ena suitable crank or wrench when 1t 1sl desired to wind up the starting spring by hand, as will be readily understood. Assuming that the pinion 22' is ixedly connected to the sleeve 38, and is in mesh with the gear 2l, it will be seen that if the expanded s ring 30 be allowed to contract the shaft wil be revolved, thereby cranking thel engine.

vThe gear 21 has loosely mounted'on its hub 41, another gear 42, of the same size, the two being thus movable independently of each other. They are, however, so intimately connected, both in physical relationshi and in function, that they may be conveniently referred toas a compound gear, 21-42. The front portion, 42, is always in mesh with the pinion 22, but the cient number of teeth omitted to cause it to j be disengaged from the pinion, as indicated its inner face one vor more teeth 45, Fig. '7.

It will therefore be seen that if the bolt be shifted inwardly, bringing its teeth into en-y gagement with the ratchet 43, vthe two gears 21 and 42 will become in effect one, and will both be in mesh with the pinion as soon as the mutilated portion of gear 21 has moved far enough to bring its first tooth into action. This compound-gear construction is preferred for this/reason: Ifa single niutilated gear be employed itv will, of course be stopped with its vmutilated portion over the pinion 36; but when this pinion comes to rest, as by stopping the engine for example, it might not stop with its teeth in such position as to be properly engaged by the teeth of the driving gear when the same is rotated by the powerful starting spring. On the contrary, the position of the gears may be such as to cause their teeth to jam when they come together, with possible breakage. In the construction illustrated, however', the gears 21 and 42 will be locked together by the ratchet and bolt before the teeth of the first named gear can engage -those on the engine pinion; and the proportions, andthe relative positions, of the ratchet and bolt on their respective gears,

- are such that the two cannot lock together except when the teeth on the two gears are in exact register. It will therefore be seen that the pinion 22 andgear 2l must come into mesh accurately.

Extending vlongitudinally above the engine, shown in broken lines at 48, Fig. 9, is a rod 49, rotatably mounted in the heads of the cylinder or casing 29, and projecting through the dashboard, where'it carries a handle 50. The face of the'handle hub is recessed, as shown, to fit over a fixed ratchet 51, and carries a spring-pressed pin or pawl 52' to engage said ratchet and so prevent movement of the handle hub and the rod v49 except in one direction,'-in the present instance clockwise as viewedfrom the drivers seat behind the dashboard. At its forward end the releasing rod 49 is provided with a short crank or arm 53, see Fig. 6 also, lying under a rearwardly turned extension of a hammer or lever 54 pivoted on top of the frame 2O and connected to a spring 55 to hold said extension yieldingly in an elevated position. Immediately above the bolt 44 the hammer'has la downwardly projecting lug or boss L56, the bolt, aswill be seen inFigs. l and 7 bearing against a stop 5T on the frame 2O and thereby acting to hold withthe starting-spring 30 expanded. If

now the spring-releasing handle 50 be turned by the operator the trigger or nger 53 will first raise the freev end ofthe hammer 54, compressing the hammer-actuating spring 55; and as the said linger continues to move it eventually passes from under the hammerextension, permitting the actuating-'spring to throw the hammer down against the locking bolt and throwing the latter smartly downward. As the bolt moves down its tooth'45 engages the adjacent tooth on the ratchet, thus locking the gears 21-42 together with theirl teeth in register, as before lfor engagement by the bolt tooth, for if the ratchet should not beso positioned the bolt tooth would merely strike the top of a ratchet tooth and the gears not be registered in time vto prevent injury to the teeth of the mutilated gear or the pinion. To avoid such contingency the bolt is made in two parts, 44, 44h, as shown in Fig. 8, overlapping at their inner ends and connected thereat by a coil spring 59 encircling a guide barrel 60 which is tixed to the bolt-section 44b andl is slidable therewith relatively to the other section. The bolt as a whole is urged upwardly, or outwardly .with respect to the gear on which it is mounted, by a coil spring (il encircling the stem v62 inside the guidey barrel. Suppose now that the bolt tooth, when the bolt is thrown down by the actuating hammer, should strike the top of one of the ratchet teeth: the part 44", which carries the tooth,-will be arrested, but the part 44a-is free to continue its movement and will .do so, thereby compressing lthe spring 59 and storing power therein, the part 44Z1 being held depressed by the underside of the stop 57. In the meantime the gear 21, on which the bolt is mounted, is turning, and carries the bolt forward; and as the boltsection 44b is urged downwardly byA thespring 59 its tooth 45 is quickly seated against'the ratchet tooth, bringing the teeth of the twol gears intor register before the mutilated gear engages the pinion 22.

If for any reason it should be necessary or desirable to crank the engine or wind up the. starting spring by hand, it should be possible to do so, in the one case without wasting strength on the starting spring,V

and in the other case Without wasting strength by turning the engine shaft too. For these reasons the pinion 22 is loose on the shaft, fas previously stated, but becomes rigidly connected therewith when revolved by the gear 21e-42 under the power ofthe starting spring. For such purpose the pinion rim (which is extended rearwardly into abut-ting engagement with a flange on the disk 65 at, the end of the sleeve 38, to afford additional strength) hasy in its rear edge a deep notch or slot 66. Figs. l, 2, 3, and 4, to accommodate a radial locking pin 67, which has in its rear face a notch (58 to fit the flange on said disk G5. The bottom of the notch is rounded, as shown in Figs. 3 and 4, and the inner end of the pin is pointed, extending through an opening 67a in the pinion hub intorontact with the engine shaft. The clutch-pin 67 is steadied by a light blade spring (37b on the pinion hub. On the cross' member G9, which is fined to the frame 20, is a flexible pawl composed of `two parts, 70, 7l, yieldingly connected by a spring 72 so that the two parts may swing together but are capable of angular separation under sufficient force. rI'he free end of part 70 has a forwardly extending lip, the inclined' edge of which is shown at 73 in dotted lines, and the other end of the pawl 70-71 is adapted to engage the projecting end of thelocking pin G7. Un the gear 2l is a st-ud 74, against which the said pawl'- ylip may caused to bear by a contractile coil spring connected to the part 7l, as will be readily seen in Fig. 4. Suppose, now, that the gear 21-42 is beinghrevolved by the cranking spring 30, and the pinion 22 rotating counter-clockwise as viewed in Fig. 3: the outer end of the locking pin 67 being held bythe pawl 71 and the inner end of the pin being engaged by the engine shaft, which so far is still at rest, the advancingedge of the notch G6 tends to turn the pin counter-clockwise onits pointed end as a fulcrum, thereby causing the sharper edge of the bottom of notch 68 to bind on the underside of the flange 64 and the opposite endedge of the top of said notch to bind on the top or outside of the pinion rim. l The pinion rim and the flange, which latter is integral with the sleeve 38, are thus rigidly connected together and the engine shaft begins to turn. At the same time the pawl 71 is cammed away from the locking pin by the beveled engaging face of the latter this disengagement being facilitated by the stud 74 passing from under the lip of the pawl 70.

Thereafter the pawl 7l is held out of the Y path of the pin 67 by the spring 75. By the time the crank pin 74 reaches the upper dead center the engine will have been started and the pinion will thereafter be revolved by the engine, continuing the rotation of thegear 21F-42, which, after the crank pin passes the dead center, extends the actuating s riiw f l: t)

30. As the gear approaches itsinitial position the stud 74 comes under the pawl 70, raising the same and throwing the pawl 71 again into engagement with the locking or clutch pin 67, thereby unclutching the latterl from the pinion rim and flange 64, and lea ving the engine shaft free to turn independently of the pinion. At `this time the bolt 44 encounters the stop 57 and brings the gear '21 to rest, the gear 42 continuing to turn until its mutilated portion comes to the initial position, leaving it free from the pinion. If the engine should not be started bythe time the crank pin 34 passes the upper dead center it will 'be necessary either to crank the engine by hand or to' Wind up the spring l30 by hand. In the latter vcase the pinion is rotated in the reverse direction,

Aby a suit-able tool applied to the forwardly .projecting pinion hub as previously decribed, so as to rotate the gar 21-42 with- I out turning the engine shaft. In this operparts which it had engaged, and as the pin ation the clutch piii of course releases the reaches the pawl 71 it cams the latter upwardly until the same is passed. At `the same time the bolt 44, cannned down-by the inclined underside of the stop 57, (see Fig. 7), snaps up behind the stop and holds the gear in its initial position. When, While the spring is being extended by the engine, the crank pin 34. passes the lower dead center, the spring begins. to contract, and would bring the bolt 44 up against the stop 57 with a sharp blow. For the purpose of cushioning or easing such blow the following buier devices are provided. On the underside of the frame 20 is a sliding hook 80, embracing the bolt 44 and having a lug 81 extending up through a slot in the frame 20. This lug is attached to a rod 82, slidably mounted iii fixed guides 83, 84, and urged in the leftward direction (as viewed in Fig. 1) by a coil spring 85, bearing against the guide S3 and a'collar 86 on'said rod. Now as the bolt approaches the stop 57 it will first strike theA hook 80, compressing the spring 85 and thereby taking up a consi erable portion of the energy of the spring 30 and allowing the bolt to come up with less force against the stop 57. The engaging end of the hook is then seated .in a no tch cut in the stop 57 so that as the latter is closed by the bolt when the latter is thrown in to release the gear 21 the hook will be retracted by the spring 85 into position to rengage the bolt as the latter again approached theA stop.

The operation may now be briefly sum-V marizeda-s follows: When the driver desires to'start the engine he' turns the releasing handle 50 clockwise, thereby actuating the hammer 54,-which throws the bolt 44 downwardly out of engagement with the stop 57. The contraction of the spring 30 immediately starts the gear 214-42, the two parts being locked together by the ratchet 48 and bolt-tooth 45, and the pinion 22 begins to rotate, actuating the clutch member 67 and causing it to clutch the pinion rim and vflange 64* together. The engine shaft is thus rotated, and the engine is started. The rotation of the pinion by the engine carries the crank pin 34 past the upper dead center and expands the spring 30 again;

and as the stud 74 comes under the pawl'70- i the other portion of the pawl is carried into the path of thev clutch pin and-disengages the saine from the pinion rim and flange 64". At the same time the bolt 44, having engaged the hook 80 and compressed the spring 85, comes up against the stop 57 and arrests the ear, leaving the partsin their initial positions, ready for another operation.

The construction herein specifically illustrated is the preferred form of the invenvtion, and is thoroughly successful in operation, but it is to be understood that the invention is capable of embodiment in other forms without departure from its proper spirit and scope as defined by theappeiided claims.v

We claim:

1. In a starting apparatus for explosiveengines, the combination of an engine`shaft, of a pinion associated therewith, a. spring actuated gear for rotating the pinion to automatically start the engine, saidv spring adapted to be extended by continued rotation of the gear by the engine, means associated with the pinion for manually Storing eneroy in theA spring, and another means independent of the aforesaid means for starting the engine manually.

2. In a starting apparatus for explosive engines, the combination of an engine shaft,

of a pinion loosely associated therewith, a.

spring actuated gear for rotating the pinion in one direction, means connected to said pinion for clutching the shaft when rotated by the said spring actuated' gear, means associatedwith the pinion 'for disengaging the clutch, and manual means for rotating the said pinion in an opposite direction after the clutch has been disengaged for storingv energy in the spring.

3. In a startin engines, the com ination ,with the engine shaft, of a pinion associated with the shaft to rotate the same, a gear` adapted to mesh with the pinion but out of mesh therewith when in its initial position, a second gear constantly in mesh with the pinion, and rotatable independently of the first named gear, and means for locliing s aid gears together with their teeth mviegister.

4. In a starting apparatus for explosive engines, the-combination with the engine shaft, of a pinion loosely associated therewith, a gear constantly in mesh with the pinion, a gear concentric with the first named gear and capable of independent movement,

apparatus for explosive l i i-io means' connected to the second named gear for rotating the saine, and means for locking the said gears together with their teeth in register. l

5..In a starting. apparatus for explosive engines, the combination with a gear, means connected therewith to actuate 'the same, a spring pressed bolt carriedby the gear, a

stop in the path of the bolt to hold the gear stationary against the ,actuating means,

means arranged to strike the bolt and adj Vance the same out of engagement with said connecting a pulley supported by the frame at the top thereof, a casing extending rearwardly from tlie pulley and adapted for attachment to the dashboard of the vehicle, a spring in the casing. a cord connected to the springand extending over the pulley into operative connection with the gear, and means for operatively connecting the gear with the engine.

7. In a starting apparatus for explosive engines, the combination with a gear, a spring connected with the gearto rotate the same and adapted tobe extended by continued rotation of the gear bythe engine, a releasable means carried by the lgear, means in the path of the aforesaid means to arrest the same and the gear after the spring has been extended, yielding means forv opposing the tension of said spring as the bolt approaches the arresting means, and means operatively connecting the gear with the engine. y

8. In a starting apparatus for explosive engines, the combination with the engine shaft, of a pinion associated with and normally loose upon the shaft to rotate the same, means for establishing a rigid connection between the pinion and the engine shaft, a gear for rotating the pinion, a

' spring connected with the gear to rotate the same in one direction and adapted to be extended by continued rotation of the gear by the engine, and manual means for rotating the gear in the opposite direction and adapted to extend said spring.

9. In a starting apparatus for explosive engines, the combination of an engine shaft,

a pinion on the shaft. to rotate the same, a

gear constantly in mesh with the pinion, a spring actuated gear initially out of mesh with the pinion, releasable mechanism for holding the spring-actuated gear stationary y against the tension of its actuating spring,

and means, operable upon release 'of the spring-actuated gear, to lock the said gears together.

10. In a starting apparatus, the combination of an engine shaft, a pinion loosely mounted thereon, a. gear arranged to rotate the pinion, expansible and contractible means associated with` .the gear to actuate the same, mechanism adapted to connect the pinion and the shaft and enabling the Vpinion to rotate the shaft to start t-he engine and to be rotated by the shaft to store energy in the gear actuating means,and releasable meansl for arresting the gear.

11. In a staiting apparatus for explosive engines, the combination of an engine shaft', a pinion on the shaft to rotate the same, a gear constantly in mesh with the pinion, means for rotating the gear, a spring con- 'nected with'said gear rotating means to actuate the same, -releasable mechanism for holding said gear rotating means stationary against the tension of the actuating spring,

ing bolt carried b and means operable upon release of the gear rotating means, for locking said gear and its rotating means together.

12. In a starting apparatus for explosive engines, the combination of an engine shaft,

a pinion loosely mounted thereon, means for shaft, of a pinion associated With the shaft to rotate the same, a mutilated gear adapted to mesh with the pinion but out of mesh therewith when in its initial position, a spring connected with the mutilated gear .to actuate same, a gear constantly in mesh with the `pinion and rotatable independently of the mutilated gear, a lockstop in the path o the bolt, manual means for releasing the bolt from said stop, and means actuated by the locking bolt for locking the said in register.`- A

14. In a startingapparatus for explosive engines, the combination with the engine shaft, of a pinion loosely associated therewith, a gear constantly in mesh with the.V

pinion, a mutilated gear concentric with the first named and capable of independent movement, a spring'connected with the mutilated gear to rotate the same, manually re'- leasable mechanism for holding the muti! lated gearstationary against the tension of its actuating spring, means actuated by said mechanism for locking the said gears together with their teeth in register, and clutching means, yactuated by movement of the pinion, for connecting the pinion rigidly y tothe shaft.

15. In a starting apparatus for explosive engines, the combination with the engine the' mutilated gear, a-

gears together with their teeth y shaft, of a pinion associated with the shaft 4 to rotate the same a pair of concentric gears capable of independent movement, one being constantly in mesh with the pinion and the 'other having a mutilatedportion whereby it may be disengaged from the pinion, a spring connected with the mutilated gear to rotate the same, a ratchet carried by the other gear, a locking bolt carried by the mutilated gear, a stop in the path of said bolt, manually operated means for releasin the bolt from said stop, and means carrie by the bolt to engage said ratchet and lock the gears together with their teeth in register when the bolt is released from its stop. y

16. In a starting apparatus for explosive engines, the combination with a starting Igear, of a spring connected with the gear to actuate the same, a spring-pressed bolt carried Aby .the gear,`a stop 1n the path of the bolt to hold the gear stationary against the tension of its actuating spring, a spring-ac-` tuated hammer arranged to strike the bolt and-advance the same out' of engagement with said stop, and manual means for releasing the hammer. Y l

17. In a starting apparatus for explosive engines, the combination of a supporting frame adapted to be mounted atA one end of the engine, a starting gear journaled in the Correction In Letters Patent No-l 987,930.

supporting frame, a lockingbolt carried bythe gear, a stop on the frame and in the path of said bolt, a pulley swiveled at l'one side of the frame, a cable connected to 4the gear on the opposlte sidev of the center and passing over the pulley, a spring connected with the cable beyond the pulley, and manual means Y for releasing the bolt from said stop.

18. In a'starting apparatus for explosive engines, vthe combination with a supporting frame adapted to be mounted in front of the engine,'a gear journaled in the frame, a lpulley supported by the frame at the top thereo a casing extending rearwardly from the pulley and adapted for attachment 4to the dashboard of thevehicle, a spring in the casing, a cord connected to the spring and extending'over the pulley into connection with the gear on the opposite side of the center of the same, and manually releasable means for holdin the gear stationary against the tension o said spring.

19. In a lstarting apparatus for explosive engines, the combination with the engine shaft, of a pinion associated with the shaft lto rotate the same, la gear for rota-ting the pinion, a spring connected with the gear to rotate the ,same andadapted to be extended by continued rotation of the gear by the engine, a manually releasable bolt carried by y the gear, a stop in the path of the bolt to arrest the saine and the gear' after the spring lhas been extended, and yielding means for opposing the tension of the said spring as the bolt approaches the stop.

Intestimony whereofv we aix our signatures hereto, each in the presence of two subscribing Witnesses.

GEORGE S. THOMPSON.

RAPHAEL NETTER.

Witnesses to Thompson:

DOROTHY H. SHEAN, FRANK E. MANN.

Witnesses to the signature of Raphal Netter:

. S.AS. DUNHAM,

" FRED I. ELDRIDGE AIt is hereby certified that Letters Patent No.987,930,'granted March 28d, 1911,; upon the application of George S. Thompson, of .Hopkiiitom Massachusetts', and Raphael Netter,.of New York, N. Y., forV animproyement in' .llln'gin'e-Starting Apparatus ifor Automobil-es, werei erroneouslyiissuedjto the inventors, said Thompson and Netter, and Fred l. Eldridge, William M. Kingsley, and William A. Fuller y .'1 assignees, whereas said Letters Patentjslioiildl'have been issued to the jrat-` I mentioned inventar, George S. Thomgvaoza land Fred 'L Eldridge, IVl'zlam Kagzy, mi mam A. agw,they Ateilig owners .of the @are interest as shown by recordof assignments in this oce; and that the said VLetters Patent should be read this .correction-1 therein that the-same may conferiti to therecord of the casein the PatentOl-ce.' 'v ,I u y i signed and sealed this 25th dayof April', gli. 11,1911.

the signature of George S. l

ve cents-each, by addressing Athe-1f@ commissioner of Patents,y Washington, D. C.

actuate the same, a spring-pressed bolt carried Aby .the gear,`a stop 1n the path of the bolt to hold the gear stationary against the tension of its actuating spring, a spring-ac-` tuated hammer arranged to strike the bolt and-advance the same out' of engagement with said stop, and manual means for releasing the hammer. Y l

17. In a starting apparatus for explosive engines, the combination of a supporting frame adapted to be mounted atA one end of the engine, a starting gear journaled in the Correction In Letters Patent No-l 987,930.

supporting frame, a lockingbolt carried bythe gear, a stop on the frame and in the path of said bolt, a pulley swiveled at l'one side of the frame, a cable connected to 4the gear on the opposlte sidev of the center and passing over the pulley, a spring connected with the cable beyond the pulley, and manual means Y for releasing the bolt from said stop.

18. In a'starting apparatus for explosive engines, vthe combination with a supporting frame adapted to be mounted in front of the engine,'a gear journaled in the frame, a lpulley supported by the frame at the top thereo a casing extending rearwardly from the pulley and adapted for attachment 4to the dashboard of thevehicle, a spring in the casing, a cord connected to the spring and extending'over the pulley into connection with the gear on the opposite side of the center of the same, and manually releasable means for holdin the gear stationary against the tension o said spring.

19. In a lstarting apparatus for explosive engines, the combination with the engine shaft, of a pinion associated with the shaft lto rotate the same, la gear for rota-ting the pinion, a spring connected with the gear to rotate the ,same andadapted to be extended by continued rotation of the gear by the engine, a manually releasable bolt carried by y the gear, a stop in the path of the bolt to arrest the saine and the gear' after the spring lhas been extended, and yielding means for opposing the tension of the said spring as the bolt approaches the stop.

Intestimony whereofv we aix our signatures hereto, each in the presence of two subscribing Witnesses.

GEORGE S. THOMPSON.

RAPHAEL NETTER.

Witnesses to Thompson:

DOROTHY H. SHEAN, FRANK E. MANN.

Witnesses to the signature of Raphal Netter:

. S.AS. DUNHAM,

" FRED I. ELDRIDGE AIt is hereby certified that Letters Patent No.987,930,'granted March 28d, 1911,; upon the application of George S. Thompson, of .Hopkiiitom Massachusetts', and Raphael Netter,.of New York, N. Y., forV animproyement in' .llln'gin'e-Starting Apparatus ifor Automobil-es, werei erroneouslyiissuedjto the inventors, said Thompson and Netter, and Fred l. Eldridge, William M. Kingsley, and William A. Fuller y .'1 assignees, whereas said Letters Patentjslioiildl'have been issued to the jrat-` I mentioned inventar, George S. Thomgvaoza land Fred 'L Eldridge, IVl'zlam Kagzy, mi mam A. agw,they Ateilig owners .of the @are interest as shown by recordof assignments in this oce; and that the said VLetters Patent should be read this .correction-1 therein that the-same may conferiti to therecord of the casein the PatentOl-ce.' 'v ,I u y i signed and sealed this 25th dayof April', gli. 11,1911.

the signature of George S. l

ve cents-each, by addressing Athe-1f@ commissioner of Patents,y Washington, D. C.

Correction in Letters Patent No. 987,930.

It is hereby certified that Letters Patent No. 987,930, granted March 28, 1911, upon the application of George S. Thompson, of Hopkinton, Massachusetts, and Raphal Netter, of New York, N. Y., for an improvement in Engine-Starting Apparatus for Automobiles, were erroneously issued to the inventors, said Thompson and Netter, and Fred L Eldridge, William M. Kingsley, and William A. Fuller as assignees, whereas said Letters Patent should have been issued to the firentnwnoned nmentor, George S. Thompson, and Fred L Eldridge, Wdhfam M. Kingsley, amd WMe/'am A. Fuller, assz'gns, they being owners of the entire interest as shown by the reeord of assignments in this office; and that the said Letters Patent should be read with this correction therein that the'same may conform to the record of the case in the Patent Oee. 4

Signed and sealed this 25th day of April,- A. D., 1911.

[BELLI] C. C. BILLINGS,

Acting Commissioner of Patents.

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