US990135A

US990135A - Engine-starter.

Info

Publication number: US990135A
Application number: US54296110A
Authority: US
Inventors: Carl Hunt
Original assignee: Individual
Current assignee: Individual
Priority date: 1910-02-09
Filing date: 1910-02-09
Publication date: 1911-04-18
Anticipated expiration: 1928-04-18

Description

2 SHEETS-SHEET 1.

C. HUNT.

ENGINE STARTER. APPLIG ATION FILED IVB. 9, 1910.

Patented Apr.18, 1911.

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WMM W Mu .h u a NH M IH Q 1 www 3 m \\,\\\\m\\\\\\\\v c B2), 5 ATTORNEY.

G. HUNT.

ENGINE STARTER.

AyPLIoATIoN FILED H1B. 9, 1910.

Patented Apr. 18, 1911.`

Caml HUT l I l I I'I man' IVITNESSES ATTORNEY.

TO'aZZ 'uf/icm t may concern:

useful EngineStarter; and I 'UNITED sTATEs 'PATENT OFFICE.

v CARL HUNT, oF INDIANAPOLIS, INDIANA.

ENGINE-STARTER.

Be it known that I, CARL IlU-N'nof Indianapolis, county ofMarion, and State of Indiana, have invented-a certainnew and do hereby declare that the Ifollowing is a full, clear, `and exact description thereof, reference being had to theaccompanying drawings:y

The object of this invention 1s to provide a practical means for easily starting internal combustion envines.

The chief feature of the invention consists in providing means for forcing prop erly proportioned amounts of liquid fuel and air together and simultaneously into the combustion end ofV an engine cylinder preparat-cry to startingthe engine7 so that the fuel and air will mix while enter-iner the cylinder and form an' explosive gas sufficient to start the engine.

yAnother feature consists in. employing compressed air for moving liquid fuel from a sultable reservoir tothe cylinder preparatory to starting the engine, whereby air and fuel will besupplied together and mixed for forming the explosive gas.

Another feature of the invention consists in providing in connection with the -plu- .rality of engine cylinders a. separate liquid fuel reservoir connected by a pipe with each cylinder, a compressed air tank, and a selective valve mechanism for controlling the admission of air to said fuel reservoirs so that air will be admitted only to the reservoir that is in communication with the cylindery which is ready toy spark. To that end the tubes from the valve mechanism are numbered and a timer provided that is actuated by the engine shaft for indicating which the following descri cylinder-is ready to spark. This timer may be a yisual one to be observed by the chauffeur, for indicating to him which valve to operate, or there may be an automatic connection between the timer and valve mechanism.4 Only the former is herein shown.

The nature of' the'invention will be understood from the accompanying drawings and tion and claims.

In the drawings Iigure 1 is a central vertical longitudinal section through the forward 'portion of an automobile showing the engine and associated mechanism4 and with the hood andother parts partly broken away. Fig. 2 isl an `elevation of the means for v controlling the starting mechanism,

.thereof with and shaft 36.

Specification of Letters Patent. Patented Apr, 18, 1911, .Application` tiled February 9, 1910. Serial No. 542.961. l

I `1g. 2. Fig. 5 is a vertical transverse section on the line 5-5 of F1 central vertical longitudina section through a portion of the fuel reservoirs on the line '6 6 of Fign. Fi'g. 7 is a central vertical section on a large scale through the air and fuel nozzle construction as shown in Fi 6. Fig. 8 is a section on the line 8 8 of ig. 7. Fig. 9 is a section on the line 9-9 of Fig. 6. Fig. 10 is a section throu h one part of anengine cylinder showing-t e fuel inlet 'valve mechanism.

In detail 10 represents the Hoor of an automobile immediately in front of the seat on which the chauffeur sits.

11 is the dash, and 12 the hood.

13 are cross bars which support the crank case 14 containing the engine shaft 15.

16 are the engine cylinders.

A compressed air tank 2O is mounted on the cross bars 9.1 and is supplied with compressed air from a pumpl or other suitable source through the pipe 22. The tube 23 leads from said compressed air tank to the chamber or lpassageway 24 in the valve mechanism contained in the valve casin 25 that is secured to the rear wall of the ash` board so as to be plain and accessible to the chauffeur while seated.

The four cylinders and the condition V reference to sparking is incl-icated b v the hand or indicator 30 passing over the dial 31 which is secured 'on the rear surface of the dash-board 25. This dialhas four numerals representing the cylinders. andthe hand or indicator 30 is ldriven and controlled by the engine shaft 15 to the bevel wheels 32. 33. 34, 35 The wheels 33 and 34 are on the same shaft mounted `in the bearing 3T, and the shaft 36 is mounted in the bearing 38 secured to the front wall of the dash. The gearing is such as to always cause the indicator 30 to point to the number of the cylinder ready to spark. In the form shown in Fig. 2 this cylinder is No. 1.

A tank 40 is mounted on the cross bars 41 and is divided up into four separate reservoirs by a partition 142, see Fig. 6. There is one reservoir for each c linder and there is communication between the reservoir and its under the casing 1. Fig. 6 is a.

viewed from the line '2-2of Fig. 1. the dash Fig. 4 is a vertical section on the line 4-4 of corresponding cylinder through thenozzle 42 and pipe or tube 43. The nozzle 42 is an air nozzle which leads from the upper part of the reservoir, and air enters itbecause the compressed air tube 44 enters also the upper part of the reservoir, and the reservoir -is not wholly filled with gasolene, so that, as

shown in Fig. 6, compressed air will shortcircuit from the pipe 44 into the nozzle 42. lVithin said air nozzle 42ithere i's valso a fuel nozzle 45 that leads from fthe lower part of the reservoir, being mounted on brackets' 46k vend of the fuel nozzle 45,'and the end'ofthe fuel nozzle is bent so as to space it somewhat from the wall of the air nozzle. 42. The action of this mechanism is such that as compressed air'enters the reservoir it will increase the pressure on the body of the liquid and tend toforce fuel out through the nozzle 45'. Also? the passage of air through the air nozzle 42 past the fuel nozzle 45 would tend to draw upliquid fuel through the latter and the air and liquid-fuel will both pass through the aperture 48 in the spray plate 47, which will ten-d to spread the fuel and viniir it with the air, and this mixing con-l tinues as the air and fuel passes through the entire length of the tubes 43 to the inlet to the cylindenas shown in Fig. 10. The tube 43 screws into a threaded valve casing `50 in the cylinder which has a flaring valve seat 51 closed by a conical valve 52 with guide wings 53 thereon. The valve is closed by the spring 54'whichl is inthe end of the valve casing 50 that projects into the cylinder. The extreme end of said valve casing is closed to furnish a seat for the spring, but there is a. side port 55 for the issue ofliquid fuel and air which have become'or are fast becoming sufficiently Imixed to constitute combustible gas.

There is-a tube 44 leading to each fuel reservoir from the valve mechanism in the casing 25 so that there are four of said tubes corresponding to the four valve heads to be seen-in Fig. 2 and over which the 'numerals are placed corresponding with the numerals on the dial 31. The valve heads 60 are on valve stems 61 connected with yconical valves 62 which control ports between the passageway or chamber 24 that is in communication With-the tubes 23 from the compressed air tank 20, andthe passageways or chambers 63 that are in communication respectively with thel tubes 44 going to the fuel reservoirs.

\ engine.

to the extent substantially as shown in Figs. 5 and 6. Air is maintained compressed in the tank 20. lVhen it is desired to start the engine the chauffeur pulls the valve head160 that isunder the numeral on the casing 25 corresponding with the numeral to which the indicator 30 points on the dial 31. In the drawings that numeral is 1 When this is done the valve 62 is opened and compressed air rushes throughA pipe '23, chamber 24, chamber 63 and pipe 44 to the first fuel reservoir and thence through the upper part of it and through the nozzle 42 whereit bringt-1 fuel out from the nozzle 45, and the airand.

' .fuel pass through the pipe 43 to the first cylinder and charge it. Then by operating the ignition mechanism, gas thus introduced into saidV cylinder will explode and start the engine. As soon as this is -accomplished the valve head 60 is released and the spring 65 closes the valve and the starting mechanism remains'then in unused condition until it is desiredtostart the engine again.

In order properly. to regulate the proporf tion of air and fuel that thus ,enter the cylinder to start it, therex is provided the valve 70 1n the nozzle 42 which is controlled by the crank 71 and all of said cranks are connected by the rod f2-so asto be operated readily by the chauffeur while seated. v This can be adjusted or set and left in such condition until it requires readjustment.

.A general fuel supply tube 75 is shown in Fig. l and also an vexhaust tube 76 for the What to secure by Letters Patent is:

1. A .mechanism for starting combustion engines 'including the combination with an engine cylinder, ofa liquid fuel reservoir, a duct leading from the top thereof to the cylinder, meansfor forcing air under pressure into the top of said reservoir, aliquid I/claim as my invention and' desire V fuel nozzle lea-ding from the lower part of said reservoirto said duct, and aispray plate placed in said duct with an'openmg spaced from and opposite to the outlet yend of said fuel ozzle.

2. mechanism for starting `combustion engines including the combination'with an engine cylinder, ofa liquid fuel reservoir, a duct leading from thev top thereof to the cylinder, means for forcing air under pressure into the to -of said reservoir, a liquid fuel nozzle leading from the lower .part of said reservoir to said duct, and a valve in said duct preceding the end of said fuel nozzle for regulating the supply of air passing through` said duct.,

3. A mechanism for starting combustion engines including the combination of a pluf.

rality of engine cylinders, ofv a reservoir for each cylinder, a duct connecting each reservoir with its corresponding cylinder, a tube leading to each reservoir for conveying comressed air thereto, and a valve mechanism or predetermining the tube into which compressed air shall enter.

4. A mechanismfor starting combustion engines includin the combination with a plurality of engine cylinders, of a liquidl y' f5. A mechanism for starting combustcln engines includin lplurality of engine cylinders, of a liquid the combination with a uel reservoir for each cylinder, a tube leadin from each reservoir to each cylinder, a va vein each tube for controlling the passage of compressed air therethrough, a compressed air tank, compressed air passages eadinl from the compressed air tank to each ely reservoir, and valve mechanism with which the said compressed air passages are connected for selectively controlling the flow of com ressed air therethrough.

6. A meclianism for starting combustion engines including the combination With a lurality of emgmecylinders,l of a liquid uel reservoir for each cylinder, a tube lead- 'ing from each reservoir to each cylinder, a

valve in each tube for controlling the passage Vof compressed air therethrough, a comressed 4air tank, compressed air passages lbading .from the compressed air tank to each fuel reservoir, a valve for controlling the' flow of compressed air'through each passage, and timfin mechanism for indicating which of said va ves to operate.

In Witness "whereof, I have hereunto aixed my signature in the presence of the Witnesses herein named.

Y CARL 4HUNT.

Witnesses G. H. BOINK, `O. M. MCLAUGHLIN.

(opies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents.

Washington, D. C.