US2143103A - Electric starting device - Google Patents

Description

' Jan. 10; 1939.

ELECTRIC STARTING DEVICE Filed March 16, 1933 INVENTOR. Beitrum 77 Cox ATTORNEYS.

Patented Jan. 10, 1939 UNITED STATES PATENT OFFICE Application March 16,

14 Claims.

This invention relates to automatic starting mechanism for automobile engines and more particularly to a means for automatically operating the electric starting mechanisms of internal combustion engines.

An object of this invention is to provide a control means for a starting mechanism whereby on closing the ignition switch the starting motor begins to operate, and further means are provided with said control means for rendering the starting mechanism inoperative after the engine starts and until it again stops, thus insuring automatic restarting of the engine in the event it is stalled in trafiic.

Another object of this invention is to provide an automatic control means for the starting mechanism whereby once the ignition switch is closed no operations are required on the part of the driver to start the engine.

Another object of this invention is to provide control means for the starting mechanism to con tinue the starting operation of the engine during that interval of time the starting mechanism is turning over the engine prior to its igniting.

Another object of the invention is to provide a pressure-sensitive control means for the starting mechanism which renders the starting mechanism inoperative upon an increase or decrease of pressure in the intake manifold of the engine, thereby not only preventing the engagement of the starting mechanism with the engine during its operation but also in the event the engine backfires during its operation.

Another object of the invention is to provide in a pressure-sensitive control means for the starting motor measured air inlets which regulate the interval of time between the stopping of the engine and the automatic restarting.

Another object of this invention is to provide a combination ignition and starting switch which permits the driver to render the starting mechanism inoperative without afiecting the ignition circuit.

These and other objects I attain by the construction shown in the accompanying drawing, wherein for the purpose of illustration is shown a preferred embodiment of my invention and wherein:

The figure is a view partially sectional and partially diagrammatic illustrating automatic starting mechanism constructed in accordance with my invention.

Referring now more particularly to the drawing, the numeral I0 generally designates the 55 usual starting motor and I2 the Bendix shaft and 1933, Serial No. 660,993

M the gear which, by rotation of this shaft, is engaged with the fly wheel gear l6 of the engine to rotate the same. This gear on the Bendix shaft, as well known in the art, reciprocates to the right or the left along theshaft 52 depending on whether the shaft is rotating faster or slower than the gear. The electric circuit for supplying current to operate the starting motor is connected to the battery B and extends by a lead I8 to the interior of ahousing 20 in which is disposed arelay 22. Thearmature 24 of the relay supports by theinsulation 26 theconductor 28 which is joined at theend 30 to thelead 18, both of which are insulatedly supported from thehousing 20. The other end of the conductor is adapted to make contact with thecontact member 32. Alead 34 supplies current to the motor In when contact is made betweenconductor 28 andmember 32. The other terminal of the battery B is grounded and in order to complete the motor circuit the motor is grounded at 38.

Thenumeral 38 generally designates the ignition switch which is shown with twocontacts 40 and 42. -On moving theswitch 38 across these contacts, the battery is first connected to the ignition circuit throughcontact 40 and later to the relay circuit through thecontact 42. The relay circuit comprises thelead wire 44 and coil 46 andlead wire 48 which divides as at 50 into twobranch circuits 52 and 54. The branch circuits lead to switch members generally designated as 56 and 58 and are grounded. Current flows through the relay circuit when the ignition switch and either one of the switches or 58 is closed, andcore 60 within the coil 46 aids in attracting the armature to close the motor circuit.

Theswitch member 56 is situated adjacent the Bendix shaft l2 and it comprises ametallic strip 62 bent around and through apin 84. One end of the metallic strip has a resilient connection with the motor housing while the other end of thestrip 62 is normally kept by the resilient connection out of engagement with thelead wire 52. Alever 66 on thepin 64 is engaged by a flange 58 on thegear wheel 14 as the latter reciprocates along theshaft 12 to engage with theflywheel 16. Movement of the lever by the flange to the dotted position contacts thestrip 62 with thelead wire 52 as is shown in dotted lines and the relay circuit is thereby grounded. Normally, however, this branch is kept opened by the resiliency of themetallic strip 62.

The switch member generally designated as 58 is composed of an housing in which is disposed a pair ofdiaphragms 12 and I3 peripherally sealed by the housing, Thebranch circuit 54 has acontact member 14 extending through an insulated portion of the wall of the housing. Contactbuttons 16 and 18 on the diaphragms are normally forced by a conducting spring 89 into contact respectively with thecontact member 14 and thehousing 10. The relay circuit is therefore normally grounded through switch member 58.

The interior of the housing on the side opposite to the contact member 1 3 is open throughconduit 82 to a suction device (not shown) such as the intake manifold of the engine or a suction fuel pump. An inlet into the chamber between the diaphragm is made through the by-pass 9 permitting the suction in the intake manifold to draw thediaphragm 12 from the contact it against the pressure of the spring 80. The by-pass has a metering device generally designated as SI for varying'the flow of air between the diaphragm chamber and the chamber leading to theconduit 82. Either in place of or together with the by pass 19 there can be used a measuredinlet 83 leading through the button l8. The diaphragm i3 is so placed in the housing that if pressure is suddenly built up. in theconduit 82 it will be forced away from contact with the Wall of the housing against thespring 86 It is therefore seen that if pressure or vacuum exists inconduit 82 the switch member 58 is open andbranch conduit 54 is not grounded. 7

Anaperture 84 in the switch housing permits atmospheric pressure to act on the diaphragm #2 at all times. Asmall hole 86 connects the conduit to atmosphere. The purpose of this hole is to allow atmospheric air to enter the conduit at this point and scavenge it of all saturated fuel air which in cold weather is likely to congeal and clog the conduit. The hole also enables atmospheric pressure to build up in the conduit and r in the housing in the event the engine stops with the butterfly valve in the carburetor closedtight.

The operation is as follows: Closing of theignition switch 38 first connects the battery with the ignition circuit and later the battery with the relay circuit throughcontact 42. Since the switch member 58 is normally closed, the relay circuit is grounded with the result. the current through the relay circuit attracts the armature 2 and closes the motor circuit atcontact 32. Operation of the motor causes the starter gear l -l to move to en age the flywheel l6 and during its movement theflange 68 thereof will engage the lever Ed on thepin 64, thereby turning the pin and causing thestrip 62 to contact thelead wire 52 and grounding the relay through this branch circuit. As the operation of .the motor continues, the suction created in the intake manifold by the turning over of the engine by the motor will cause thediaphragm 12 to be drawn inwardly, breaking the ground connection throughbranch circuit 54. However, since the relay is grounded through switch 58 the motor will continue to operate. When the engine starts, the starting gear it due to the increased speed of rotation thereof caused by the self-induced operation of the engine, shifts again to its normal position on the shaft !2, with the result .the pressure placed against the lever 55 by theflange 68 is relieved. At this time the resilient end of themetallic strip 52 forces the strip out of contact with thelead wire 52. Both ground connections for the relay circuit have now been broken and the armature withdraws to its normal, position, opening the .moto1;.circ uit ..at

contact 32, and the motor stops. in the event the engine stops for any reason, the release of thediaphragm 72 will take place and the length of time beforebutton 16 engagescontact 14 is determined by the size of the opening in the bypass !9. On the touching ofbutton 16 with contact M, the operations described above are repeated.

If, during the operation of the engine, it should backfire or rotate slightly backwards on stopping, the resulting pressure in theconduit 82 forces both diaphragms to the right, breaking the ground connection throughbutton 18 and thereby preventing the completion of the relay circuit. The by-pass having been regulated, an interval of time occurs before the pressure in the chamber between the diaphragms is built up to the pressure in theconduit permitting button 78 to ground the relay circuit.

By providing contacts for the ignition circuit and the relay circuit, the ignition switch can be turned to open the relay circuitwithout affecting the operation of the engine in the event of trouble in the starting mechanism causing it to operate simultaneously with the engine.

While there has been disclosed a switch member operated by fluid pressure derived from evacuation, it will be obvious that this fluid pressure might be supplied in other ways. It will be also obvious that the air inlets and the by-pass in the switch member are capable of modification in order to obtain different results.

It will be obvious that with a structure ofthis character, there will be no excessive drain-on the battery and at the same time there has been provided an apparatus which is constantly ready for operation at any time when the ignition switch is closed and which needs nofurther attention on the part of the operator after the ignition switch has been closed.

Since the construction hereinbefore set forth is capable of modification within the spirit. of the invention, I do not limit myself to such specific construction except as'hereinafter claimed.

What I claim is:

1. In automatic starting mechanism for internal combustion engines, an internal combustion engine, a starting motor therefor, and control means for the motor operated by suction from. the

engine, said control means adapted to be operated tor therefor, and control means for said motor associated with the intake'manifold, said means adapted to control the operation of said motor when either suction or pressure exists in the intake manifold.

4. In automatic starting mechanism for internal combustion engines, an internal combustion engine, a starting motor therefor, a circuit for said starting. motor, a relay for closing saidcircuit, a circuit for the relay, and a normally closed switch in said relay circuit including a pressuresensitive element, said switch adapted to be opened when the pressures onjoneside of-said element are greater or less than the pressures on the other side.

5. Automatic starting mechanism for conventional four-cycle internal combustion engines including a magnetic starting switch, a control circuit operative when energized to close the starting switch, and unitary means responsive to rotation of the engine in either direction for opening said control circuit.

6. Automatic starting mechanism for internal combustion engines comprising in combination with a fuel intake system a starting switch relay and a control switch therefor, means normally holding said control switch closed, and means connected to the intake system of the engine for opening said switch responsive to either positive pressure or vacuum in said intake system.

7. Automatic starting mechanism for conventional four-cycle internal combustion engines including a starting switch, means for closing said starting switch in case of engine stall, and unitary means responsive to rotation of the engine in either direction for rendering said closing means inoperative.

8. Automatic starting mechanism for internal combustion engines including in combination with a fuel intake system, a starting switch, manually controllable means for closing said starting switch, and means responsive to either pressure or vacuum in the intake system of the engine for rendering said closing means inoperative.

9. An automatic controller for internal combustion engine starters comprising with an internal combustion engine a starting motor, a starting motor circuit including a switch having an actuating coil, a control circuit for said coil for controlling the operation of said motor, including a second switch, means for breaking the coil circuit when pressure below atmospheric exists in the intake manifold of the engine, and means for breaking the coil circuit when pressure above atmospheric exists in the intake manifold.

10. In combination with an engine having an intake manifold and an automatic starter operating mechanism, of fluid pressure controlling means associated with said mechanism, said means being associated with the manifold to render said mechanism inoperative while a backfire is occurring, and operative automatically thereafter.

11. In combination with an internal combustion engine having a fuel intake system, starting mechanism therefor including a starting switch, means including a control circuit for actuating said starting switch, and means in the control circuit responsive to positive pressure in the intake system of the engine above atmospheric pressure, for breaking said control circuit.

12. In combination with an internal combustion engine having a fuel intake system, an automatic starting mechanism therefor including manually controllable means for cranking said engine whenever forward rotation thereof ceases, said manually controllable means including a starting switch and a control circuit therefor, closure of which causes closure of the starting switch, a pair of contacts in said control circuit, means including a diaphragm for actuating one of said contacts, and means whereby positive gaseous pressure in the intake system of the engine moves said diaphragm in a direction to open said contacts.

13. An automatic controller for internal combustion engine starters comprising with an internal combustion engine, an ignition circuit therefor comprising a switch, a starting motor, means including a switch having an actuating coil in circuit with the first switch for controlling the operation of the motor, and means actuated by pressure above atmosphere in the intake manifold for breaking the said coil circuit.

14. An automatic controller for internal combustion engine starters comprising with an in ternal combustion engine a starting motor, a starting motor circuit including a switch having an actuating coil, a control circuit for said coil for controlling the operation of said motor including a second switch, and means actuated by pressure above atmospheric in the intake manlfold of the engine for breaking said coil circuit.

BELTRUM M. COX.

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