US1604055A - Starter for internal-combustion engines - Google Patents

Description

Oct 19 1926. 1,604,055 H. L. LEAS STARTER FOR INTERNAL COMBUSTION ENGINES Filed July 14, 1921 4 Sheets-Sheet 1 Oct. 19 1926. 1,604,055

H. L. LEAS STARTER FOR INTERNAL COMBUSTION ENGINES Filed July 14, 1921 4 Sheets-Sheet 2 mwm Oct. 19 1926.

1,604,055 H. L. LEAS STARTER FOR INTERNAL COMBUSTION ENGINES Filed July 14. 1921 I 4 Sheets-Sheet 5 H. L. LEAS STARTER FOR INTERNAL COMBUSTION "ENGINES ed July 14. 192] 47 4i Z0 44 4 @r r I,

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4 Sheets-Sheet 4 E H z as s 8526 S S as 3*; a

Patented Oct. 19, 1926.

UNITED STATES HAROLDL. LEAS, or WAUKON, IOWA.

STARTER FOR INTERNAL-COMBUSTION ENGINES.

Application filed July 14,

This invention relates to starting devices for internal combustion engines, and more particularly to starters operated by compressed air or other gas.

An object of the invention is to provide a starter consisting of suitable valve mechanism timed with the engine and adapted to deliver a charge of air to the engine cylinder on one stroke and a charge of air and fuel to said cylinder on another stroke. a

A further object of the invention is the provision of means for relieving the compression in the other cylinders until an explosion is obtained.

In the present construction, the feed valve of the starter mechanism is adapted to open on the power stroke of the engine cylinder and deliver a charge of compressed air to the cylinder and throw the piston over. On the inlet stroke, the air valve is again opened, and a second valve is opened, feeding a charge of fuel, in admixture withth air, to the engine cylinder.

The valves are operated by cams mounted on a cam shaft and geared to a part of the engine to properly time the opening and closing of the valve. When the engine is started, the valves may be thrown outof operation, and the engine functions in 1ts ordinary manner.

In the acompanying drawings, I have shown one embodiment of the invention. In this showing:

Figure l is a side elevation of an engine showing the invention applied,

Figure 2 is a front elevation,

Figure 3 is a side elevation of the starter valve mechanism detached,

Figure 4 is a plan view, p

Figure 5 is a transverse sectional view on line 55 of Figure 4,

Figure 6 is a horizontal sectional view on line 66 of Figure 5,

Figure 7 is a similar view on line 7-7 of Figure 5,

Figure 8 is a detail view of one of the shafts on which the valve rods are supported,

Figure 9 is a transverse sectional view on line 99 of Figure 8,

Figure 10 is a detail perspective view of the valve actuating lever, and,

Figure 11 is a detail view of a pair of the fuel valves. r

Referring to the drawings, the reference numeral 1 designates an internal combustlon 1921. Serial No. 484,751.

engine, having the usual intake manifold 2, connected to the carburetor 3 by an intake pipe l. A generator or magneto 5 is supported on the base of the engine, and connected to the main shaft by suitable gearing (not shown) to drive it when the engine is in operation. The generator is provided with a shaft 6 which, as shown, is extended rearwardly, the extension being supported in bearings 7. A gear Wheel 8 is mounted on the shaft 6 and this gear meshes with a gear 9, mounted on the main cam shaft 10 of the starter mechanism. The gear 9 is adapted to mesh with a gear 11 mounted on the shaft of a pump 12, the pump shaft being provided with suitable clutch mechanism 13, whereby it may be thrown in and out, as desired. A pressure tank 14 is connected to the pumpby means of a pipe 15, the tank being provided with a suitable gauge 16 to indicate the pressure therein. The tank is provided with an outlet pipe 17 in which a valve 18 may be arranged, if de sired.

Referring to Figures 3 to 7 of the drawings, the starter valve mechanism comprises a housing 19, having bearings 20 arranged adjacent each end to support the cam shaft 10. The air pipe 17 is provided with a plurality of branches 21 connected to the inlet side of the housing and entering a plurality of chambers 22 arranged therein. The flow of air through these chambers is controlled by an inlet valve 23, engaging a valve seat in the inner wall of the chamber, the valvebeing mounted on avalve stem 24 and pro-v vided with suitable springs 25 to normally retain it in closed position. The valves 23 control communication between the chambers 22 and passages 26. An shown, in Figure 6 of the drawings, a plurality of passages 26 are provided, the number corresponding with the number of cylinders to the engine. The passages 26 are separated from each other by walls 27. A pipe 28 enters each of these passages, the pipes being connected to the cylinders of the engine, as shown in Fi ure 1,

K plurality of by'passes 29 communicate with the passages 26, the by-passes being open to the atmosphere at their other ends.

Communication between the by-paeses and the passages is controlled by exhaust valves 30 arranged on suitable valve seats and provided with stems 31. Springs 32 are arranged on the valve stems to normally retain lit] inner endsl l of the rocker arms are ad toengage S'tlltflblfi earns 45 onthe earn shaft them'in closed position. As shown, the exhaustvalves are arranged on the opposite side of the housing from the inlet valves. Fuel valves 33 are arranged in suitable valve seats in the passages 26 on the opposite wall of the valve seats for the inlet valves 23. These valves are provided with stems 3a, projecting in the same direction asthe inlet valve stems and are normally retained in closed position by means of springs 35. Fuel valves are adapted to control communication between the passages 26 and fuel chambers 37. As shown, the fuel pipes si8 enter the fuel chambers 3'4. I V

The opening of the valves is controlled by means of ;.1;ocl :er a 11s which are mounted on shafts 40 arranged on eaclvsi de of the cam shaft. As shown, the rocke shafts are supported .in bearings jforineldj in ton. through ,its exhaust lst'rol re," and "at the 7 hegmemg .QIT-th .mltake tro e, th a ve valve 30 of this cylinder will be opened to 65 relieve-the compression in the cylinder and make it easier to drive the engine. The cylind'er on its compression stroke will be placed in communication with the atmosphere through pipe 28, passage 26, valve 80, and by-pass'29.'

The momentum obtained during the power stroke of the cylinder to which the air is admitted will be sinicient to carry the pis- Will again open and tlielif uelvalveI33 will alsomqpen, to permit, the chargeio t tuellconl n the fuel chamber 37 to passlinto nderwithzthe air. This highly atom- 80 ined, nixtur'e offlair and fuelwil'l normally .cause an explos on in theieng ne vcyl nder.

The lever l-8 is maintained in the dotted line the arms lof substantially lJ-sliaped lates p osition until the engin-e is 1' P .42, secured; to the side of the housing. Rel1 g coinpressloni n each i ferring tolligures '8 and. 9 of thediiaavings, the shafts are reduced in crosssectioinat the points wnere thebearing's are ex nged illustrated at QS and t-hese red 'tions' are arranged eccentric to thebo dy I ;1 s not obtained. througha single, operation er the s?"- does not f.

halits portion of the shaft. hen the rock are in operativeposition, shown in e lines in F gure ot-the drawings.

at proper intervals-to swing the rockerarms of the vehicle on which the engine ,is mounted.

In operation the pump 1-2.;is connected to the drive .mechanism ,throughcl-utch 18 at suitable intervals when the engine is runningtoinaintain properpressune in the tank 14;. The cam shaft isdriven at all times when the engine is running and the roclrer shafts are normally arranged in thjez full line position whereby the :rockenarms will not engage the cams 45. When the engine is to be started, the leversA Z and l8 are moved to the dotted line positionshown in Figure 5 of the drawings to movetheshafts 6 0 to the dotted line position shown ;in

Figures 8 and 9, and position the rocker arms in engagement with: thecan s 45. {The "camshaft is provided with cams adapted to.

open. the inlet valve 23 of the starter mech-' anism of the cylinder that is about to-start its poweimstroke. When the valve -23 is opened, air fiowsthroughthepipes ,1? and 2l to the chamber 22, thence to the passage 26" and to the cylinderby means of. i gg 011evof:th. 1. ylin rs W i he= 1 i sa ple sionstrolre .-a ;thi time,;-and-1tlte 1 nine ,filncticnsjin its .i1orinal man an the f fyili -.supp'ly of air to t stroke.

tee-

the starting operation. :As soon as the'explosion occurs in oneof the cylin'd .tl e ler er is returned to tlie full line position he valves 30 maintained in closed posion. It the. engineis cold and anergplosign tine mechanism, or ilithe engine continue running after i i "he filirst plosion is obtained thele'ver t? ismaintaine din operative positionuntil the engine is properly started; The leveris then nioved to .the full line} position, closing a1llj. fof the has of the starting inecl anism,and .r lhe ltis to gbe understood}.'tlmtthe lolni'of my invention herewith sl' ivn and descr bed is toabegtalrenasaprelfer QLl GXQIlIPlQQ the same, and that various changes in theflshape,

size, and ,arran geinent of may be resorted togw thout departingztroni thespirit of the invention or the scopeiotthe .b joined claim.

Having thus described .my in claim: r

A starte r toninternal C611 Q'L comprising asource nections between said new ,to l he cylinders ut'let communicating with each ot said connecranged in said .tions, an exhaust valve a ranged in said outlet, a fuel valve arranged in ea ch oi said connect ons, and control means for lid 'VQdVGSLtOj deliver air gto the cylinder dul ng one stroke, a mixture of airandtuelit e cylinder. dur ng rallotller stroke andjto open said exhaust valve turmsr t em. fis i In testimony wliereofl afiig 12:3

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