US2174313A - Automatic starting device - Google Patents

Description

sept. 26, 1939. l. E. col-FEY 2,174,313

AUTOMATI C STARTING DEYIIE Filed April 15. 1938 4 Sheets-Sheet l l. E. COFFEY AUTOMATIC STARTING DEVICE sept. 2 6, 1939.

Filed April l5, 1938 4 SheeYtS-Sheet 2 /llllllllll l 'Hill IUI fn uen/o r en E Coffey Sept. 26, 1939. l. E. coFFl-:Y 2,174,313

AUTOMATIC STARTING DEVICE Filed April l5, 1938 4 Sheets-Sheet 5 Filed April l5, 1958 4 Sheets-Sheet 4 JOZ I r11/en!" or Jay/deff Patentedseptzaim' OFFICE" ,No.,astrnstoe prima api-u is, ius. serial No. :n.144

zo cnam` (ci. ssc-s1) -1 'nils invention relates to start devices for lnternal combustion engines and consists particularly in novel mechanism for actuating the engine l starter motor responsive to conditioning of the 5 engine for starting and for discontinuing the operation of the starting motor when the engine begins toorun under its own power.

' Automotive starting devices no w in use are pro-v 'vided with positive manual, electrical, and suc- 4 tion controls arranged so that the engine will start automatically when the throttle valve is opened to the extent lwhich is desirable for starting, provided the generator voltage is insui'ilcient to overcome the battery voltage and there is substantially. no suction in the engine intake manifold.. With such arrangements, injury to the diaphragm or other part of the suction mechanism may cause cutting in of the starter motor, if the Y engine speed is reduced sumciently to permit the generator-potential to fall below that of the battery, as frequently occurs, with consequent danger of wrecking the starting mechanism and other'associated parts of the engine.

`Another disadvantage of such devices results from the factthat the cranking'suction in the engine intake passages, particularly, where a thermostatically controlled choke is used, frequently approaches or exceeds ythe suction existent in these passages when the engine is operating under a heavy load with throttle wide open. If the suction device is arranged to insure an open condition of the starter circuit under the latter conditions, it may also prevent operation or, at least. continuous operation of the starter so motor during cold starting, when the choke valve is held relatively tightly closed and when the engine frequently fires several times before running regularly, In the latter case, the starter motor maycut in and out intermittently, clashing the pinion and' ily wheel gears and preventing 'starting of the engine.

An object of the present invention is to provide engine starting mechanism having suction control mechanism functioning to prevent cutting in of the starter while suction exists in the engine intake, but being ineffective to breakthe starter control circuit.

Another object is to provide engine starting mechanism embodying a suction control adapted to insure the starter circuit remaining open at substantially lower suctions than has heretofore been possible.

Another object is to provide engine starting 'mechanism having throttle and suction control features formed .compactly and vrigidly upon, the

carburetor so as to minimize the likelihood of the mechanism getting out of adjustment.

Another object is to provide engine starting mechanism including manual and suction controls, the suction control device being more dur- 5 able than similar devices heretofore in use so as. to minimize the possibility of actuation of the starter while the engine is running even though some other element of the starting mechanism may not be in proper condition. l0

Ihe above objects and other more detailed objects hereafter appearing are attained substantially by the structures and mechanisms illustrated in the accompanying drawings in which:

Figs. 1, 9 and 10 are diagrams representing 15 various parts of internal'combustion engines with connecting wiring.

Fig. 2 is a side view showing the carburetor in Fig. l substantially enlarged, a portion beingA broken away and sectioned for clearer illustra- 20 tion. y

Fig. 3 is a detail sectional view taken substantially on line 3--3 of Fig. 2. o

Figs, 4, 6 and 'I are views similar to Fig. 3 but showing the parts in different positions. 25 Fig. 5 is an enlarged detail view of parts of the structure shown in Fig. 4.

Fig. 8 is a sectional detail view taken substantially on line 8-4 of Fig. '1.

Fig. 11 is a side view, partly broken away and 30 sectioned, showing another part of the mechanism in Fig. 1.

Figs. 12 and 13 are enlarged sectional views, the parts being shown in diiferent positions, illustrating a. portion of the mechanism shown in Fig. 35 10.

Fig. 14 is a horizontal section taken substantially on the corresponding section line of Fig. 13 and Fig. 15 is a wiring diagram for the device shown 4o in Figs. l2-14.

Fig. l shows an internal combustion engine,

' generally indicated at I, having associated therewith the usual generator I, a self-starter motor l, and a carburetor 4, communicating with in- 46 take manifold l for supplying combustible mixture thereto. Also associated with the engine is the-,usual storage battery l, distributor 1 which ordinarily includes the breaker point structure l. and high tension coil 9. Ignition switch I 0 is so connected to the battery by means of a lead II-II-II. The switch is, in turn, connected to the breaker points, coil, and distributor by leads ll-II and It-Il in a well known man- Der. Ihecoilisgroundedat il andthebreaker so points at I8. A charging lead 20-2I-22--23- |2--II connects the generator with the battery, a reverse current relay or cut out, generally indicated at 24, being interposed in this circuit.

Battery 6 is connected to starter motor 3 by means of a lead II--I2-25--26l-21, the motor being grounded at 28 and 29 to complete the circuit. Interposed in this circuit is a solenoid control switch 30 having its coil connected at one end to the battery through the ignition switch by means of a lead 32-33-34 and connected at its other end to the generator .by means oi' a lead 35-36-39-20. The generator is grounded at 3| and Bia. Interposed in this circuitr is a semi-automatic switch device generally indicated at 31 and mounted on the carburetor. This device is shown in detail in Figs. 3 8, inclusive.

Mounted on the end of the starting motor is a motor speed control device 38 (Fig. l1). Excessive speed of the motor, which may occur with the starter pinion disengaged from the ily wheel, causes balls 40 to be forced outwardly centrifu- `gally which, in turn, moves plunger 4l against metal contact 42. This causes grounding of the connection between switch solenoid 30 and battery 6 by means of a lead 43--44 and a ground lead 45-46, This speed control device, as well as certain other features of the present arrangement, are disclosed and claimed in my Patent No. 2,068,484 issued January 19, 1937.

A resistance 41 is interposed in lead 33-34 between the ignition and solenoid switches. This resistance element is in the form of a light bulb 0i the type adapted to increase its` resistance when it has become heated. The hot resistance of the element 41 is such as to prevent closing of the starter circuit by means of solenoid switch 30, which prevents inopportune actuation of the starter motor when the engine speed and suction are low. A second bulb 48, similar to bulb 41. except that it is of a character to be heated more rapidly, is connected in parallel around switch solenoid 30 by means of leads 32-33-49 and 35-50-36. When resistance 48 is cold, current from the battery is shortedtherethrough so that insufficient current passes through the switch solenoid to cause the switch to close. This delays cutting in of the starter motor in case of stalling until the engine has stopped rocking. The feature of limiting the 'actuation of the `starter by. variable resistance is also disclosed and claimed in the above mentioned Patent No. 2,068,484.

Carburetor 4 includes a downdraft mixture conduit 58 having a throttle valve 5l pivotally mounted therein on a shaft 52. Mounted on the carburetor is the novel starter switch device, generally yindicated at' 31. This device includesa chamber 53 formed in the carburetor barrel and communicating with atmosphere, at its lower extremity, by means of an opening 55 (see Fig. 2). At its upper extremity, this chamber communicates with the suction in the mixture conduit posterior to the throttle by means of a passage 56 which connectsv with a passage formed in rib 51 and extending upwardly into the choke controlling thermostat housing 58, as disclosed in my Patent No. 2,085,351.

One end of throttle shaft 52 is cut away to form a semi-circular sector 52a which extends throughl the wall of chamber 53 as shown. Extending. outwardly and upwardly from chamber 5-3 adjacent throttle shaft secto 52a is a second `chamber 58 which slidablyreceives a plunger 88 lowed as at 82 fortelescopingly receiving the cupshaped end portion 83 of a short shaft 64 (Fig. 5).

Cupped portion 83 is constantly urged outwardly l cnl plunger'Sil. Shaft 64, at its outer end, has a reduced portion. 48 forming a shoulder against which is urged a bow-shaped metal switch blade 59 of resilient material, by a coiled-.spring 10. Spring 10, at its upper end; is seated, in a hollowed portion 1I formed in cap 12 secured to the upper end of chamber 59 by screws or bolts 13 (Fig. 2). Cap 12 is of suitable insulating material, such as Bakelite or hard rubber, and mounts threaded bushings 14 receiving-terminal screws 15 under the heads of which are secured terminal clips 16 for attachment of electrical connections as 11 and 18. Screws 15 extend entirely through insulating cap 12 and are disposed to be engaged by switch blade element 69 when the latter is propelled upwardly.

Loosely received in chamber 53 is a ball 19 which, when the carburetor is inactive, and the throttle nearly closed, lodges between the projecting, dished end of plunger and sector 52a at the end of the throttle shaft, as shown in Fig. 3. Screen 54 prevents the loss of ball 19 in case it should slip past the plunger for any reason and restrains the entry of dirt into chamber 53. A screw 80 prevents rotation of plunger 60 in chamber 59. l The switch device operates as follows:

When the carburetor is inactive and throttle valve 5i is closed, as shown in dot-dash lines in Fig. 3, ball 19 lodges loosely between the projecting, dished end of .plunger 60 and the sector 52a on the throttle shaft. Rotation of the throttle valve in the opening direction the amount recommended for starting, in the present instance approximately 40 from the full closed position .(Fig. 4), forces ball 19, plunger 80, and switch blade 69 upwardly in chamber 59 causing the switch blade to contact both screws 15 and elecscrews 15, as indicated in Fig. 5, so as to provide a wiping action for cleaning the switch blade and terminal screws.

During further opening movement of the throttle valve from the position shown in Fig. 4, spring collapses permitting telescoping of shaft 64 and punger 80 (Fig. 6). As soon as the engine com`- mences to run Junder its own power and the throttle valve is released to be closed by the usual clos'- ing spring, ball 1.8vwill beagain released from its lodgement between plunger 55 and sector 52a and will be pickedup immediately due to the suction applied thereto through passage 56. throttle valve 5l may be freely manipulated, as desired, without affecting the switch until the suction in the carburetor and passage 56 drops sufliciently to drop ball 19. The ball can then return to its initial position, as in Fig. 3, ready for re-closing of the switch. Fig. 3 shows in solid Y lines the throttle valve opened less than enough Thereafter,

having a. dished inner end 6|. 'Plunger 80 ishol 33-34 to the battery, this actuation occurring 15 9,174,819 after resistance 40 has become heated, but before resistance 41 becomes fully heated. Closing of the starter motor circuit operates the starter'inotor to crank the engine, as is well known, and when the engine starts to run under its own power the vstarter motor pinion will be automatically disengaged from .the fly wheel. The arrangement shown in Fig. 1 is intended for use with the Bendix type starter drive. The speed control mechanism shown in Fig. 11 provides for immediate stopping of the starter motor when the l motor speed becomes excessive due to unmeshed condition of the starting gears.

The size and weight of ball 19 and the dimensions of suction passage 56 in a practical embodiment are such that the ball will be picked up when the suction in passage 56 corresponds with a manometer reading. of approximately 1/2 inch of mercury, provided the throttle valve is closed or nearly closed, as is shown in Fig. 3. Thereafter, Vthe ball will be maintained in its-upper position, positively preventing actuation of the starter switch, until the suction in passage 56 drops to a value of the order of 2 inches of water. This efEectually-prevents re-engagement of the starter mechanism at any time when the engine is running under its own power, even under the most adverse suction conditions in the intake manifold, while insuring running of the starter motor until the engine is actually started. Ball 19 cannot be picked up by engine suction if the throttle valve is farther open than is shown in Fig. 3 and the ball is wedged between-throttle shaft sector 52a and plunger 60. This prevents cutting out of the starter motor circuit by suction alone until the throttle is returned to closed position, with the advantage that as long as the operatorholds the throttle pedal depressed so as to maintain the throttle open, as in Fig. 4, the starter motor cannot cut out until the resistance of the generator circuit is suillcient to open switch solenoid 30 or the motor speed becomes excessive. Fig. 9 shows a circuit plan of an arrangement particularly adapted for use with a direct drive starter instead of the Bendix type shown vpreviously. Resistances 41 and 48 are omitted and a reversecurrent relay 8| is inserted in the circuit between ignition switch` I0, connected to battery, and solenoid 30 controlling pinion 82 ,on starter motor 3. Relay 8| is, in turn, controlled by a circuit 34-8I-31-85-20 connecting the grounded generator with battery through the ignitionswitch. Thus, when semi-automatic switch 31 is closed, as previously described, and ignitionswitch |0 is also closed, battery current is directed through relay 8 I, contacting the points- 84, 86 thereof, and. circuit 34-86-84-32 is thereby completed, energizing solenoid 30, which draws pinion 82 into meshing relationship with fly wheel 88. This movement, in turn, closes circuit ||-|2'-25- 2621 directly from the battery to the starter motor, actuating the motor so as tocrank the engine.

As soon as the generator resistance overcomes the battery E. M. F., relay 8| will be opened so as to cut oi battery current to solenoid 30, and, in turn, open switch-25, 26 and stop the starter motor. While the engine is operating, generator current has/a direct path through circuit 20- 95-2|.-`22`-`23|2-|| to batteryfor charging purposes.

A25-26-21 controlled by a solenoid switch 30', as

in Fig. 1. Solenoid 30 is controlled by circuit 34-94--95-96-91-99r-32 and interposed in this circuit are a manual switch 93, controlled by throttle pedal 89,- and a combination solenoidsuction switch device 90, shown in greater detail in Figs. 12, 13, 14 and 15.

Switch device includes a solenoid 99 connect'ed to terminals 96 and 98, and a core armature |0| carrying a switch bar disc |02 disposed, when the solenoid is energized.- to connect terminals 96 and 91 in the control circuit for solenoid 30. v

Device 90 has a casing 9| and at its lower end has a threaded boss 9,2 for attachment to the engine intake manifold and through which extends suction passage |04. Depending fromcore |0| is a nnger |06 with its lower end slidably received in passage |04 for guiding purposes. A washer |06 secured to finger |05 seats a coiled spring |01 which, at its upper end, bears against a grooved annulus -.|08 of insulating material for yielding support' of the switch bar disc. Core |0I is constantly urged downwardly by coiled I spring |09 seating against a second washer ||0 secured to linger |05. y

A diagonal passage I|| connects passage |04 with chamber ||2 below disc |02. Chamber ||3 above the disc communicates with atmosphere through a series of holes I |4 in casing 9|. AChamber ||3 additionally communicates with atmosphere through port |20 and around loose fitting core |0I.

Disc |02, in its lowermost position, seats against an annulus I2| of gasket material. ,'I'hus, when solenoid- 99 is unenergized, disc |02 is kurged downwardly by spring |09 in a manner to seal suction passage from atmospheric chamber ||3 so'that the engine suction substantially resists lifting yof disc |02 and closing of switch controls 96 and 91. In the uppermost or energized position of the core, however, suction in passage is entirely relieved around the disc |02 so that the suction in the engine intake passages cannot function to break the control circuit of motor solenoid 30. vThis circuit can only be broken when throttle pedal 89 is released to permit closing of the throttle valve, or the generator resistance becomes great enough to prevent ,.actuation of solenoid 30 by the battery current.

A resistance element |22 is connected in parallel with circuit -96-98-I00 between the ignltion switch and the generator and thence to ground. This element, when heated, substam tially increases its resistance so asto force sufficient current to pass through solenoid 99 to energize the same. Also connected in this circuit, in series between the ignition switch and the generator, is a second resistance 41 similarly adapted to increase its resistance when heated. Resistance |22 corresponds with element 48 in Fig. l and prevents too rapid cutting in of the starter motor after starting. Resistance 41 prevents cutting in of the starter during gradual decreasing of he engine, speed, in which case this resistance becomes hot before. sulcient battery current ilows through coil 30 to close switch contacts 25 and 26. This circuit plan arrangement is also shown in my Patent No. 2,068,484 with the. exception of certain features of' the solenoid-suction switch device 90.

In order to operate the starter mechanism shown in Fig. 10, the operator moves ignition switch |0a to the left, so as to connect terminal 34 with the battery through circuit |3-| 26-23- |2-II, and then depresses throttle pedal 89 gize the starter motor.

disc 02, thus completing a circuit between the battery and switch solenoid I0 so as to close the motor-' battery circuit switch 25, 26, and ener- When the engine starts to operate under is own power, the generator resistance and resistance 41 cooperate to cut out the solenoid switch 30, or this switch may be out out by releasing of the throttle pedal 89.Y Suct on cannot break the circuit controlling solenoid 30 because of the substantial atmospheric bleed provided around disc |02 within solenoid casing |05, as indicated in Fig. 14. However, when solenoid 99 is unenergized, dropping disc |02, this air bleed is sealed so that thereafter suction in passage |04 substantially resists any tendency to lift disc |02 so as to re-connect terminals 96 and 91."

In this form is also shown means for actuating the starting motor in case the automatic mechanism should become inoperative or damaged for any reason. 'I'his means includes switch terminals |26 and .|21 which are connected by movement of ignition switch lila to the right instead of to the left, 'as previously, this having the effect of energizing the ignition circuit without affecting the starter circuit. Thereafter, button |28 may be depressed for conducing bat-- tery current through the solenoid by means. of circuit |||2'-|4-0032. I

In each of the forms there is shown a device which insures automatic actuation of the starter motor for cranking the engine whenever a manual control such as the throttle pedal is actuated, there is substantially no suction in the engine intake passages, and there is sunlcient battery E. M. F. flowing through solenoid 30 to close switch 25-26. Also in each case, the automatic starter circuit is broken immediately when the generator resistance becomes suiiicient to prevent actuation of the starter umotor solenoid by the battery current, or in case'oi movement of the manuall device, such as the throttle pedal, to theT original or rest position. However, in no .case can the suction in the engine, which in` .creases sharply when thel engine starts to run after being cranked, function to break the starter circuit. 'Ihis suction is only effective to prevent re-energization of the starter circuit after it is once broken. 'Ihe arrangements shownand described, accordingly, are very eil'ective to insure proper starting ot the engine under all conditions and to prevent cutting in of the starter at any time when the engine is operating under its own power.

Various features of'v the circuit arrangements and structures shown are not essential and these may be modiiied in various respects as will occur to those skilled in the art. 'll'heI exclusive use of all such modifications as come within the scope of the appended claims is contemplated.

-I claim:

1. In starting mechanism i'or internal combustion engines, a starter motor, a source of elec'- trical energy, a connecting circuit for said motor and source, switch means in said circuit, af' manual control for said switch means, and' additional control meansior said circuit arranged to respond to a predetermined suction in the induction conduit of an associated engine for rendering said manual control ineil'ective, said suction control being unresponsive to said predetermined suction when said switch is closed by coordination of said manual and suction controls.

2. Mechanism as specified in claim 1 further 2,174,818 Iincluding a carburetor throttle valve for the associated engine, said manual member being movable with said throttle valve and said suction control means being responsive to said predetermined suction for rendering said manual control means inoperative only whensaid switch is open.

3. In starting mechanism for internal combusltion engines, a starter motor and batterycircuit,

a manual control in said circuit, and an additional circuit controlresponsive to suction in the intake conduit of an associated engine only when said circuit is open for rendering said manual control inoperative.

` 4. In mechanism of the class described, a chamber arranged for communication with an internal combustion engine intake conduit, an engine starter switch having an" actuator member extending into said chamber,` means normally urging said switch open, a manually controlled member in said chamber, and a loaded element having a rest position forming an operative connection between said members whereby said switch will be closed against said means when said manual member is moved to predetermined'positions, said element being movable by suction only when said manual member is in other than said position to render said connection inoperative.

5. Mechanism as specified in claim 4 in which said loaded element is responsive to suction to prevent closing of said switch and is unresponsive to suction when said switch is closed.

6. `In starting mechanism for internalfcombustioiengines, a battery, a starter motor and a generator electrically coupled with said battery, a starter switch between'said battery and said starter, a chamber arranged to be exposed to suctionin the induction conduit of an associated internal combustion engine, an element in said chamber constantly urged toward a rest position, and a manual control for said switch, said switch being closed only when said element is in said rest position and said manual control is in predetermined positions, said element being respon-4 sive to suction only when said manual control is in other than said positions for rendering said controll inoperative.

7. In mechanism for starting internal combustion engines, an induction conduit part for the engine,l a throttle valve carried by said part, an engine starter switch, and operative connecting means between said valve and said switch comprising an actuator for said switch,'"a member adjacent said actuator and movable with said throttle valve, and an element normally urged toward an operative position for rendering said throttle member operative to lclose said switch, said element being responsive to suction in the 'engine induction conduit for rendering said manual control inoperative when said switch is open and being unresponsive to suction when said switch is closed.

8. Mechanism asspecined in claim 7 in which said element can be moved into and out of its operative position under the inuence of varying pressure conditions only when said switch is open. 9. Mechanism as specified in claim 'I in which said switch closes when'said throttle valve is moved to a partially opened position, said operative connecting means being o1' yielding construc-l tion to permit opening said thr'ottle valve beyond said position., 10. In starting mechanism for internal combustion engines, a carburetor having a mixture conduit and a throttle valve, a chamber comu municating with suction in said conduit, a starter switch having an actuator in the wall oi said chamber, a member in the chamber wall adjacent said actuator and movable with said throttle valve, and an element in said chamber normally urged toward a rest position adjacent said actuator and said member for rendering said member operative to close said switch when said throttle valve is opened, said element being responsive to suction only when said switch is open for rendering said member inoperative as a switch control.

1l. Mechanism as speciiied in claim 10, in which said member is arranged for communication with the engine intake suction on one side of said suction responsive element and with atmosphere on the opposite side ot said element.

12. In a carburetor, a mixture conduit having a throttle valve, a chamber communicating with said conduit, a member in the wall of said chamber movable with said throttle valve, an 'engine starter switch carried by the carburetor and having an actuator in the chamber wall, and a loose element in said chamber normally urged toward a position to complete an operative connection whereby said switch is closed when said throttle valve is substantially opened, said element being movable by suction away from said position only when said switch is open. 4

13. Mechanism as specied in claim 12 in which said throttle valve is mounted on a shaft with'a part extending through the wall of said chamber and constituting the switch control member adjacent said actuator.

14. In starting mechanism for internal combustion engines, a starter motor and battery circuit, a manual control for said circuit, an additional circuit control responsive to engine suction only when said circuit is open ior rendering said manual control inoperative. and a generator, and an electromagnetic coil in said circuit, said coil having an armature connected to said additional circuit control and normally urged toward a position to open said circuit, said battery being arranged to energize said coil to close said circuit when said generator is substantially inoperative.

15. In combination, an engine control member, a normally open starting circuit including a starting motor and a source o! electrical energy,

a switch for closing the starting circuit, an element cooperating with said switch shiftable by intake suction and movable to two predetermined positions, said engine control member being operable to close the starting circuit when said suction shiftable member is in one predetermined position and said suction shittable member being movable by suction to its second position only when said. engine control member is in a predetermined position.

16.' In starting mechanism for internal combustion engines, a control member for said' en gine, a starter motor, a source oi electrical energy. a connecting circuit for said motor and source, a normally open switch mechanism in said circuit, intake suction movable means cooperating with and forming a portion of saidswitch mechanism, said suction movable means having at least two predetermined positions, said switch being closed by movement of said control member when said suction movable means is in one position, and said suction movable member being movable by suction to said second position -only when said control member is moved from switch closing position.

17. In starting mechanism for internal combustion engines, a starter motor and battery circuit, a control for said circuit including 'a manual control and a relay operable thereby to control the starting circuit,'a generator driven by when said suction operated member is in said' first position, and said manual control being so constructed and arranged as to be ineffective to operate said relay when said suction control member is in its second position, said suction control member being movable to said second position only when said manual control is in a predetermined position.

18. Mechanism as speciiled in claim 17 in which said manual control has means to intertere with the movement oi' said suction'control member to said second position.

19. Mechanism as speciiied in claim 17 in which said suction control member is movable by suction to said second position only when said starting motor circuit is open.

v20. Mechanism as specified in claim 17 in which said suction control member is movable to said second position only when said manual control is in a predetermined position.

IRVEN E. COFFEY.

' said engine, said relay being grounded directly

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