US1077841A - Engine-starter. - Google Patents

Description

J. .D. KNBEDLER.

ENGINE STARTER. I APPLICATION FILED sEPT n, 1912.

F O 7 Patented Nov. 4, 1913.

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JOHN BEAM KNEEDLER, OF SIOUX CITY, IOVIA, ASSIGNOR OF ONE-THIRD TO lBUEL COUCH AND ONE-THIRD TO N. T. HANSON, OF SIOUX CITY, IOWA.

ENGINE-STARTER;

Specification of Letters Patent.

Patented Nov. 4, 1913.

Application filed September 17, 1912. Serial No; 720,884.

To a]? whom it may concern:

Be it known that 1, JOHN DEAM KNEE- I DLER, a citizen. of the United States, resid- 1 gine-Starters; and I do Thisinvention relates to engine starters,

and it relates more particularly to an improved mechanism for utilizing compressed air for starting internal combustion engines. An object of the invention is to provide an improved mechanism of this character 7 which may be easily attached to most any automobile of ordinary construction.

Another object of the invention is to provide a transmission gear member which may be quickly and easily attached to fly wheels of different sizes, in such relation that it will probably mesh with the teeth of the other gear elements of the engine starter.

Another object of the invention is to provide an improved form of longitudinally shiftable power transmission shaft in combination with the other elements of' mechanism.

Other objects and advantages -niay be recited hereinafter and in the claims.

Engine starters of a similar nature and comprising cer ain; elements of this invention, have been previously described and claimed by me, in applications #692,085 and 680,708, filed April 20, 1912 and Feb. 29, 1912 respectively.

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In the accompanying drawings which form a part of this application, Figure 1 is a fragmental plan'view of certain portions of'an automobile hai ing my improved eng'ine starter attached thereto, and Fig.2 is a vertical sectional View on the axial plane of the longitudinally shiftable shaft. I Referring to these drawings by reference characters, which correspond with similar parts throughout the several views, the main drive shaft of an automobile is designated by the numeral 5, the fly wheel thereof being designated 6; 7 designating the dash board which is apertured at 8 for the recepnon bf 'a bearing 9, said bearing" being formedinte rally with a hollow cylindrical keepermemlier 10, longitudinally slotted at 11, and laterally slotted or recessed at 12, the peripherall y and laterally extending flange 13 being formed at the junction of the elements 9 and 10. A shaft 14 is r0- tatably mounted in the bearing 9, being also longitudinally movable therein. Said shaft is provided with an annular groove 15, at one end, its other end being mounted in a bearing 16. The niedial portion of the shaft is reduced at 17 so as to form shoulders 18 and 19 at the ends of the reduced portion.

This reduced portion is mounted in a hearing 20, a screw 21 being secured within the bearing 20 and extending into the recess be tween the shoulders 18 and 19, for the purpose of contacting with these shoulders and thereby limiting the longitudinal movement of the shaft 14, while allowing it to rotate freely. A shiftable head 22 fits snugly within the cylinder 10 and carries a stud or detent 23 which is adapted to alternately enter the lateral slots 12 and 12'. The head 22 is also provided with astud 2 1 which extends intoa central cylindrical aperture'25 of the head; andinto this aperture 25 extends the peripherally grooved end of, the shaft' 14, while the stud 24 extends into the peripheral groove 15. A handle or knob 26 is formed on the head 22, and by means of this handle the head may be partially rotated within the cylinder 10, while the shaft 14 may freely rotate within the head 22.

A wind motor, comprising a casing 27, blades 28 and a hub sleeve 29, is secured on the dash board 7, while the shaft 14 extends through the "sleeve 29, said sleeve having a longitudinal groove 30 into which extendsa stud 31, the latter being fixed to the shaft 14. It will be seen, therefore, that the shaft 14 may be moved longitudinally through the sleeve 29, while said sleeve is held against relative rotation with the shaft 14, by means of the stud 31, and as the blades 28 are se cured on the sleeve 29, revolving movement of the bladeswill impart motion to the leeve 29 and shaft 14:.

A gear member, comprising a spur gear 32 and a beveled gear 33, is secured on the i tion). The pump 39 communicates with a through the medium compressed air tank 40, through the medium of a pipe 41, a check valve t2 being provided for preventing the return of air from the compressed. air tank 40 into the pump. A pipe' 43 communicate with the air motor, of a valve member l4. Air from the compressed air tank passes from the inlet pipe 43 into the air motor, strikes the paddles or blades 28 and causes them to revolve, and then passes out through the exhaust pipe or outlet port 45, thereby rotating the shaft 14 and the gear wheels 32 and 33.

Having secured the elements described in proper relation on the automobile. I next secure the gear member 46 6, and adjust the member 46 with proper relation to the gear member v 32,---33, either by shifting the position of the wheel 6 upon the shaft 5 or by reversing or otherwise changing the position of the member 46 on the fly wheel. I adjust the member 46 in concentric relation to the shaft 5 by means of the screws 4-7; apertured and internally threaded lugs 48 being formed on one side of the gear member 46.-for receiving the screws 47. While I have described and shown this means of securing the gear mem- -,ning,

her 46 to the fly wheel; I do not invention to this specific means. i The operation of the device is as follows: In the position shown, the engine (not shown} which actuates the shaft- 5, may be i'unning in the usual way independently of the starter mechanism or it may be standing idle. Now. assuming'that the engine is'runand it is desired to pum air into the tank 40, the operator grasps t e handle 26, turns it in contra-clockwise direction, so as to bring the stud 23 out of the right hand slot- 12, into the longitudinal slot 11, and so that the head 22 and shaft-14 may be moved longitudinally until the stud 23 comes into registrywith the lefthand slot 12: whereupon said stud maybe turned into said slot 12, for retaining the shaft 14 and gear member in proper relation with the gear members 46 and 3-5, the gear member 32 being then in mesh with the gear member 46. while the gear member 33 is in mesh with the gear member 35. While in this position, the gear member 32-33 constitutes an intermediary gear connection between the limit my gear members 46 and 35, so that as the flv' wheel 6 is driven by the engine, the toothed gearmembers 46, 32-33 and 35 will be rotated, so as to actuate the pitman 36 and piston rod 38, of the pump 39, for forcing compressed air into the tank or reservoir 40.

The engine may be thus employed whilethe automobile is going down grade or when the automobile is not being propelled by the engine. Having thus compressed air in the reservoir &0, the shaft 14 may then hecshiftshaft 5, so as to tion shown,

ed into the position shown. During the pumping operation, the valve being closed, the motor blades 28 will run idly in the casing 27. Now assuming that the engine has been stopped, and it is desired to start it again, the handle 26 is grasped by the operator who turns the same until the stud 23 has been disengaged from the righthand slot 12, and moves said stud into engagementwith a middle slot 12, thereby moving and securing the gear wheel 32 in mesh with the gear member 46. In this position, the The valve44 is now opened by the operator, so that'compressed air from the reservoir 40 rushes through the pipe 43 and valve il-l into on the iiy wheel 2 contact with the blades 28. so to rotate the shaft H and gear wheel 32, and thereby rotate the gear member 46, fly wheel 6 and start the engine. As soon as the engine is started, the valve l-i isclosed, whereupon, the gear member 32-33 may either be moved into the inoperative posiorj into mesh with the gear wheel 35.

It will be seen that this mechanism constitutes a practical braking device whereby the speed of the automobile while going down hill may be limited to a very considerable extent; thereby eliminating the necessity for using a friction brake, under ordinary conditions.

It will be seen that I have provided a mechanism of this character which is fully capable of attaining the foregoing objects, and in a thoroughly practical and eflicient manner.

I do not limit my invention to the exact; details of construction, combination and arrangement of parts, as herewith illustrated and described, but my invention may only be limited by a reasonable interpretation of the claims. i

I claim:

1. In an engine starter, the combination with a fly wheel of an engine, of a toothed gear member fitted onto the periphery of the fly wheel, a pump. a gear member havin axis stationary with respect tothat of the fly wheel, a pitman operatively connecting the pump with said gear wheel, a reservoir, a pipe communicating with the pump and the reservoir, an air motor, means for establishing and interrupting communication between the reservoir and the air motor for actuating the air motor at will, and an intermediary gear member having means associatedtherewith for shifting it into mesh with the toothed ring and with the said first gear member or alternately with the toothed ring independently of the said first gear member.

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2. In an engine starter, the combination i with a fly wheel of an engine, of a toothed gear member carried by the fly wheel, an

air pump agear wheel operatively eonneeted with the pump for actuating the latter, a compressed air reservoir communicating with the pump and adapted to receive air therei'rmn an air motor, means for establishing and interrupting communication between the air reservoir and air motor for actuating the motor at will. a longi-tndi nally movable shaft operatively connected with the air motor and adapted to be rotated thereby, an intermediary gear member carried by the shaft and adapted to be thrown into and out of mesh with the toothed gear wheel, said shaft having an end rotatably mounted within an apertured shitterhead, means carried by the shifter head and shaft for retaining them against relative axial movement, a hollow cylindrieel member in which the shifter head is roslots, and a handle on the shifter head for moving it relative to the cylindrical sleeve and thereby shifting the stud from one to another of the lateral slots, for ad usting the position of the gear member on the shaft with relation to the gear member on the fly wheel.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JQHN DEAM KNEEDLER.

Witnesses:

B. I. STEWART, K. SLOTSKY.

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