US2046073A - Starting device for internal combustion engines - Google Patents

Description

June 30, 1936., HEYWQQD 2,046,073

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES Original Filed Aug. 8, 1927 3 Sheets-Sheet l WAY/197W)? a z a wfjg w/ June 30, 1936. c HEYWQOD 2,046,073

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES June 30, 1936. c. F. HEYWOOD STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES 3 Sheets-Sheet 3 Original Filed Aug. 8, 1927 Patented June 30, 1936 UNITED STATES PATENT OFFICE STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES Jersey Application August 8, 1927, Serial No. 211,365 Renewed December 12, 1933 4 Claims.

The present invention pertains to a novel starter for internal combustion engines of the general character disclosed in my Reissue Patents Nos. 16,695 and 16,696 of August 9, 1927. As in these patents and in my earlier Patent No. 1,481,091, of January 15, 1924, the carburetted charge is delivered at the same pressure as the air charge for turning the engine over. Under these conditions, it will be readily understood that if an attempt were made to introduce the fuel component of the charge by use of the carburetor conditions, the superior pressure of the air component of the charge would drive the fuel away from the mixing chamber instead of towards it, since in an ordinary carbureter thefuel component is at atmospheric pressure and is drawn into the mixing chamber by virtue of the reduced pressure existing therein. If on the other hand the uncarburetted fuel were subjected to excessive pressure, the mixing chamber would flood.

It is the object of the present invention to overcome such diiiiculties by maintaining the fuel body or column in equilibrium, i. e., with equal pressures at both ends of such column so that there will be no force tending to move it unduly towards the mixing chamber or to retard it therefrom. Briefly the device comprises a fuel chamber and a compressed air chamber with a distributor for conducting the fuel mixture to pipes leading to the cylinders. In the pressure chamber is mounted a rotary distributor valve having its inlet positioned to receive compressed air from the chamber and having its outlet adapted for successive registration with the several passages leading to the cylinders. Thus, there is provided a path from the air chamber to the cylinders through the distributor system. The device is constructed in a manner to permit the pressure in the air chamber to act upon the surface of the fuel in the fuel chamber, and the latter chamber is connected to the inlet of an injection nozzle which entersthe valve inlet and is thus exposed to the pressure in the air chamber. The pressure of the air chamber is in this way made to act on both ends of the fuel column, namely on the surface of the fuel in the fuel chamber and at the outlet of the nozzle in the air chamber. The fuel column is therefore balanced and the high pressure maintained in the system does not force the flow of fuel. Due to check valves arranged in the pipes leading to the cylinders and opening in the direction towards thecylinders, these pipes are in communication with the cylinders only on the substantial vacuum is maintained in these pipes.

For starting purposes the distributor valve also has a port positioned to establish direct communication between the air chamber and the distributor system. This port is positioned behind the fuel outlet port in the direction of rotation of the valve so that this cylinder will receive a heavy charge of compressed air at the beginning of the power stroke after it has been charged with the carburetted fuel, provided that this fuel has not exploded. If explosion has occurred, the cylinder pressure during the power stroke will preclude the entrance of compressed air, and the device will function as a carbureter until the supply of gasoline therein is exhausted.

The invention is fully disclosed by way of example in the following description and in the accompanying drawings, in which Figure 1 is an elevation of a starting device embodying the said invention;

Fig. 2 is a transverse section, of the same taken on the line 2a:--2x, Figure 1, part of the cam shaft and cam shaft housing of an engine being also shown;

Fig. 3 is a similar transverse section taken on the line 3a:--3a:, Figure 1;

Fig. 4 is a plan of the device;

Fig. 5 is an elevation of the center portion of the body of the device showing the rotary valve in position thereon;

Fig. 6 is an elevation partly in section of the rear portion of the said device;

Fig. '7 is a perspective view of the valve removed; and

Fig. 8 is a transverse section of a modification; and

Fig. 9 is a diagrammatic illustration of the system.

Similar characters of reference indicate similar parts in the several figures of the drawings. 7 The device is illustrated in a form suitable for direct application to the end of the cam shaft of an engine such as of the type where the cam shaft is enclosed in a tubular housing and extends between the banks of cylinders. The cam shaft I has a housing 2 and a bearing 3. This is illustrative on y, the device being operative when driven by a part rotating in synchronism with the crank shaft.

The device of this invention is shown as including a body portion comprising a forward member 4, an intermediate member 5 and a rear member 6, the latter being bored and threaded at 1 so that it may be aflixed to the threaded end of the cam shaft housing 2, and the three parts of the said body are secured together by bolts 8.

ber 5 of the body. The opening I6 is in advance of the port I3 in the direction of rotation of the valve and at approximately the same distance from the axis of the said valve.

The intermediate member 5 of the body is radially tapped for the reception of coupling members I, II, III, IV, V and VI intended to be coupled to conduits I'I preferably of equal volume communicating with cylinders in the firing order indicated by the reference numerals applied to the said coupling members, and communicating with the said coupling members are passages 1, H III, IV, V and VI in the member 5 over the inner ends of which the valve I2 is disposed. One of the cylinders is shown in Figure 2 and is designated by the numeral H The end of the pipe II at the cylinder contains a check valve I'I which closes against a seat I'I when the cylinder pressure is greater than the pipe pressure, as during expansion, and otherwise permits flow into the cylinder through ducts II The member 6 of the body has a more or less annular chamber I8 therein and an inner tubular boss I9 which'contacts with the gasket III and houses connecting members 20 and 2I which cooperate with afurther member 22 in efl'ecting a driving connection between the cam shaft I and the said rotary valve as will be hereinafter more fully described.

Communicating with the chamber I8 is a valve device 23 including a ball valve 24 normally retained upon its seat 25 by a screw plunger 26 adapted to be operated through a lever 21 against the resistance of a coiledspring 28 to release the said ball valve 24 so that fuel such as gasoline may be admitted to the chamber I8 from a suitable source of supply. A non-return check valve 29 is mounted in the outlet of the said valve device 23, and the purpose thereof will hereinafter become apparent. A further check valve 3Il is arranged in an overflow fitting 3| mounted in the upper part of the said body 6 and communicating with the top of the chamber IB. An oil connection 32 extends to a passage 33 which communicates with the bore of the boss I9 so that lubricant may be admitted to the parts 20, 2| and 22 and the rotary valve I2, as well as the main cam shaft of the engine.

The intermediate member 5 of the body of the device has upper and lower transverse passages 34 and 35 therein communicating with the top and bottom of the chamber I8 of the member 6 and housing check valves 36 and 31 respectively, the first of which opens in the direction of the said chamber I8 and the other of which opens in the opposite direction. Check valves 36 and 31 are employed to check the effect of any back pressure through the channels controlled thereby should any pressure of this nature develop. The member 4 of the body of the device is provided with a passage 38 affording communication between the chamber II of the said member 4 and w 7 2,046,073 Gaskets a and Ill engaged betweenthe'saidparts W a the upper passage 34 of the member 5, and a further passage 39 affording communication between'the lower passage 35 of the member 5 and a nozzle 48 which extends axially through the member4 and projects into the inlet opening I5 5 of the port I4 of the valve I2.

An air inlet 4I opens into the chamber I I of the member 4 and is provided with a coupling 42 to which is connected an air pipe 43 from a suitable source of compressed air.

The conduits II are intended to communicate with their respective cylinders of an engine through suitably arranged non-return check valves Nb and the device as illustrated is applicable to a six cylinder engine.

Inthestarting of an engine equipped with this device the fuel valve 23 is first opened by the operation of the lever 21 to permit fuel such as gasoline to flow by gravity or otherwise into the chamber I8, preferably until it is detected escaping through the overflow connection 3| through which displaced air in the chamber I8 has already escaped, after which the lever 21 is released and the valve 23 closed by the action of the spring 28. Compressed air is then admitted through the pipe 25 43 to the chamber I I by opening the starter valve A (Fig. 9) and flows through the ports of the rotary valve to the cylinder or cylinders of the engine according to the position of the valve and at the same time flows through the passage 34 as 30 permitted by the check valve 36 to the upper part of the chamber I8, thereby forcing the fuel therein through the passages 35 and 39 as permitted by the check valve 31 to the nozzle 40. The action of the valve A is instantaneous, although the air 35 pressure established in the chambers II and I8 is not immediately dissipated when valve A has been closed.

. The column of liquid leading from the liquid level of the chamber I8 to the tip of the nozzle is 40 normally balanced by equal pressures at its ends, since the pressure in the air chamber I I acts on the outlet of the nozzle and also through the passage 34 to the surface of liquid in the chamber I8.

When, however, communication is open between 45 chamber II and either of the conduits II, the momentary pressure drop in opening I5 changes this condition to provide for flow of fluid. Consequently the high pressure of about four hundred pounds maintained in the system does not directly affect the flow of fuel either by advancement or retardation, and acts with full force only through the rotary valve I2, distributor 5 and pipes II to the several cylinders in succession.

In order to establish this equilibrium of fuel with respect to the tip of the nozzle 48, the flow of fuel must be confined to the path formed by the passages 35, 39, 8 and the bore of the nozzle end must not be permitted to flood the chamber I I. The flow is thus confined by the check valves 36 and 31 which prevent the fuel from flowing in the opposite direction, that is, through the passages 34 and 38. The valve 31 prevents air from flowing to the bottom of the fuel in chamber I8, and the valve 35 prevents the fuel from flooding 5 the chamber II. v

m the starting of the engine from rest, the elongated port I3 regista's with one or other of the passages in the distributor as shown in Figure 5. 0n pushing the starter button A com- 7 pressed air from a suitable tank B at about four hundred pounds rushes from the air chamber I I to the cylinder which is connected to the port I3, whereby the engine is turned over and the distributor valve commences to rotate by virtue 75 the timing thereof are such that the port l5 comthe nozzle.

of its connections to the cam shaft. At the same time, in four-cycle operation, compressed air rushes towards certain other cylinder or cylinders on the compression stroke therein through the center hole and ports l4 and I6, carrying along a charge of fuel in passing the tip of the nozzle and delivering this carbureted mixture at the same pressure to the cylinders. After the engine has been started and the air is cut off from the cylinders successively by the rotary valve disk [2, the pressure is reduced in the several cylinders successively, and this reduced pressure is effective also in the respective pipes I! on the opening of the check valves l'lb towards the cylinders. When the fuel outlet port It registers with one of the passages in the distributor 5 and thus communicates with a pipe I! wherein a reduced pressure exists, the pressure in the air chamber II will be diminished as a result of which the pressure resisting ejection from the nozzle I 4 is lessened. The equilibrium of the fuel is thus upset during communication of the rotary valve with a pipe, and the fuel will flow from the nozzle into the mixing chamber l5. Also, atmospheric air which has entered the chamber ll through a suitable check valve such as 15 (Figs. 2 and 8) for instance, will flow to the same pipe and will carry the fuel emitted by In other words, this fiow of air to the cylinder will have an aspiratory effect on the nozzle to withdraw fluid therefrom. Under the conditions prevailing during the discharge from the nozzle, the fuel will be intimately mixed and vaporized with the air in the chamber l5 before entering the pipe IT.

The port arrangement of the rotary valve and municates with each pipe I! while the corresponding cylinder is being subjected to a compression stroke of the piston therein. As long as the pressure value in the cylinder is less than that of the chamber ll, valve "b will remain open. When, however, the pressure in the cylinder becomes greater than that of chamber ll, valve l'lb closes to the position of Fig. 2.

The timing of the distributor valve is such as to admit the compressed air into the cylinder at the beginning of the power stroke, but the air will not enter if the cylinder has been fired, for in this case the explosion pressure exceeds the air pressure and the valve llb remains closed. Thus the device operates to actuate the pistons by compressed air until explosion occurs, after which the compressed air is precluded from entering the cylinders and the device functions as a carburetor until the supply of gasoline in the chamber i8 is consumed. Subsequent to this,

the regular carburetor means is relied upon for supplying the fuel, but the starting device may be used as a supply until emptied of fuel. The previously mentioned charge of compressed air admitted to the cylinders may alternatively be compressed carburetted fuel as described in my aforesaid Patent No. 1,481,091.

As shown the earn haft may be connected to the rotary valve by means of the members 20, 2| and 22, the latter being indicated as having pins 44 thereon entering holes which may be drilled for their reception in the end of the cam shaft and the opposite end of the said member 22 being transversely slotted at 45 for the reception of a tongue 46 extending from the opposed face of the member 2|, which member has a further tongue 41 on its opposite sidearranged at right angles to the first mentioned tongue 46 of the said member. This tongue 41 enters the transverse slot 48 in the opposed face of the member 20, which member is provided with a reduced stem 49 having a transverse tongue 50 at its extremity. The intermediate member 5 of the body 6 of the device is axially bored 'at 5! for the reception of the stem 49 and also for the reception of a slotted stem 52 on the rotary valve l2, the tongue 50 of the stem 49 entering the slot of the valve stem 52.

The member M has a central orifice 53 therein through which a compression spring 54 extends into seats 55 and 56 drilled in the opposed ends of the members 20 and 22, whereby the said spring maintains the said members 20 and 22, 15 in abutment with the gasket Ill and the end of the cam shaft respectively; and the members 20, 2| and 22 afford an easily assembled coupling between the cam shaft and the rotary valve.

In some engines the end of the cam shaft housing is threaded for the application thereto of an oil cap so that the application of the device thereto is already provided for, and it is only necessary to drill the two holes in the end of the cam shaft where this form of connection is employed.

The articulated nature of the connection between the cam shaft and the rotary valve permits of variation in the distance between the said end of the cam shaft and the valve without special dimensions or machining of the coupled or coupling parts being necessary.

Figure 8 is a sectional view of a modified con struction simplified by the use of gravity check valves instead of spring check valves in the passages formed in the intermediate section of the assembly. The intermediate section 5' is drilled radially to form valve chambers 50 and 6| formed with valve seats 62 and 63 respectively from which are extended ducts 64 and 65 respectively to the end section 4'. The seat 62 is formed at the inner end of its chamber and the seat 63 at the outer end of its chamber, so that the ball valves 66 and 61 mounted therein come to closing position by their own weight. The chambers communicate with the other end section (not shown) by ducts 68 and 68 which complete valved passages through the intermediate section 5'. The chambers and 6| are closed at their outer ends by plugs H1 and II respectively.

The end section 4' has passages 38' and 39 registering permanently with the ducts 64 and respectively. The passage 38 communicates with the air chamber I I in the section 4', and the passage 39' is extended to the inlet of a nozzle 40' passed through the back of the section 4' as in Figure 2. A rotary valve i 2' of the nature already described rotates in the chamber l l' and on a face of the distributor section 5'. The inlet chamber 60 I5 of this valve receives the outlet of the nozzle 40 and is joined by a duct l4 to a fuel outlet port l6 which cooperates with the distributor section 5 in the manner already described in connection with the previous figures.

The compact nature of the device will be very apparent and the provision and control of the carburetted mixture and of the compressed air is fully taken care of therewithin, the device being complete in itself except insofar as the provision 70 of fuel and air containers is required.

This invention may be developed within the scope of the following claims without departing from the essential features of the said invention, and it is desired that the specification and draw- 1 ings be read as merely illustrative and not in a limiting sense except as necessitated by the prior art.

What I claim is:-

1. In a starting device for internal combustion. engines, end chambered sections forming an air chamber and a fuel chamber, an intermediate section separating the chambers, said intermediate section having passages adapted ior connection to a series of cylinders and having also a port connecting the chambers, a distributor valve rotatable in said air chamber and having an outlet adapted to pass and register with said passages, said valve having an inlet exposed to the air chamber for communication therewith, a nozzle having one end closed tc said air chamber and the other end opening into the valve inlet, and means of communication between the fuel chamber and the inlet of said nozzle.

2. In a starting device for internal combustion engines, end chambered sections forming an air chamber and a fuel chamber, an intermediate section separating the chambers, said intermediate section having passages adapted for connection to a series at cylinders and having also a port connecting the chambers at the upper part of the fuel chamber, a distributor valve rotatable in said air chamber and having an outlet adapted to pass and register with said passages, said valve having an inlet exposed to the air chamber for communication therewith, a nozzle having one end closed to said air chamber. and the ether end opening into the valve inlet, and means oi communication between the bottom of the fuel chamber and the inlet of said nozzle.

3. In a starting device for internal combustion engines, end chambered sections forming an air posed to the air chamber for communication chamber and a fuel chamber, an intermediate section separatingthe chambers, said intermediate section having passages adapted for connection to a series oi. cylinders and having also a port connecting the chambers, a check valve in said port 5 opening in the direction of said fuel chamber, a distributor valve rotatable in said air chamber and having an outlet adapted to pass and register with said passages, said valve having an inlet extherewith, a nozzle having one end closed to said air chamber and the other end opening into the valve inlet, means of communication between the fuel chamber and the inlet of said nozzle, and a check valve in said means opening in the direction of the nozzle.

4. In a starting device for internal combustion engines, end chambered sections forming an air chamber and a fuel chamber, an intermediate section separating the chambers, said intermediate 0 section having passages adapted for connection to a series of cylinders and having also a port cennecting the chambers at the upper part of the fuel chamber, a check valve in said port opening in the direction of said fuel chamber, a distributor 25 valve rotatable in said air chamber and having an outlet adapted to pass and register with said passages, said valve having an inlet exposed to the air chamber for communication therewith, a nozzle having one end closed to said air chamber and the other end opening into the valve inlet, means of communication between the bottom of the fuel chamber and the inlet of said nozzle, and a check valve in said means opening in the direction 01' the nozzle.

GHARLESF. HEYWOOD.

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