US2913589A

US2913589A - Engine starting apparatus

Info

Publication number: US2913589A
Application number: US539083A
Authority: US
Inventors: William E Bell
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1955-10-07
Filing date: 1955-10-07
Publication date: 1959-11-17
Anticipated expiration: 1976-11-17

Description

w. E. BELL 2,913,589

Nov. 17, 1959 ENGINE STARTING APPARATUS Filed Oct. 7, 1955 T0 IGNITION SYSTEM y TO ACCESSORIES AND SWITCH CONTROL- LING AIR comITIoNINe SYSTEM MOTOR f GEN. J-'- BAT.

38 REGULATOR GENERATOR INVENTOR.

I I I Will/am E. Be// His Afro/nay ENGINE ST ARTlNG APPARATUS William E. Bell, Detroit, Mich., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application October 7, 1955, Serial No. 539,083 2 Claims. (Cl. 307-10) This invention relates to starting apparatus for internal combustion engines, particularly engines for automotive vehicles, in which an electric starting motor which is operated by current from a suitable source, such as a storage battery, is employed to crank the engine for starting purposes, and is directed, primarily to the provision of means for minimizing as far as possible the electrical load on the battery and the mechanical load on the starting motor during the cranking operation.

In modern automotive vehicles there are many electrically operated devices which are operated by current from the storage battery, the operation of which puts a very appreciable electrical drain on the battery and if these devices were operated during cranking the current available for operation of the starting motor would be considerably reduced. Such devices may be a radio, the heater blower motors, the solenoid which controls the fast idle mechanism of the carburetor, window lift motors and the like. Also in cars equipped with air conditioning apparatus the compressor of such apparatus, which is driven by the engine requires considerable power to operate. If this compressor is coupled to the engine when the engine is being operated by the starting motor the load on the starting motor would be very greatly increased, in fact, the load might be so great that the motor would not havesuflicient power to rotate the engine crankshaft, or if the motor could rotate the shaft it might not rotate it fast enough for satisfactory starting.

It is, of course, desirable in order to obtain satisfactory starting that the engine be operated at as high speed as possible, since the engine starts more easily if the cranking speed is high. Obviously, therefore, it is important that during starting the entire current output of the storage battery be available to operate the starting motor and equally important that no more mechanical load be placed on the starting motor during the cranking operation than is absolutely necessary.

It is, therefore, the primary purpose of the present invention to provide a starting system for the engine of an automotive vehicle, which is equipped with various accessories that are electrically operated by current from the same source that supplies current to the starting motor, in which means are provided to prevent current being supplied to such accessories at the same time that current is being utilized to operate the starting motor andfwhich will also break the circuit between the current source and the starting motor when a circuit between the current source and the accessories referred to is established.

A further object of the invention is to provide an engine 4 starting system, in an automotive vehicle, which is provided with an air conditioning apparatus, having means making it impossible to operatively connect the air conditioning compressor with the engine when the starting motor is operative to crank the engine for starting purposes, so that the starting motor can not be connected ,to actuate such compressor when rotating the engine crankshaft to effect starting.

United States Patent system of the engine.

According to the present invention, these objects are accomplished by the provision of an engine starting system in which a control switch is provided which has a movable contact connectable directly with the current source and normally engaging when the engine is inoperative and during engine operation, a fixed terminal or contact from which a lead extends that may be connected with various accessories and/or with a switch which controls the connection of the compressor of an air conditioning system with the engine. When the starting motor is to be rendered operative to crank the engine for starting purposes this movable contact is moved into engagement with a second fixed contact from which a lead extends to a solenoid which closes the main starting motor switch and causes the starting motor to become operative. When the movable contact is moved into position to render the starting motor operative it is moved out of engagement with the accessory terminal which it normally engages, so that no accessories controlled thereby can be operative when the starting motor is in operation. When the engine is started and operating under its own power the movable contact is moved back to its original normal position.

The control switch referred to is preferably automatically moved to position to effect operation of the starting motor upon closing of other switches such as the ignition switch and/or a neutral safety switch and back to its original position Where it engages the accessory contact automatically, when the engine becomes self operative,

the present invention is embodied.

As shown in the drawings, a suitable source of current such as a storage battery 2 is grounded at 4 and a wire 6 extends from said battery to a fixed contact 8 of an ignition switch having a second fixed contact 10 from which a suitable conductor 12 may extend to the ignition This switch has a movable contact 14 manually movable to a position to engage both contacts 8 and 10 to effect functions specifically explained later. A wire 16 leads from contact 10 to a fixed contact 18 of a switch operated by the transmission control lever of the vehicle. This switch has a second fixed contact 20 and a movable contact 22 is operable by the transmission control lever (not shown), being movable by such lever into position to engage both fixed contacts and close the switch when the transmission control lever is in its neutral position.

The contact 20 is connected to a contact 24 by a wire 26 and one end of the winding 28 of a solenoid 29 having an armature 30 is connected to such contact 24.

cated in the drawing.

Connecting with the wire 16, between the

contacts

10 and 20 is wire 40 which leads to a terminal 42 so that such terminal is directly connected with the battery when the ignition switch is closed. The terminal 42 is connected by any suitable form of conductor with a spring member 46, which is'normally biased upwardly as seen in the drawing, and at the intermediate portion of such member a contact element 48 is secured in any suitable way. This contact is adapted to be moved by the solenoid previously referred to, when such solenoid is energized, into engagement with a contact element 5! secured in any desirable way to a spring contact support 52, also biased upwardly and connected to a terminal or binding post 54. This terminal is connected by a wire 56 with'the winding of a solenoid 58. This solenoid con trols the operation of the main starting motor switch and when energized effects closing of such switch in order to cause the starting motor to operate. De-energization of solenoid 58 will cause the starting motor to become inoperative, and de-energization of such solenoid is effected automatically through the medium of the control switch previously described, when'the engine becomes self operative.

. The solenoid 58 operates a movable contact, not shown, which engages two'fixed

contacts

60 and 62. Contact 60 is connected by wire 64 with wire 6 between the battery and the ignition switch, while contact 62 is connected by wire 66 with the starting motor 68 so that, when contacts 6t and 62 are bridged by the movable contact which is operated by the solenoid 58 current will flow from the battery through wires 6 and 64,

contacts

60, 62 and wire 66 to the starting motor to efiect operation thereof. The specific construction of the solenoid 58 and its connections with the starting motor constitute no part of the present invention, but such solenoid and connections may be of the construction shown in the patent to Dyer 2,287,791, iune 30, 1942, if desired.

As alreadystated,operation of the solenoid 58 is controlled by the control. switch previously referred to.

,

Whencontacts

48 and 50 of such control switch areclosed and the ignition switch is closed, current will flow from the battery through wire 6, the ignition switch, wires 16 and 40 to terminal 42, electrically connected to a spring contact member -46,

contacts

48 and 50, spring member 52, terminal 54 and wire 56 to the winding of the solenoid 58. As current flows through the path described, the solenoid 58 operates to close the main starting motor switch and the starting motor becomes operative to crank the engine for starting purposes. When the engine becomes seif operative the

contacts

48 and 50 of the control switch are separated automatically by the action of engine suction, breaking the circuit between the battery and solenoid 58. This efiects opening or" the main starter switch and causes the starting motor to become inoperative. V a

As already indicated closing of the contacts 48 and 5G is effected when solenoid 29 is energized and are separated by the efiect of engine suction and this may occur while the solenoid is still energized. in order to cause solenoid 29 to he energized both the ignition switch and the neutral safety switch must be closed. When this is done current williiow from the battery through wire 6, the ignition switch, wire 16, the neutral safety switch, wire 26, terminal 24, winding 28, terminal 32, wire 34-, the generator 36 and to ground at 38. When the current flows in the path described the armature 36 moves down, operating'a contactclosing pin 31 or" Bakelite 'or other suitable plastic, and which is slidably mounted in the solenoid so as to be moved by the armature thereof. When the armature is moved upwardly, either by engine suction in the manner later described, or if the solenoid is de-energized the pin will be moved upwardly by the spring member 46, or an additional spring may be provided for this purpose, if desired. Downward movement of the pin 31 moves contact 48 into engagement with contact 5%, closing the previously described circuit between the battery and solenoid 58. e r v r 1 To eiiect separation of

contacts

48 and 50 when the engine becomes self operative the-armature 30 is connected to'a suction motor which is efiective tomove. the

armature upward as soon as the enginestarts to run under .ment of the diaphragm.

its own power. The construction of this suction motor is not material so far as the present invention is concerned and is shown herein only diagrammatically. Such suction motor could be of the form shown in the application of Harold J. Cromwell, Serial No. 542,365, filed October 24, 1955, now Patent No. 2,866,908, if desired, in which means are provided to permit immediate opening of the control switch when the engine starts to run under its own power, but will prevent reclosing of such switch for an appreciable interval after it is opened, or the suction motor could be of any other knownform which would function as desired.

As shown, the armature 30 is connected by a rod 70, which is connected in any suitable way to a diaphragm 7 2, the outer periphery of which is clamped between two cup-shaped sheet metal shells 74 and 76, in such a way as to form a fluid tight joint between the diaphragm and the shells. The diaphragm separates the space between the shells into two chambers A and B and a suction conduit 78 connects chamber A with the intake manifold of the engine. A vent 80 is provided in the shell 76 to permit air to flow into and out of chamber B upon move- If desired the vent 80 can be made of very small size. A second vent of larger size can be provided, controlled by a check valve which would permit air to flow freely into chamber B when the diaphragm is lifted to open the control switch, but which would be blocked when the diaphragm moves in the opposite direction, so as to delay reclosing of the control switch. The suction motor shownand described is merely a conventional design and any suitable suction motor tact 81 which is electrically connected with a suitable conductor element 82 which is connected with a terminal or binding post 84 and a conducting wire 86 extends from"th is binding post to various electrically operated accessories, radio and heater. motors, for example, and

also to a switch for controlling the compressor motor in vehicles equipped with air conditioning apparatus. These various devices are not'shown as the specific connections between the conductor 86 and such devices are not material so far as the present invention is concerned. The air conditioning apparatus is not shown and it will be understood that it may be of any known construction in which a compressor is provided which is connected in driven relation with the engine through the medium of some suitable means such as a clutch, the action of which may be controlled by a switch to which current from the battery may be carried by the conductor 86 when the contacts81 and 88 are in engagement.

When the spring contact supporting member 46 is in the position shown in the drawing the contact 48 of the starter control switch is not in engagement with its co 46,lis in engagement with the contact 81 and if the igni tion switch is closed, as 'it will be with the engine in operation, current will flow from the battery through wire 6, the ignition switch, Wire 40, tern1inal'42, conducto! 44-, 'spring'rnember 46, contacts 88 and'81l, conductor "82, terminal 84 and "wire 36, to the'above mentioned accessories and switch'c'ontrolling the'connectionqof the compressor to the engine. Thus, with the parts in this position the accessories arid the compressor can berendered effective, but the starting motor cannot be caused to'becorne operative. When the member'46 is moved by the armature as to elfect engagement between contacts 43 and 50, to render the starting motor operative,

contacts

81 and 88 are separated. Therefore, according to the present invention, Whenever the starting motor is rendered efiective to crank the engine for starting purposes the accessories and compressor can not be operated, and vice versa. Thus when the starting motor is operating the battery is always free of the electrical load which would be placed upon it by such accessories as a radio and other electrically operated devices and the mechanical load which would be imposed on the starting motor by the engine can not be added to by the load of the compressor. In other words, the device disclosed insures that all available energy of the starting motor is applicable wholly to the starting motor, resulting in faster cranking and easier starting.

It will also be understood that while the control switch, as disclosed herein, is closed by a solenoid and opened automatically by engine suction, the member 46 could be operated manually, if desired, so far asthe present invention is concerned, it being the purpose of such invention to provide means which will prevent the operation of the various devices which are controlled by the

contacts

81, 88 during operation of the starting motor whether the operation of such starting motor is controlled semi-automatically or wholly by manual means.

While the embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted as may come within the scope of the claims which follow.

What is claimed is as follows:

1. In starting apparatus for internal combustion engines having a current source and an electric starting motor operable by current from said source; a first circuit between the current source and said starting motor, a second circuit including a conductor through which current from said current source may be carried to one or more electrically-operated accessories when said second circuit is closed, a single control switch for controlling both said circuits including a fixed contact in the first circuit and a second fixed contact in said second circuit, a movable spring metal contact member in circuit with the current source biasing itself to a position normally connecting said current source and said second circuit through said second contact, means including a solenoid having a movable armature for moving said movable spring metal contact member against its own 6 bias into position to connect said first fixed contact with the current source, and means responsive to manifold pressure of said engine for preventing said armature from moving said spring metal contact member when the engine is self-operative.

2. In starting apparatus for an internal combustion engine having a current source and an electric starting motor operable by current from said source; a first electric circuit between the current source and said starting motor, a second electric circuit including a conductor through which current from said current source may be carried to one or more electrically-operated accessories when said circuit is closed, a single-control switch for controlling both said circuits including a fixed contact in the first circuit and a second fixed contact in the said second circuit, a movable spring metal contact member in circuit with the current source, said spring metal contact member having a first position wherein the contact member is connected with said first electric circuit and disconnected from said second electric circuit and having a second position wherein said contact member is connected with said second electric circuit and disconnected from said first electric circuit, said spring metal contact member normally biasing itself to said second position, a solenoid connected in circuit with said current source having an armature that is operable to directly shift said contact member from said second position to said first position against the force of its selfimposed biasing means when said solenoid is energized, a second control switch connected in circuit with said current source and in circuit with both said solenoid and said first electric circuit for controlling the energization of said solenoid and said first electric circuit, a suction motor connected with the armature of said solenoid and operable to move said armature in a direction to release said contact member for movement towards its said second position under its own bias, and means for connecting said suction motor with the intake manifold of said engine.

References Cited in the file of this patent UNITED STATES PATENTS 1,875,192 Middleton Aug. 30, 1932 2,144,786 Bear et a1. Jan. 24, 1939 2,283,785 Boling May 19, 1942 2,449,338 Summersett Sept. 14, 1948 2,679,601 Hart May 25, 1954