US2026281A - Engine starting mechanism - Google Patents

Description

De.; 31, 193s..

R. P. LANSING ENGINE STARTING MECHANISM Filed Feb. 12; 1930 2 sheets-sheet 1 mam nventor Dc. 31, 1935. R. P. LANSING ENGINE STARTING MECHANISM 2 Sheets-Sheet 2 Filed Feb. 12, 1933 mvEN'roR. Raymond L al??? oRN lll/IIIA Patented Dec. .31, 1935 UNITED STATES ENGINE STARTING MECHANISM Ramond l. La nsing, Montclair, N. J., assignor t Eclipse Aviation Corporation, East Orange, N. J., a corporation of New Jersey Application February 12, 1930, Serial No. 427,935

15 Claims.

invention relates to starting apparatus for internal combustion engines.

One of the objects of the invention is to provide novel engine starting mechanism that is light, compact, and eilicient and is adapted for manual actuation, power actuation, or both manual and power actuation.

A further object is to provide an engine 'starter which embodies a small, compact, and eiilcient multi-cylinder fluid pressure engine as power actuating means, and which also includes additional means for manual operation of the starter. A still further object is to provide an engine starter which embodies both iluid pressure power 1,-, cranking means and manual cranking'means which are automatically brought into cranking engagement with Vthe engine, and a booster magneto effectiveduring operation of the starter to augment or displace'the normal ignition means of the^ engine being started.. l

These-and other objects will appear more fully in the detailed description of the invention which` follows.

One embodiment of the'invention is illustrated v in the accompanying drawings showing in Fig.

1 a longitudinalview, partly in section, of one form of starting mechanism and in Fig. 2 a transverse sectional view along the line 2-2 of Fig. 1, but it is to be expressly understood that,

advancement into cranking engagement with a' member of the engine to be started, may be actuated by either power or manual means through a suitable train of reduction gearing and .other drive transmission means the power means being entirely independent of electrical energy for its operation. t

l In the illustrated embodiment, the driving member, drive transmission means, and reduction gearing are suitably supported' and housed within a casing` section 2 which is detachably vconnected to the housing 3 of the engine to be started, by suitable means such as screws 4, and

the power and manual actuating means are in turn suitably housed and supported `in a second casing section 5, which is detachably connected to casingvsection 2 by any suitable means (not shown). Housing portionr` is open at itsputer 5 5 end and' provided with ram irregularly shaped ens (Cl. 12S-179) plate -6 that is detachably secured thereto by any 'suitable means such as screws 1.

The power actuating means preferably 'comy prise a suitable iiuid pressure engine, the rotation ofthe engine shaft being suitably trans- 5 mited to the reduction gearing. In the form shown, a plurality of radially arranged cylinders; one of which is shown at 8are secured by any suitable means (not shown) to the outer end of casing 5, the upper ends of the cylinders extend- 10 ing radially from thev casing.; There" may be any suitable number of these .cylinders arranged singly or in pairs, but preferably three cylinders are employed. s

Each cylinder 8 is ,provided with a piston S 15 which is connected to a crank shaft .i0 by means of the usual wrist pin Il and connecting rod l2. Crank shaft I0 extends longitudinally substantially the length of .casing 5 and is rotatably sup- -ported by'ball bearings'v l3 in a boss il formed inA zov 5 said casing.. Crank shaft I0 is provided .at its inner .c nd, adjacent casing 2, with a pinion I5 for engagement with the reduction gear train,

later to be described, and at its outer end with a single crank pin i6. to which all three connect- 25 ing rods I2 are secured in a well lmown manner, each connecting rod being provided with an arcuate shoe- I1 which bears against a bearing sleeve I8, the latter sleeve being placed over a bushing I9 surrounding crank pin I6. A pair of 30 connecting rod rings 2 0 are'then placed over the ends'of shoes I1 thus retaining them in operative relation with the crank pin. This crank pin assembly is held in its proper position on the pin by any suitable means such as a washer 2| 35 and screw 22 which is threaded into the end of crank pin i 6, a locking clip 23 being provided be(v tween washer 2| and the head of screw 22 to prevent unthreading of the latter. A counterweight 24 is formed on crank shaftd to balance the 40 crank pin assembly.

Suitablemeans are provided for supplying and exhausting a motive fluid to the above described duid 4pressure engine, said means, in the present embodiment, comprising passageways disposed 45 within casing 5 and cylinders 8 and utilizing crank shaft i0 as a' distributing valve. As shown, each of the cylinders 8 is provided with a channel 25 opening into the top of the cylinder, which is a' continuation of a similar channel 26 50 formed in casing 5. These channels act as both intake and exhaust passages furthe, cylinders.

A main supply passage 21 and an exhaust` passage 28 are also provided, supply passage 21 being formedin end plate 8 and suitably cnnected' to.

brought successively into communication with the exhaust 28, the said passages 26 and 28 leading to the interior of boss I4 within whichcrank shaft I0 is journaled. Each passage 26 isprovidedwith two branches at its inner end, :one supply branch 26a and one exhaust branch 26h. Interposed between the interior of the boss and the crank shaft, and xedly secured to the former, is a valve bushing' 29 which is provided with a plurality of ports adapted to register with the respective passages in casing 5. A main exhaust port 30 registers with passage 28 and extends annularly around the interior of bushing 29. A plurality of supply ports 3|a and exhaust ports 3|b register with passages 26a and 26h, respectively;

orank shaft lo, which extends within bushing 29 and rotates relative thereto,` is provided with a plurality of ports and passages such that as it rotates within bushing 29 it performs the function of a distributing valve. For this purpose .a

hollow bore is provided .within crankshaft I 0, extending substantially the length of bushing 29, and divided into two portions, 32a and 32b`by any suitable means such as 'a screw plug 33. Portion 32% opensinto the crank case and acts vas a supply passage, whilel portion 32b is closed at both ends and forms a part of the exhaust passage.

The crank shaft is'provided with a supply port 40` 34 which is adapted to connect the hollcw bore portion 32'succ'essively with the various supply ports 3Ia, so that the motive fluid may besupplied from the crank case and distributed to the respective cylinders ofthe starter engine.. Crank shaft IU is also provided with a relatively large exhaust port 35 which cooperates with ports 3|b for permitting the cylinders to-exhaustinto the hollow bore portion 32b of the crank shaft, and a pair of exhaust ports 36 which are always in communication with the annular exhaust port 38 of the valve bushing permit the exhaust fluid to pass to the atmosphere. As above stated, the exhaust port 35 is relatively large, 'and is preferably of such a width as to permit a suitable degree of overlapping; that is, each successive channel 26 is preferably opened to communication with the atmosphere just prior to the cut oil of the preceding channel 26.. Such overlapping, although not essential, is nevertheless desirable in that it permits a smoother application of power to the crankshaft. l

In the operation of the uid pressure engine above described, the motive uid, such as air under pressure, is supplied to the crank case through main supply passage 21, and passes through hollow bore portion 32a and port 34 in crank shaft l0 to one of ports 3|a, and thence through passages 26a, 26 and 25 to one\of the cylinders. As the piston in said cylinder is drawn downward by expansion of the motive fluid acting upon the inner surfaces of the other pistons, crank shaft I0 is rotated until, after approximately` 180 of rotation, port 35 registers with the proper port 3|h and the fluid within the cylinder is allowed to exhaust to the atmosphere 35, hollow bore 32h, exhaust ports 36 and 30, and

passage 28. Such exhaust reduces the pressure above piston 9, therebypermitting an upward power stroke of the piston by the force of the motive fluid in the crankcase which constantly acts upon the under surface of each piston. As crank shaft I8 rotates this cycle of operation is repeated in succession for the respective cylinders.

'I'he rotation of crank shaft I0 is transmitted to the driving or engine-engaging member by suitable means including a train of reduction gearing and other drive transmission means including a yielding clutch. The reduction gearing, in the embodiment shown, comprises a large external gear 31 which meshes with pinion I 5 secured to crank shaft I0, said gear being drivably connected in any suitable manner to the inner end of a shaft 38 as by means of two flattened and is rotatably supported therein by any suitable means such as a pair of bosses 40 and anti- -frictionbearing sleeves 4|. Formed integral with the hub of gear 31 is a Apinion or sun gear 42 which meshes with a plurality of planetary gears 43, preferably three in number only one of which appears in section in the drawings, the planetary gearsin turn engaging with a stationary internal ring gear 44 secured to the interior of casing 2 in any suitable manner as by means of studs (not shown) A dowel pin 45 preferably extends into casing 2 and ring gear 44 to prevent shearing of the studs. Planetary gears 43 are journaled on bushings 46 surrounding screws 41 which are threaded into an end plate 48 of the drive transmission means, later to be described, and are, held in proper operative position by an annular retaining ring 49.

The drive transmission means, in the embodiment shown, comprises an end plate 48 which is rotatably supported in casing 2 by -any suitable means, and which receives its rotation from crank shaft lll through the reduction gearing previously described. Rigidly secured to end plate 48 as by rivets 50 is a cup-shaped barrel member 5|, within which barrel member and drivably connected thereto by any suitable means, such as a friction clutch, there is provided an interiorly threaded nut 52. In the form shown, the yielding driving connection between these two members comprises a plurality of friction disks 53 splined alternately tothe interior of barrel member 5| and the exterior `of nut 52. end against an annular spacing member 54 held in operative position by the"- outwardly turned ends 55 of the splines or nut 52, and are held in frictional engagement with one another by means of a plurality of coil springs 56 bearing against a thrust plate 51 through which the force of the springs is transmitted to a spacing member'58 and the friction disks 53. A lock ring 59 surrounds the end of the clutch assembly to maintain the parts in assembled relation when other parts of the mechanism are removed. The tension of springs 56 may be adjusted by means of a. nut 60 which is threaded onto the end of nutV 52. A ring 6| provided with studs .62 may be employed to maintain the coil springs 56 'in spaced relation around the nut.

Suitable means are provided for transmitting These friction disks bear at one the rotation of nut 52 to a driving or engineengaging member 63, and for moving the latter axially into engagement with a corresponding member 64 of the engine to be started. Accordingly, an exterior threaded shaft 65 is positioned within theinteriorly threaded nut 52, said shaft being provided on its outer end with a stop nut 66, and having its inner end exteriorly splined to engage a splined hub 61 on driving member 63. Shaft 65 is hollow and a rod 68 extends therethrough havinga nut 69 at its outer end which bears against the end of shaft 65, said rod extending at its' inner end through driving member 53 and being provided with a slotted nut 10, limiting the outward movement of driving member 63. A coil spring 1| surrounding the inner endl of rod, 68 is seated in a recess 12 formed in shaft 65 and bears against the back of driving member 63, thus resiliently urging the latter outwardly towards engine member 64. Q

An oil sealing member 13 is suitably secured between the flanges of casing 2 and engine casing 3 and surrounds driving member 63 and the inner end of the transmission driving v.means to prevent oil from leaking from within engine casing 2 back into the starting mechanism, and preferably' member 13 also carries the means for causing automatic advancement of driving member 63 into engagement with engine member 64 upon rotation of nut 52. In the form shown, said means comprise a two part ring 14 which is held in frictional engagement with a lip 15 formed on oil sealing member 13 by means of a coil spring `16, said ring 14 being provided on its interior shaft travels to the right, as seen in Fig. 1, until stop nut 66 engages a suitable shoulder 19 formed interiorly of the nut 52. whereupon the shaft and nut rotate together. -Movement of shaft to the right, due to relative rotation between it and nut 52, compresses spring 1| which'resiliently urg driving member 63 inwardly to the right into engagement with engine member 64 until a clutch jaw formed on driving member 63 engages a similar clutch jaw 8| formed on engine member 64. When the engine to under its own power, clutch 'aw 8| overruns clutch jaw 80 and the inclined facesof the jaw teeth are eective to cause the driving member 63 to be moved outwardly or to the left out of engagement with engine member 64.

y In addition to theY power actuating means above described, it is` desirable that means be provided whereby the starter may be actuated manually. For this purpose shaft 38 is extended outwardly of end plate 6 and is provided at its outer end l. manually cranking the starter from one side thereof, said means comprising a shaft substantially at right angles to shaft 38 and mounted v in suitable bushings in casing 5, said shaft having at its inner end a bevel gear 83 held thereon byl a nut 84 and meshing with a similar bevel gear 85 drivably secured to shaft 38 adjacent gear l :1 by double-o as.

In order to prevent injuries from backfire, suitstarted starts y able means may be employed to prevent reverse rotation of the cranking shafts, said means p referably comprising suitable ratchet mechanism mounted on either or both of said shafts. In the form shown,` as exteriorly splined hub 86 is keyed 5 =to shaft 38 as at 81, and is held longitudinally thereon by means of a shoulder 88. A ratchet member 89 is splined to hub.86 and is resiliently urged into engagement with a cooperating ratchet member 90, mounted on a plate 9|, by means of a coil spring 92 interposed between ratchet member 89 and a spring plate 93 which is also splined to hub 86 and bears against a shoulder 94 formed thereon. Plate 9| `which carries ratchet 90 is detachably connected to end plate 6 by means of screws 95, and a dowel pin 96 is inserted through both plates 9| and 6 to prevent shearing of screws due to thrust on' the ratchet teeth. The ratchet members permit free rotation of either or both cranking shafts in one direction to 'ac- 20 tuate the driving member,`but in case of backfire both shafts are prevented from rotating in a reverse direction. l

It is also desirable, in some instances, to operate a booster magneto from the starter mecha- 25 nism when the engine is being started so as to .insure proper ignition and quick starting, and

-such a magnetol may be drivably connected to the reduction gear train so as to be rotated at a high speed during the cranking operation. In 30 the present embodiment, a booster magneto 91 of vany suitable type is mounted on a plate 98, preferably formed integral with casing 5, and held thereon by any suitable means. The shaft 99 of the magneto carries a clutch member |00 35 that is keyed thereto at |0| and is held thereon by a washer |02 and a nut |03 threaded on the end of the shaft. Clutch member |00 is provided with a plurality of teeth |04 which engage' corresponding notches |05, formed in a second 40 clutch member |06 which is rotatably mounted in a boss |01 formed in casing 5. A short shaft `|08 is made integral with' clutch member |06 and has gear teeth formed on its surface intermediate its ends, constituting a pinion |09 which 45 mesheswith gear 31. The endl l0 of shaft |08 is journaled in a suitable bearing recess formed `in a plate I|| secured to casing 2 by any suitable means. Pinion |09 and gear 31 constitute driving connections driven either by the .uid 50 pressure engine or by the hand cranking shaft, and housed within: the starter casing, to. whichshaft 99 of the booster magneto, which is detachably mounted on the exterior of said casing, may be drivably connected by means of clutch 55 members |00 and |06. 1

'Ihe operation of the apparatus isas follows: When it is desired to crank the engine with which the starter is associated, either the power or manual actuating means may be utilized. If 60 power is to be used a motive fluid under pressure is supplied to the lfluid pressure engine through the' main supply passage 21, and the uid pressure engine is operated thereby as previously described. Rotation of crank shaft I0 65 of the'fiuid pressure engine is then transmitted by pinion l5 through the train of reduction gearing to barrel member 5|. The interiorly threaded nut 52 rotates with barrel member 5| due to the yielding driving connection therebetween 70 formed by the friction clutch, and owing to the frictional drag of ring 14, as previously described,

vrelative rotation between nut 52 and .shaft 65 occurs, causing the latter to move to the right, compressing spring 1| and yieldingly moving 75 with engine member 64.

Should it be desired to crank the engine to be started manually, a cranking handle is fitted to the end of shaft 38, or the other cranking shaft at right angles thereto, and is rotated in the proper direction. The rotation of shaft 38 is transmitted through pinion or sun gear 42 to the remainder of. the reduction gear train and to the driving member 63 in a manner similar to that above described for power operation. In case the engine backres, shaft 38 is prevented from rotating in the reverse direction by ratchet members 89 and 98, and slippage between the friction disks 53 prevent breaking of any of the starter parts.

'As soon as the engine starts under its own power, engine jaw 8| overruns starter jaw 80 and forces driving member 63 back to its original position shown' in the drawings.

When the booster magneto 91 is employed, the rotation of either crank shaft I0 or shaft 38 is transmitted through gears 31 and |09 to the magneto shaft, the latter rotating at a relatively high speed so asi'to insure proper ignition when therengine is being started. It Will be seen'that the reduction gearing for operating the magneto is entirely enclosed within the starter casing, and is drivably connected with the magneto shaft by a clutch vwhich extends through the casing. Therefore, when the` magneto is unnecessary it may be entirely detached by removing the means securing it to plate 98, and by diengaging clutch members lll'and |86. The starter mechanism, however, remains 'a complete self-contained unit, the operation of'which is in no Way aiected by the removal orattachment of the booster magneto thereto.

It will be seen from the above description, that there is provided by this invention a starter for internal combustion engines which is entirely inidependent of electrical energy for4 its operation, and hence Well rsuited for use in 'large aircraft where it is desired to avoid a heavyl drain upon the batteries during starting. The starter'described includes as its power 'operating means `a compact and eflicient fluid pressure engine combinedA with reduction gearing Aand other-drive transmission means for actuating a drivingmem'- ber adapted for .automatic cranking engagement with a member of the engine t be started. Separatemeansv are further provided for manual operation of the starter, and for operation of,a booster magneto from the reduction gearing of the starter, both of which features are highly desirable in starters to be used in aircraft engines.

It will be obvious that the invention is not limited to the form shown in the drawings, but is-capable of a variety of mechanical embodiments. For example, any suitable type of fluid distribution means may be` substituted for the specic arrangement shown and described, and any suitable number of cylinders may be employed in the uid pressure engine. Likewise, other forms of reduction gearing or of clutch mechanism may be substituted for the gear train and magneto driving coupling described herein. Various other changes, which will now appear to those skilled in the art, may be made in the for details of construction and arrangement of the parts without departing from the spirit of the invention, and reference is therefore to be had to the appended claims for a definition of the limits of the invention.

Certain of the claims herein relate to subject 2,026,281 5. vdriving member 63 inwardly into engagement matter disclosed but not claimed 'in my copending application No. 384,444, now Patent No. 1,953,717, granted April 3, 1934. "0n the other hand there Yare certain features disclosed herein but not claimed, as they constitute the subject 5 matter of claims in co-pending applications of Romeo M. Nardone led March 22, 1930 and February 14, 1935, bearing Serial Numbers 438,220 and 6 ,555 respectively.

What is claimed is:

1. A starter for internal combustion engines, comprising a fluid pressure engine having a pluralityof cylinders radially arranged, a driving member adapted to engage and crank a member of the engine to be started, means including a l5 gear train anda friction clutch for drivably connecting said uid pressure engine and said driving member, and means operatively connected to said gear train for preventing backward rotation of said gear train. 20

2. In apparatus of the class described, the combination of a fluid pressure engine having a crank :haft and a plurality of radially arranged pistons connected to a commoncrank pin of said crank shaft, a train of reduction gears operatively con- 25 nected to said crank' shaftpa driving member adapted to be driven by said engine throughsaid gear train, a yielding clutch interposedbetween ,said gear train and s-aid driving member,`""a'nd means drivably connectedto saidlgeartrainfor r33 preventing* backward rotation of saidVN engine crank shaft. y i v 3. Starting 'mechanism of -the classdes'cribd comprising af f Ldriving member' 'adaptedf 'tof be moved into engine-cranking position, a manually 35 operablecranking sha-tft extending coaxially-with said member,l means including reduction 'gearing 'cranking shaftf'means including'gearing drivably 50' connecting said'fcranking sha-ft and 'meinbergfsaid member, shaft-andfgearing being concentrically 'if arranged, a pairof vcountershafts parallel Lto but. Aspaced laterallyfrom said cranking shafty'said A countershaf-ts being drivably connected'to'-said 55 gearing, a booster magneto having an armature coaxial with and drivably connected 'to`v oneY of said countershafts, and a radial fluid-'pressure engine coaxial with and drivingly connected with the other of said countershafts. ff f 5. Starting mechanism for internal combustion engines comprising a driving member movable to engage and crank a-,member of an engine to be started, a manually operable cranking'shaft arranged coaxially with said vmember, a reduction gear train arranged concentrically with said shaft and drivably connecting thesame with said member, means for moving said member into enginevengaging position on rotation of saidcranking shaft, a radial fluid pressure enginehaving a driven shaft parallel to said cranking shaft and drivably engaging said gearing, and a booster magneto having an armature shaft parallel to said cranking shaft and. drivably engaging said searing.

6. In engine starting mechanism,`the combination of a driving member adapted to engage and crank a member of an engine to be started, a

manually operable cranking shaft extending coaxially with said member, means including a re duction gear train concentric with said shaft and drivably connecting the same with said member, means for automatically shifting said member to cranking position on rotation thereof, a fluid pressure engine having a crank shaft and cylinders arranged radially around said crank shaft, said crank shaft extending parallel to but being spaced laterally from said cranking shaft, and means drivably connecting said crank shaft with said gearing.

7 Engine starting apparatus for internal combustion engines comprising a driving member shiftable into engine cranking position, a manually operable cranking `shaft mounted coaxialiy with said member, means mounted concentrically with said shaft and member for drivably connecting the same, said means including reduction gearing and a yieldable driving connection, a radial `yfluid pressure engine having a rotating crank shaft, and means drivably connecting said crank shaft with said gearing, and means on said cranking shaft for preventing reverse rotation of said crank shaft.

8. In animproved engine starting mechanism comprising in combination, an engine engaging member, means including a gear train for actuating said engine engaging member, and a plurality of cranking shafts drivably connected t'o said gear train, two ofsaid shafts being disposed with their axes lying in planes whose intersection coincides with the axis of a third of said cranking shafts.

i 9. In an improved engine starting mechanism `}'comprising in combination, an engine engaging member, means including a gear train for actu -ating said' engine engaging member, a plurality of cranking shafts drivably connected .to said gear train, two of said shafts. being disposed with their vaxes lying in planes which intersect in the axis of rotation of said engine engaging member, and a third cranking shaft in coaxial alignment with said engine engaging member.

10. In an improved engine starting mechanism comprising in combination, an engine engaging member, means including a gear train for actuating said engine engaging member, a plurality of cranking shafts drivably connected to said gear train, .two f said shafts being disposed with their axeslying in planes which intersect in the axis of rotation of said engine engaging member, and a thirdcranking shafthaving its axis Darallel to that of one of said rst named cranking shafts. i

`11.*In an improved engine starting mechanism comprising in combination, an engine'engaging' member, means including a gear train for actuating said engine engaging member, and a plurality of cranking shafts drivably connected to said gear train, two of said shafts being'disposed with their axes lying in the planes whose intersection coincides with the axis of a third of said cranking shafts, and means cooperating with one 5 of said shafts for locking all three shafts against backward rotation in the event of a backfire of the engine beingd cranked.

12. In an improved engine starting mechanism comprising in combination, an engine engaging 10 member, means including a g'ear train for actuating lsaid engine engaging member, a plurality of cranking shafts drivably connected to said gear train, two of said shafts being disposed with their axes lying in planes which intersect in the axis of rotation of said engine engaging member, a third crankingshaft in coaxial alignment with said engine engaging member, and means cooperating with one of said shafts for locking all three shafts against backward rotation in the event of a backfire of the engine being cranked.

13. In an improved engine starting mechanism comprising in combination, an engine engaging member, means including a gear train for actuating said engine engaging member, a plurality of cranking shafts drivably connected to said gear train, two of said shafts being disposed with their .axes lying in planes which intersect in the axis of rotation of said engine engaging member, a th'ird cranking shaft having itsl axis par- 30 allel to that of Vone of said rst named cranking shafts, and means cooperating with said shaft for locking all three shafts against backward rotation in the event of a backfire of the engine being cranked. i 35 14. In a uid motor, a piston, a cylindrical crankcase, a crankshaft leading from said crankcase to a part to be driven, a manually operable shaft extending through said crankcase, and comv mon means interposed between said crankshaft 4o' and manually operable shaft to connect both said shafts with said parttobe driven, said last named means being constituted by a pair of intermeshed gears, one secured tothe end of said manually operable shaft, and-the other integral with said Crankshaft.

15. Hand starting mechanism for internal com bustion engines comprising in combination ay housing, a clutch member mounted therein and'` adaptedlto be shifted into engagement with a .$0 member of the engine to be started, acranking shaftI mountedcoaxially of said clutch member, means drivably connecting said cranking shaft and clutch member, a magneto mounted on said housing, means drivably connecting said magneto and said cranking shaft, means mounted on said shaft to prevent rotation of said shaft inone direction, a second cranking shaft arranged substantially. at right angles to said first cranking shaft, and intermeshing gears carried by said 00.-

shafts.

i RAYMOND P. LANSING.

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