System for starting an internal combustion engine

Abstract: A power tool having an engine, a throttle control cable, and an electric starter assembly with a user actuated start switch. The start switch has an over-travel actuator section for moving the throttle control cable an over-travel distance. The throttle control cable is connected to the throttle of the engine by an over-travel actuation member. The over-travel actuation member is adapted to move the throttle and, when the control cable is moved the over-travel distance, actuate a compression release system of the engine.

Description: The present invention relates to a system for starting an internal combustion engine, with the features cited in the preamble of claim 1. A system of this type is disclosed in JP-A-61081528. It teaches to provide a recoil type starter for an outboard engine of a boat. The starter is provided with a throttle opener device which opens a throttle valve of a curburator. A lock device operates as soon as a reel winding value of the start rope is sensed and locks the throttle valve. If the reel winding value is less than a specified value, a sensitive lever makes an engaging claw of a lock arm engage a contact piece of an interlocking arm and locks the throttle valve to the starting opening. Another prior art power tool that uses an electric starter with a start button near a throttle lever is the Tanaka AST-5000 brush cutter. US patent 4,204,384 discloses a compression release system. It describes an outlet port in an engine block with a closure member controlled by a cable and an on-off switch. US patent 2,742,380 discloses a starting system for a two-cycle gas engine with a wall for relieving compression. US patent 4,619,228 discloses an automatic compression release with a diaphragm controlled by crankcase pressure. Other relevant US patents include 3,538, 899; 3,782,354; and 4,217,796. It is the object of the present invention to provide an improved system for starting an internal combustion engine having an easy structure and allowing simplified but effective start of the engine. This object is attained by a system for starting an internal combustion engine with the features cited in claim 1. Advantageous features and embodiments are cited in the dependent claims. The foregoing aspects and other features of the invention are explained in the following description taken in connection with the accompanying drawings, wherein: Fig. 1 is a perspective view of a string trimmer incorporating features of the present invention; Fig. 2 is a perspective cut-away view of the user control section of the string trimmer shown in Fig. 1; Fig. 3 is a schematic diagram of the power head of the string trimmer shown in Fig. 1; Fig. 3A is a schematic top view of a portion of the power head of the string trimmer shown in Fig. 1 showing a portion of a compression release system at a closed position and an actuator member attached to a throttle at the carburetor; Fig. 3B is a schematic top view of the actuator member shown in Fig. 3A at a fully open throttle position; Fig. 3C is a schematic top view of the actuator member shown in Fig. 3B at an over-travelled position and actuating the compression release system to an open position; Fig. 3D is a schematic top view of the actuator member shown in Fig. 3B at a throttle fully closed position; Fig. 4A is a schematic cut-away elevational side view of the components in the user control section shown in Fig. 2 at a first home position; Fig. 4B is an elevation cut-away side view of the components as in Fig. 4A shown at a start position; Fig. 4C is an elevation cut-away side view of the components as shown in Fig. 4A shown in an engine kill position; Fig. 5A is a schematic side view of a portion of the throttle lever and a portion of the start switch shown at a home position; Fig. 5B is a schematic side view of the portions shown in Fig. 5A at a second start position; Fig. 6A is a cut-away plan top view of the components of the user control section in the home position shown in Fig. 4A; and Fig. 6B is a cut-away plan top view of the components shown in Fig. 6A at the engine kill position shown in Fig. 4C. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to Fig. 1, there is shown a perspective view of a power tool 10 incorporation features of the present invention. Although the present invention will be described with reference to the single embodiment shown in the drawings, it should be understood that features of the present invention can be embodied in many different forms of alternate embodiments. In addition, any suitable size, shape or type of materials or elements could be used. The power tool 10, in the embodiment shown, is a string trimmer for cutting vegetation. However, in alternate embodiments, features of the present invention could be incorporated into other types of power tools including hedge trimmers, lawn mowers, leaf blowers, or any other type of power tool. The string trimmer 10 generally comprises a power head 12, a user control section 14, a front handle 16, a shaft 18 and a cutting head 20. The front handle 16, shaft 18 and cutting head 20 are well known in the art and, therefore, will not be described further. The control section 14, in the embodiment shown, includes a start switch 22, a throttle actuator or lever 24 and an engine kill button 26. Referring also to Fig. 2, a cut-away perspective view of the components inside the housing 28 of the control section 14 is shown. The control section 14 is mounted on the shaft 18. However, in alternate embodiments, the control section could be located elsewhere or, components of the control section could be located in separate locations. The components at the control section 14 comprise portions of a starter assembly and a throttle control system. Referring also to Fig. 3, which is a schematic diagram of some of the general components of the power head 12, the starter assembly and throttle control system will be described. The power head 12 generally comprises a motor or internal combustion engine 30, a carburetor 32, a fuel tank 34, and an electric starter 36. Referring also to Figs. 4A and 6A, the starter assembly generally comprises the start switch or lever 22, a pair of electrical contacts 40, 41, the electric starter 36 at the power head 12, and electric wire 42 extending between the starter 36 at the power head 12 and the contacts 40, 41 at the control section 14. The electric starter 36 includes an electric motor 35, a removable battery pack 37, and a belt drive transmission 39. Any suitable type of electric motor, batteries or transmission could be used. The start switch 22 (see Fig. 2) includes an electrical contact 38 for making electrical contact between the two contacts 40, 41. The contacts 40, 41 are fixedly mounted to a portion of the housing 28. The start switch 22 has a main body 44 with a first section 46 pivotably mounted to a portion of the housing 28, a second electrical contact section 48 with the contact 38 thereat, and a third section 50 having a finger contact section 52 mounted thereon. The finger contact section 52 is adapted to be contacted by a user to actuate the switch 22. Integrally formed with the main body 44 is a laterally extending cam-type lifter or over-travel actuator section 54. The first section 46 includes an interlock section 56. The third section 50 extends through a slot 49 in the housing 28 (see Fig. 1) with the finger contact section 52 located outside the housing 28. The slot 49 allows the switch 22 to be pivoted forward and backward relative to the housing 28. The first section 46 has two laterally extending pivot posts 58, 59 that are pivotably mounted at areas 60, 61 of the housing 28 (see Figs. 4A and 6A). A spring (not shown) normally biases the switch 22 in the rearward position shown in Fig. 2. The main body 44 is preferably comprised of dielectric material, such as a molded polymer or plastic material. In alternate embodiments any suitable type of starter switch could be used. When the starter switch 22 is in its rearward non-start position, with the contact 38 spaced from the contacts 40, 41, the starter 36 is inactive. When a user pushes the finger contact section 52 forward, causing the switch 22 to pivot forward to the position shown in Fig. 4B, the contact 38 makes electrical contact with the contacts 40, 41 to act as a bridge between the two contacts 40, 41 to complete an electrical circuit. The starter 36 is thereby activated to cause the engine 30 start. The starter assembly has an interlock arrangement on the starter switch 22 to prevent the switch from being actuated unless the throttle trigger 24 is fully actuated by a user. This prevents accidental actuation of the starter assembly and, assists in a compression release as further understood from the description below. The throttle control system generally comprises a throttle control cable 62, the throttle lever 24, and the kill button 26. In the embodiment shown, the throttle actuator 24 is provided in the form of a finger actuated trigger. However, any suitable type of throttle actuator or cable mover could be provided. Any suitable type of control link, other than cable 62, could also be used. The cable 62 is generally well known in the art with an inner wire 64 and an outer sheath (not shown). As shown in Fig. 2, a first end 66 of the wire 64 is connected to a first section 68 of the throttle lever 24. As shown in Fig. 3A, an opposite second end 70 of the wire 64 is connected to a member 72 at the carburetor 32. The member 72 is fixedly connected to a shaft 74 of the throttle valve 33 such that when the member 72 is moved, the throttle valve 33 is moved. The throttle lever 24 also includes a second section 76 and a third shaft section 78. The second section 76 extends out a slot in the housing 28 and is adapted to be actuated by a user's finger. The shaft section 78 is pivotably mounted to the housing 28 at pivot mounts 80, 81 (see Fig. 6A) and includes an interlock section 82 at one end and a projection 84 at its front. The engine kill button 26 is slidably mounted to the housing in direction A shown in Fig. 2 and axially rotatably mounted on the housing. The button 26 has a finger contact end 86, a rear ledge 88 with a slot 90, and a front ledge 92. The finger contact end 86 extends out a hole in the housing 28 (see Fig. 1). The slot 90 is suitably sized and shaped to receive the front projection 84 of the throttle lever 24 therein when the button 26 is located at a throttle kill position (see Figs. 4C and 6B). At a non-kill position (see Figs. 2, 4A and 6A) the button 26 is suitably positioned relative to the throttle lever 24, and the rear ledge 88 is suitably sized and shaped, to restrain the projection 84 thereunder. Referring also to Fig. 4A, the throttle control system also includes an idle set screw 94. The screw 94 is adjustably connected to the housing 28 and contacts the bottom of the front ledge 92. In alternate embodiments, other suitably types or shapes of throttle actuators and/or throttle kill buttons or mechanisms could be provided. A different type of an idle speed adjuster, other than screw 94, could also be provided. Referring to Figs. 2, 3A, 4A, 5A and 6A the components of the control section 14 are shown at a home or throttle idle position. In this home position, the start switch 22 is biased by its spring (not shown) in its rearward position. As shown in Figs. 2 and 5A, the interlock section 56 of the switch 22 is blocked from forward rotation by the interlock section 82 of the throttle lever 24. The interlock sections 56, 82 prevent the switch 22 from being rotated forward until the throttle lever 24 is moved, as further described below. The switch contact 38 is spaced from the contacts 40, 41. The throttle lever 24 is held at the position shown by two features. First, the throttle 33 at the carburetor 32 is biased by a spring (not shown), in a conventional manner, towards a fully closed position. Because the wire 64 is connected by the member 72 to the throttle valve shaft 74 (see Fig. 3A), the wire 64 is pulled or biased by the throttle spring in direction B to pull on the first section 68 of the throttle lever 24 in direction B shown in Fig. 2. Thus, the biasing action of the wire 64 on the lever 24 in direction B is the first feature that helps keep the lever 24 at its home position. The front projection 84 of the throttle lever 24 is biased against the bottom of the rear ledge 88 of the kill button 26. Because the kill button 26 is rotatably mounted to the housing, the front ledge 92 of the kill button 26 is thus biased against the idle set screw 94. Hence, the second feature that holds the throttle lever 24 in the home position is the idle set screw 94 by means of the kill button 26 and the projection 84. In this home position, the wire 64, throttle lever 24, kill button 26 and set screw 94 keep the spring biased throttle valve 33 at the carburetor 32 partially open idle position. A user can depress or move the second section 76 of the throttle lever 24 in direction C shown in Fig. 2 to move the wire 64 forward in direction D. This opens the carburetor throttle valve further to increase the speed of the engine 30. Fig. 3B shows the position of the member 72 when the throttle lever 24 has been fully depressed. The member 72 moves the throttle valve shaft 74 to its fully open position. When the user releases the throttle lever 24, the spring (not shown) at the carburetor 32 pulls the wire 64 back to its home position. This, in turn, returns the throttle lever 24 back to its home position. With the arrangement described above, the user can adjust the idle set screw 94 to set the idle speed of the engine 30. The idle set screw 94 forms a stop limit to the axial rotation of the engine kill button 26. By adjusting the idle set screw either up or down in direction E, shown in Fig. 4A, the stop limit to the axial rotation of the button 26 can be adjusted. By adjusting the axial rotation limit for the button 26, the axial rotation limit of the lever 24, at least in one direction, is adjusted. This is because of the interaction between the projection 84 and rear ledge 88. This, in turn, adjusts the position of the wire 64 at the home or idle position to set the member 72 and throttle valve shaft 74. This sets the position of the throttle valve 33 at the carburetor 32 to a desired partially open position to run the engine 30 at idle speed. In order to stop or kill the engine 30, a user merely depresses the engine kill button 26 in direction A. Referring to Figs. 4C and 6B, as the button 26 axially slides in direction A, the spring 96 is compressed and the slot 90 in the rear ledge 88 comes into registry with projection 84 of the throttle lever 24. As noted above, because the throttle valve at the carburetor 32 is partially open when the throttle control system is at its home position, the wire 64 pulls in direction B. Because of the registry between slot 90 and projection 84, the wire 64 is able to move in direction B past its home or idle position. The projection 84 moves into slot 90 with the throttle lever 24 rotating backwards in direction F to a fully closed throttle position. With the throttle lever 24 and wire 64 in their fully closed throttle position, the throttle valve spring at the carburetor is able to fully close the throttle valve. Fig. 3D shows the position of the member 72 and shaft 74 when the throttle valve spring is able to pull the wire 64 past its idle position. With the throttle valve fully closed, engine 30 is choked, due to a lack of a proper air/fuel mixture to thereby stop the engine. When it is desired to start the engine 30 again, the user moves the throttle lever 24 upward in direction C. This, in turn, moves the wire 64 in direction D to move the throttle valve 33 back to its partially open idle position. As the top of the projection 84 rotates under the bottom of the rear ledge 88 of the kill button 26, the spring 96 axially slides the kill button 26 back to its home position shown in Figs. 2 and 6A. The projection 84 is thus located under the rear ledge 88 again and, once again prevents the throttle control system from moving to an engine kill position unless the kill button is depressed by a user. In alternate embodiments, other types of means for stopping the engine 30 could be used including an electronic kill system. The components of the throttle control system could also be modified by a person skilled in the art. The kill button 26 functions as a throttle lever control member to control, at least partially, the position of the throttle lever 24. The button 26 has its first position (Fig. 6A) relative to the throttle lever 24 for adjustably stopping movement at an idle position and, a second throttle lever release position (Fig. 6B) for allowing the throttle lever 24 to move past the idle position to the engine stop position. In order to use the starter assembly to start the engine 30, a user must first fully depress the throttle lever 24. In an alternate embodiment, the throttle lever 24 need not be fully depressed in order to start the engine. As seen in Figs. 5A and 5B, fully actuating or depressing the lever 24 rotates the shaft section 78 of the lever 24 in direction C to move the interlock section 82 out of the path of the interlock section 56 of the start switch 22. A user can now push the finger contact section 52 of the start switch 22 forward. The switch 22 rotates in direction C with the interlock section 56 passing by the interlock section 82. With the throttle lever 24 fully depressed, the member 70 (see Fig. 3B) at the carburetor is moved to a wide open throttle position adjacent the plunger 100, but not opening the compression release system 98. As the switch 22 is rotated forward to the start position shown in Fig. 4B, the contact 38 on the switch 22 contacts the two contacts 40, 41 to complete an electrical circuit from the batteries 37 to the electrical motor 35. With electrical power now being supplied to the electric motor 35 from the batteries 37, the starter is activated to drive the engine 30 via the belt transmission 39. Unless the throttle actuator 24 is located at its fully actuated position, engagement of the interlock sections 56, 82 with each other prevent the start switch from being moved forward. When the engine 30 starts, the user releases the start switch 22. The start switch spring (not shown) biases the start switch back to its home position shown in Fig. 4A. With the contact 38 removed from the contacts 40, 41, the electrical circuit from the batteries 37 to the motor 35 is broken. The electric starter 36 is thus deenergized. In order to conserve battery power of the starter assembly, the present invention automatically uses the compression release system 98 during starting of the engine 30 to make it easier for the starter 36 to drive the engine 30. Referring now to Figs. 3A-3C, the engine 30 generally comprises the compression release system 98. The compression release system 98 includes the plunger 100 movably mounted to a cylinder 102 of the engine 30. The plunger 100 is biased by a coil spring 104 in the closed position shown in Fig. 3A. The cylinder 102 has a compression release hole 106 that extends into the combustion chamber 108 of the cylinder 102. The plunger 100, in the closed position shown in Fig. 3A, substantially blocks the hole 106. However, as shown in Fig. 3C, the plunger 100 can be depressed or moved, by compressing the spring 104, to open a path through the hole 106 from the combustion chamber 108 to the atmosphere. The attributes of compression release systems are well known in the art as seen in U.S. Patent 4,204,384; 2,742,380 and 4,619,228. In alternate embodiments, other types of compression release systems could be used in addition to or as an alternative to the system 98 or, no compression release system need be provided. Because the electric motor 35 of the starter 36 encounters less physidal resistance to driving the engine 30 with the compression release system open or actuated, the electric motor 35 uses less power from the batter pack 37. The battery pack 37 can thus be smaller, lighter, last longer between charges, and have a longer work-life than a power tool that did not have the compression release system. In order to accomplish automatic compression release during starting, the start switch 22 uses its over-travel actuator section 54 to contact and move the wire 64 an over-travel distance or extension. As seen in Fig. 4B, the actuator section 54 moves the wire 64 when the switch 22 is pushed forward. As noted above, the throttle lever 24 needs to be fully depressed before the switch 22 can be moved forward to a start position. Because the member 70 is already adjacent the plunger 100, as seen in Fig. 3B, when the actuator section 54 contacts and moves the wire 64, the wire 64 moves the member 70 an over-travel rotation of about 20°. This over-travel rotation is sufficient to cause the member 70 to actuate the compression release system 98 by pushing the plunger 100 inward to an open position as seen in Fig. 3C. Thus, the member 70 functions as a cam member or over-travel actuation member for the compression release system 98. The compression release system 98 is automatically actuated when the start switch 22 is moved to its start position. After the engine 30 starts, the user releases the start switch 22. The start switch spring (not shown) moves the start switch back to its home position. The actuator section 54, thus, disengages from the wire 64 thereby ending over-travel extension of the wire 64. With the over-travel extension complete, the compression release system 98 returns to its normally closed position shown in Fig. 3A. The compression release is temporary. It is only actuated during starting of the engine 30. The rotation of the throttle valve shaft 74 past its fully open or wide open position shown in Fig. 3B to its over-travel position shown in Fig. 3C does not significantly impede or diminish the fully open effect of the throttle. The features described above could be modified. The over-travel provided with the control cable 62 could be used to alternatively or additionally actuate other devices or elements. In normal non-starting operation, the cable actuator trigger or throttle lever 24 is adapted to rotate through a fixed angular displacement between the idle position and its fully actuated position. This motion is translated- to the actuator cable 62 and then to the actuator member 70 on the carburetor 32. The actuator member 70 rotates the throttle valve between idle and wide open throttle positions. Thus, the single control cable 62 performs a first function by controlling the operational position of the throttle. By use of the cam-type lifter or over-travel actuator section 54 on the start switch 22, the single control cable 62 also performs a second function when it is moved an over-travel distance past the wide open throttle position; namely, actuation of the compression release system. The single control cable 62 also performs a third function by functioning as a link for controlling the idle speed setting of the throttle valve. In addition, the single control cable 64 also performs a fourth function as a link in stopping the engine by allowing the throttle valve to move to a fully closed position. Thus, the single control cable assists in controlling four features of the power tool. This can make the power tool less expensive to manufacture, assemble, and repair. Accordingly, the present invention is intended to embrace all such alternatives, modifications and variances which fall within the scope of the appended claims.

Claims: A system for starting an internal combustion engine (30), having a starter assembly (36), a user control section (14), a throttle control connected to the engine (30), and means for moving at least a portion of the throttle control during engine start characterised in that the starter assembly has an electric motor (35), the control section has a start switch (22), and the system further comprises an over-travel actuator (54) for moving at least a portion of the throttle control when said start switch (22) is moved towards a start position. A system according to claim 1, characterised in that the throttle control includes a control cable (62) that comprises the portion that is moved by the control section (14). A system according to claim 2, characterised in that the over-travel actuator (54) laterally extends from the start switch (22) for moving the control cable (62) when the switch (22) is moved. A system according to one of the claims 1 to 3, characterised in that the over-travel actuator (54) is arranged on the switch (22). A system according one of the claims 1 to 4, characterised in that the over-travel actuator (54) is integrally formed with the switch (22). A system according to one of the claims 1 to 5, characterised in that the start switch (22) comprises a first section (46) movably mounted to a housing (28), a second electrical contact section (48), and a third section (50) adapted to be contacted by user to actuate the switch (22). A system according to one of the claims 1 to 6, characterised in that it further comprises a compression release system (98) suitably positioned relative to the throttle control to be actuated by the throttle control. A system according to claim 7, characterised in that the compression release system includes a spring biased plunger (100) for opening an aperture to a cylinder (102) of the engine (30) and a member (72) connected to a throttle of the engine (35), said member (72) being moved by the control cable (62) to control the throttle and the compression release system (98). A power tool (10) having the system according to one of the claims 1 to 8.

Inventors: ISAACS CLAUDIA, REISS JAN J, SCHORR KEITH M, ISAACS, CLAUDIA, REISS, JAN. J., SCHORR, KEITH M.
Applicants: DEERE & CO, DEERE & COMPANY
Application year: 1995
Main classification: F02N11
IPC codes: F02B63, A01D34, F02N17, F02N11, F02D11, F02B75