US1248870A

US1248870A - Engine-stater.

Info

Publication number: US1248870A
Application number: US81815214A
Authority: US
Inventors: John J Kane
Original assignee: Allis Chalmers Corp
Current assignee: Allis Chalmers Corp
Priority date: 1914-02-09
Filing date: 1914-02-09
Publication date: 1917-12-04
Anticipated expiration: 1934-12-04

Description

l. J. KANE.

ENGINE STARTER.

APPLICATION man FEB. 9.. 1914.-

Patented Dec. 4, 1917.

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JOHN J. KANE, 0F MILWAUKEE, WISCONSIN, ASSIGNOR '10 ALLIS-CHALMERS MANU- FACTURING COMPANY, OF MILWAUKEE, WISCONSIN, A CORPORATION OF DELA- WARE.

ENGINE-STARTER.

Specification of Letters Patent.

Patented Dec. 4, 1917.

, are of use in starting the engines of motor vehicles.

The object of the invention is to provide an improved starter of comparatively simple design that surely and eiiiciently accomplishes the starting of an internalcombustion engine.

A further object is to provide an improved starting mechanism that presents to the operator extremely simple controlling devices which are incapable of being actuated for efiecting the starting operation, when the engine is running.

A further object is to provide a controlling mechanism for an engine starting device comprising a single operating means which is effective, through a single opera tion, to cause the actuation of the engine starting device by engine controlling mechanism, and to effectively prevent the operation of the engine starting device while the engine is operating under its own power.

A further object is to provide an improved starting device embodying a single dynamo-electric machine acting, at times, to produce current for various purposes, and insuring proper operation of this machine, at all times, as a generator or a motor.

Certain features of the invention and apparatus disclosed in this application are disclosed in applicants co-pending application 808.907, filed Dec. 22, 1913, the claims of the latter application being generic to anything that may be considered common matter of the two applications.

These and other objects are attained by this invention, the various novel features of which will appear from the description and drawing forming part of this application, which discloses one embodiment of such invention. and will be particularly pointed out in the claims.

In the accompanying drawings:

Figure 1 is.-a diagrammatic view of an engine starting device embodying the invention,'certain parts being shown in section, and the initial operating mechanism being shown in perspective.

Fig. 2 is a View in elevation of a modification of the initial operating mechanism shown in Fig. 1.

Figs. 3, 4: and 5 are views in elevation of further modifications of the initial operating mechanism and control means therefor, shown in Fi 1.

As shown in Fig, 1, an engine 4, has a flywheel 5 and a gear 6, fixed to the crank shaft 7. A clutch 8, slidable on and keyed to a shaft 9, and urged into position by a spring 13 to effectively clutch a portion of the fly-wheel 5, is adapted to transmit power from the engine to a transmission or work shaft 10, through gears 11 and 12 on the shafts 9 and 10, respectively. The clutch is adapted to be disengaged from the fly-wheel 5 by means of a. bell crank lever 14, operated through a. connecting rod 15 by a crank 16, mounted on a shaft 17. Power for operating crank 16 may be efficiently applied through an arm or pedal 18 integral with said crank. This crank is provided with an integral extension 19, for a purpose to be hereinafter described.

A dynamo-electric machine M, capable of use as either a generator or a motor, has its rotary part mounted on a shaft 21. This machine, in the form shown, is provided with both a series field winding 22 and a shunt field winding 23; although, as is obvious, any machine capable of operation as a generator and motor might be used. In the preferred operation of the starting device of this invention, the dynamoelectric machine M is connected to a battery B, which supplies energy for operating the machine as a compound wound motor to start the'engine; and, when the engine is up to speed and operating under its own power, the machine M is adapted to operate as a differentially wound generator, the shunt and series coils opposing each other, for feeding the battery B. A switch S5 is provided for the purpose of establishing the proper connections between the dynamoelectric machine M and the battery it. This switch may be of any type suitable for the purpose, and is shown as a bridging member adapted, in one position, to bridge the machine terminal Sm and battery terminal Sb, to connect the machine M as a compound wound motor for engine starting purposes, and adapted, in another position, which is the position shown in Fig. 1, to bridge the terminals Sm and S0, to establish proper controlling circuits for the dynamo-electric machine and battery circuits.

' A switch 50 is adapted to be operated by a coil 5l, connected, at times, across the terminals of the machine, to close the circuit between the machine and the battery. The circuit of this coil is closed through the switch S when the same is in normal, or enerator, position. Hence, it will be obvious that this coil may be so proportioned that the switch 50 will close when the voltage across the terminals of the machine, acting as a generator, reaches any predetermined value, such as a voltage sufficient for battery charging purposes. To improve the operation of the switch, it may be provided with a second coil in series with the circuit be-- tween the battery and the generator and effective, when the switch 50 is closed, to hold the same closed while current is flowing from the'generator to the battery, and to cause said switch to 0 en when the generator voltage is less than t e battery voltage and there is a reverse flow of current from the battery to the generator. It will be apparent that when the switch S is in the position in which it bridges the terminals Sm and Sb, the circuit of the operating coil 51 is broken, and thus the switch 50 remains in open position. It will be obvious that other arrangements may be used whereby the same effect may be secured, that is, that the circuit between the dynamo-electric machine and the battery remain open only while the machine, acting as a generator, is operating at a certain voltage, such as is suitable for charging purposes.

A gear 24 is mounted on the motor shaft 21, so as to be capable of rotation relatively to said shaft, and meshes with the gear 6 on the crank shaft 7. A clutch 25, keyed to and slidable on the motor shaft 21, is adapted to engage with a portion of the gear 24, to establish a driving connection between the motor shaft and said gear. A pinion 26 is also secured to the motor shaft.

Mounted on an intermediate shaft 27, suitably positioned adjacent both the motor shaft and the crank shaft, is a one-waydriving clutch 28, which may be loose on its shaft. The clutch comprises two parts, one part 29 being provided with gear teeth to mesh with the motor pinion 26, and the other part 30 having a pinion 31, integral with, or secured thereto, and adapted to mesh with gear teeth 32 formed on the periphery of a portion of the fly-wheel 5. This one-way clutch 28 may be of any suitable general type, and is here shown as one in which a driving connection is made between the

parts

29 and 30 when the part 29 is driven by the motor pinion 26, and there is no driving connection between the two parts when the part 30 is driven by the gear portion 32 on the fly-wheel. In the type illustrated, the gear part 29 is mounted to rotate on an integral extension of the part 30 and is held against axial movement relative thereto by a collar 33 on said extension. As illustrated, the gear part 29 is always in mesh with the pinion 26 on the motor shaft; but, as will be obvious, an arrangement in which one or both of the clutch parts are put the clutch 25 is engaged and the switch S "is in position to connect the terminals Sm and S0. The lever 41'- is actuated by a crank 43, through a rod 42. This crank 43 may, conveniently, be loosely mounted on the shaft 17, although any construction that will permit',-at times, the operation of the crank when the crank 16 is operated, will suffice. The crank 43 is provided with an electromagnet 44, the core 45 of which, in the energized condition of the magnet, is extended into thepath of the projection 19 of the crank 16. In the construction illustrated, the magnet casing is shown as being integral-with body. of the crank 43.

It is desirable that the crank 43 be operated to actuate the lever 36 and the switch S, through the bell crank 41, only when the engine is to be started. One way of accomplishing this result is to have the core 45 extended into the path of the projection 19 on the crank 16 only when it is desired to start the engine, so that the operation of the pedal 18, to unclutch the transmission shaft 10 from the engine shaft, actuates the crank 43, which in turn causes the actuation of the clutch lever 36 and switch S, against the tension of the spring 40.

As shown, the terminals of the operating coil 44 are connected to opposite sides of the battery B, and a spring pressed push-button switch 48 is inserted in this circuit 47. This switch is normally open, and-the momentarily closed circuit condition thereof is suflicient to, energize the magnet 44, so as to project the core 45 into the path of the projection 19 on the crank 16. The core is normally drawn into the magnet by the is provided with a notch 54 to recelve alever 55, urged'to notch-engaging position- That portion of the core that extends beyond the crank 43, when the magnet is energized,

by a spring 56, and limited in its notch releasing movement by a stop 155 on crank' 43. It will be obvious that this springpressed lever engages in the'notch as soon as the core is extended from the magnet,

and thus serves to hold the ,core in extended position, independently of whether the cirg' cuit of the magnet remains closed at the switch 48, or not. As a matter of fact, the

push button 48 is ordinarily relieved of op-v erating pressure almost as soon as contact ing parts are so relatively disposed that,

when the core 45 is extended into the path of the projection 19 and held insuch-position by the locking lever 55, the first portion of the movement of the pedal 18 moves the extension 58 along a cam portion of the pawl 156, moving the latter in a clockwise direction againstthe force of the spring 57 The parts are so related thatthe extension 58 clears the end of the pawl 156 before the part 19 comes into engagement with the extended core 45, the end of the pawl being thereupon swung under the extension by the spring 57. Further operation of the pedal causes the portion 19 to engage the core 45 and thus-move the crank 43 on its pivot, actuating the bell crank 41, and, through the latter, the switch S and the clutch 25.

When the engine is operating under its own power, the pedal 18 is relieved of pressure, the spring'18 acting to return the crank 16 to normal position. The pressure of the pedal operated crank 16 being removed from the crank 43, the latter is returned to normal position by the spring 40, acting through the bell crank 41 and connecting rod 42. The crank 16 having a slightly greater angular movement than the crank 43, a portion of the movement of the crank 16 must, necessarily, be independentofthe movement of the crank 43. By making the spring 57 of greater strength than the spring 56, the crank 16, on account of the'engagement of the extension 58 with the upper side of the pawl 156, first moves the holding e sion 56 force the pawl 156 in a clockwise. directionuntil the extension clears the edge of the pawl, allowing the parts to again assume the.;.position shown in Fig. 1.

A switch 62 is interposed in the circuit 47 of the magnet 44. This switch is normally in closed position and is operated to open position when the machine "M is operating as a generator. The means shown for opening this switch is a magnet 63, the circuit 64 of which isconnected across the terminals of the machine when the same is, operating. as a generator, the points of connection of this operating coil and of the coil 51 of the switch 50, being the same. The coil 63 may be of such dimensions that the switch 62 is actuated to open position as soon as any appreciable voltage is produced at the terminals of the machine. With this switch open, it will be apparent that the operation of the push-button 48 will not sufiice to operatively connect the crank 43 with the crank 16, while the engine is running, and that the'crank 16 may be operated at any time while the engine is running to actuate the clutch 8, independently of the starting mechanism.

With'the apparatus as shown in Fig. 1,

.the engine is at rest, the circuit between the dynamo-electric machine M and the battery.

Upon closure of this circuit, the magnet is energized to extend the core 45 into the position shown in Fig. 1, the core being held in this position by the engagement of the holding lever 55 in the notch 54 of the core, and this holding exists even though the switch 48- is permitted to open immediately.

()peration of the pedal 18 causes the re lease of the clutch 8, and, further, causes the extension 58 to move over the end portion of the pawl 156, and the part 19 to engage the core 45'and move the crank 43, thus actuating the bell crank lever 41 to unclutch the gear 24 from the motor shaft ,21 and operating the switch S to the position in which it closes the circuit between the battery and the dynamo-electric machine, through the terminals S7) and Sm. Energy is now furnished by the battery to cause the machine M to operate as a compound wound motor, the shunt and series fields assisting each other. It is to be noted that, in this position of the switch S, the circuits of the coils of operating magnets 51, 60 and 63, are open and, hence, there can be no operation oi the switches 50 and 62. The machine It acting as a motor, now operates the engine shaft through the pinion 26, the one-way glutch 28, and the fly-wheel gear portion hen it is apparent that the engine is operating under its own power, the pedal 18 is relieved of further pressure, allowing the spring 13 to operate the clutch 8 and to return the pedal-operated crank 16 to normal position through the bell crank 14 and connecting rod 15. As the crank 43 is relieved of the pressure of the arm 19,the spring 40 acting through the bell crank 41 and connecting rod 42, serves to return the crank 43' to its normal position and to withdraw the holding lever 55, allowing the spring 52 to withdraw the core 45 from the path of the projection 19, and the parts to return to the position shown in Fig. 1. The return movement of the crank 43, due to the action of the spring 40, also operates the lever 36 to clutch the gear 24 to the motor shaft, and returns the switch S to normal position in which it bridges the terminals Sm and S0, establishing the circuit of the operating coils 51 and 63, across the terminals of the machine M, which is now operating as a generator. The winding of the coil 51 may be such that on the production of a voltage sufiicient to efiectively charge the battery B, the switch 50 will be operated to close the circuit between the machine M, now acting as generator, and the battery B to charge the same.

As the one-way clutch 28 is of sucha type as to prevent driving of the motor shaft 21 by the engine shaft, it will be apparent that,

even though the crank 43 is not allowed to return to normal position immediately upon the starting of the engine, no damage will result to the dynamo-electric machine. As the crank 43 automatically returns to normal position as soon as the pedal 18 is relieved of pressure, it will be impossible to leave the mechanism in starting position. Further,,as the circuit of the operating magnet 44 is opened by the switch 62 immediately upon return operation of the pedal, it will be apparent that the starting means cannot be brought into operation at any time while the engine is running.

In Fig. 2 is shown a modification of the initial starting mechanism shown in Fig. 1. In this modification, the part 19 of the crank 16 is provided at its end with a transverse extension 71, and the crank 43 is provided' with a pivoted lever 72 having a hookshaped end portion 73'adapted to be moved into the path of the extension 71 on crank 19. The magnet 44is provided with a stationary core and the opposite end 74 of the lever 72 acts as an armature that is drawn into engagement, with the core on the energization of the magnet, to project the hookshaped end 73 into the path of the extension 71. The magnet 44 is shown as'being held in place relatively to the crank 43 by supports 75. A holding lever 80, having a shoulder 76 at its end, is pivoted on the crank 43, and

position.

is urged by the spring 81 to such a position that it engages an extension 79 on the lever 72 to,hold the hook-shaped portion of this lever in position in the path of the projection 71, to which position it is drawn by the magnet. The portion 73 is normally held out of the path of the projection 71 by a spring 77, and is limited in this withdrawal movement by engagement with a stop 78. The portion 19 of the crank 16 is provided with a pawl 83, urged by a spring 84 against the stop 85, to limit its anti-clockwise movement. The holding lever 80 is provided with an extension 82 in the path of the pawl 83. The connections of the circuit of the magnet 44, and the controlling switches therefor, of the device shown in this figure are similar to those shown in connection with the initial starting mechanism of Fig. 1.

As shown in Fig. 2, the parts are in the1r normal, inoperative position, such as they occupy when the motor is at rest. In starting the engine, on the closure of the circuit of the magnet 44, the lever 72 is operated, through its armature portion 74, to project the hook-shaped end 73 into the path of the projection 71 on the crank 16. This movement of the lever 72 allows the spring 81 to actuate the holding lever 80 to such a position that the shoulder 76 on the end thereof engages beneath the extension 79 on the lever 72. It will be obvious, then, that, independently of whether the circuit of the magnet 44 is open, or not, the extension 73 will be held in the path of the projection 71 on crank 16. The pedal 18 can then be operated, the first portion of the movement thereof causing a cam portion at the end of the pawl 83 to ride over the end of the extension 82, as the pawl rotates in a clockwise direction against the force of the spring 84. Continued operation of the pedal causes the proj ection 71 to engage beneath the hook-shaped portion 73, and, through this engagement, causes the actuation of the crank 43 and the operation of the clutch 25 and switch S, through the connecting rod 42, and also causes the full dis-engagement of the clutch 8.

When it is apparent that the engine is operating under its own power, the pedal 18 can be relieved of further pressure, spring 13 acting to engage the clutch 8 with the clutch portion of the fly-wheel and to return the crank 16 to its normal position. As the return angular movement of the crank 16 is slightly greater than .the return movement of the crank 43, the crank 19 is capable of a limited movement relative to the crank 43 when the latter is in its normal, inoperative During this independent move ment of the crank 19, the hook-shaped end of the pawl 83, through its engagement with the extension 82, operates the holding lever best operation of these parts, it is preferable that the spring 84 be stronger than spring 81.' Further movement of the crank 19 to its normal position allows the pawl 83 to pass off the extension 82, and. to return to the positionshown. When controlling circuits and regulating switches, such as are shown in connection with the disclosure of Fig; 1, are used with the type of starting mechanism shown in Fig. 2, it will be apparent that this startingmechan-ism-is incapable of being actuated when the engine is running under its own power.

In the form of the invention shown in Fig. 3, initial actuating mechanism of the type shown in Fi 2 is modified to the extent thatthe holding lever 80 is returned to normal position, after the starting operation, to allow the pivoted arm 72 to return to its normal position, by an electromagnet 86, the extension 82 of the lever 80 forming an armature'for this magnet. The circuit of the magnet 86 is supplied from the circuit 47, which also'supplies the circuit of the operating magnet 44 and is closed, at-times, by the switch 62, as when this switch bridges the

contacts

87 and 87". This latter bridging operation occurs when the operating coil 63 is energized in response to the action of the machine M as a generator. In response to the action of this operating coil, the switch 62 is moved to open position, and, during this movement, the switch may bridge the

contacts

87 and 87 If desirable, this movement may be retarded, as by a spring-pressed piston 88 and dash-pot 89, so that the bridging portion of the switch remains in contact with the

terminal contacts

87 and 87 for an appreciable interval of time. Energization of the magnet 86 causes the attractionof the armature extension 82 and the consequent release of the operating lever 72 and its movement to normal position. As the switch 62 is free to move beyond this circuit closing position,

it will be obvious that both the circuit of the releasing magnet 86 and that of the operating magnet 44 will be open while the engine is running under its own power.

In the modification shown in Fig. 4, means for holding the spring-pressed push-button switch closed for an appreciable interval of time, which may be approximately 20 or 30 seconds, is substituted for mechanical means for holding the core 45 extended into the path of the projection 19 on the crank 16. The contacts on the switch rod 94 may be comparatively elongated, or the switch contacts may be elongated, and the rod may be provided with a piston 95, 'Inovable in a fixed dash-pot 96. Movement of the piston into the dash-pot is unretarded, thus allowing a comparatively quick movement of the switch to closed position. A leak port may be provided in the piston 95 of such size as to retard the opening movement of the switch to any desired extent. An electromagnetically-operated latch 97 may be provided to positively prevent the actuation of the switch 48, through engagement of the latch with a projection 99 on theoperating rod 94, when the engine is operating under its own power. A convenient way of operating this latch is to connect the circuit of the latch-operating magnet to the supply circuit 64 of the switch 62. It will be obvious that the latch 97 may be used'as an alternative actuation-preventing means to the switch 62, which opens the circuit of the operating magnet 44, when the engine is started; or both the'latch-97 and the switch 62 may be. used -as a double preventive means to insure that the starting mechanism is incapablefof I actuation when the engine .is running.

In this form of initial actuating mechanism, shown in Fig. 4, the engine is ut in -operation by actuating the .pushutton switch to closed position, the retarding means being so adjusted as to hold the circuit of the operating magnet 44 closed for a period of time sufficient to enable the operator to conveniently accomplish the starting of the engine. As a matter of fact, five or ten seconds will prpbably be suflicient, but this time interval can' be made of any duration desired. On the actuation of the switch to closed position, the core 45 is ex tended into the path of the projection 19, so

that actuation of the pedal 18 will effect the operation of the clutch 8, switch Sand clutch 25. When the time interval, for which the retarding device of the switch 48 is set, which should be sufiicient to allow the motor to turn the engine over a few times has expired, .the switch 48 will open and thecore 1 45 will be withdrawn, allowing the spring 40 to return the crank 43 to initial position, and to clutch the gear 24 to the motor shaft and return the switch S to generator position. As soon as the machine M begins to operate as a generator, the latch 97 will be operated, to prevent any subsequent closing of the switch 48 while the engine is operating under its own power, andthe switch 62 -will'be operated to open the circuit of the magnet 44.

In connection with the 'form of initial starting mechanism shown in Fig. 4, it will be obvious that means other than the dashthe'engine starting operation is completed, this latch may be tripped by means associated with the switch 62 or by a separate magnet, such as the operating magnet of the latch 97, shown in this figure.

In the modification shown in Fig. 5, the circuit of the operating magnet 44 is held closed during the engine starting operation, as in the modification shown in Fig. 4. stead of providing means for holding the push-button switch 48 in closed position during the starting interval, means are provided for closing a holding shunt around the push-button switch 48. An extension of the core 45 is provided with a bridging member 102, which, in the energized condition of the magnet 44, bridges the

contacts

103 and 104 insulatedly mounted on an extension 105 of the magnet casing. It will be apparent that the switch 102 will be operated to closed position to complete a holding circuit for the magnet, as soon as the switch 48 is in closed position, and this holding circuit will remain completed even' though the switch 48 opens immediately. when the pushbutton is relieved of pressure. The core 45 will remain in extended position until the engine starting operation is completed, and the machine M, acting as a generator, is driven by the engine, operating under its own power. At this time, the switch 62 will be actuated to open the circuit 47 of the magnet 44, allowing the spring 52 to return the core to withdrawn position and to open the switch 102. Since the switch 62 remains in open position, it will be impossible to actuate the starting mechanism while the engine is running.

It will be apparent that, in all of the modifications disclosed, it is possible to accomplish the starting of the engine by a single actuation of the clutch operating pedal and a controlling device, such as a push-button, and that this controlling device need not be held in actuated position for any appreciable length' of time. Such a starting system will relieve the operator of any necessity for any further actuation of any devices to disconnect the starting mechanism from the clutch-operating pedal after the engine has been started, the performance of which disconnecting operation may be very easily neglected, which neglect may cause damage to the operating parts.

It will be obvious that, in accordance with this invention, a starting device is provided that presents no additional control features to the operator, as, for instance, on the dashboard of the vehicle which is provided with such an engine starting device, other than a single pushbutton, thus avoiding any comlication of control devices. Again, it will e apparent that there is no danger of interfering with the starting device, at any time, when the engine is running, for the only control means at hand at such time, namely, the puslrbutton, is ineflective to cause operative engagement between the clutch or other operating pedal or arm and the actuating mechanism of the starting device.

It is to be understood that it is not dedesired to be limited to the exactdetails of construction shown and described, for obvious modifications will occur to a person skilled in the art.

It is claimed and desired to secure by Letters Patent:

1. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine, means for starting said engine, and means normally inoperative and operable to mechanically associate said controlling means and said en-.

gine-starting means for dependent operation to permit actuation of said starting means on actuation of said controlling means, and means operative on a return operation of said controlling means for rendering said associating means inoperative,

said associating means being incapable of,

being rendered operative for associating purposes when said engine is running at a speed as great as that corresponding to operation under its own power.

2. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, means normally inoperative and operable to operatively associate said controlling means and said engine-starting mechanism to permit actuation of one of said parts by the other, means for causing actuation of said associating means to effective associating position, means for maintaining said controlling means and said engine-starting mechanism operatively associated, said latter means be: ing rendered inoperative upon return of said starting mechanism to normal position subsequent to its actuation for engine-starting purposes.

3. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, means for operatively associating said controlling mcans and said engine-starting mechanism whereby said engine-starting mechanism may be actuated on actuation of said controlling mechanism from normal position, and latching means for maintaining said parts operatively associated, said latching means being rendered inoperative on the return of said controlling means to normal position subsequently to its actuation for engine-starting purposes.

4. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine,

mechanism for starting said engine, means normally inoperative and operable to operatively associate said controlling means and taining said parts operatively associated,"

said maintaining means being rendered inoperative on the return of one of said parts to normal position subsequent to its actuation for engine-starting purposes. I

5. In combination, an engine, a shaft opcrable bysaid engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, electromagnetically actuated means for operatively associating said controlling means and said engine-starting mechanism to permit actuation of said engine-starting mechanism on actuation of said controlling means, and means operative to maintain said controlling means and said engine-starting mechanism operatively associated, said latter means being rendered inoperative by said controlling means on its return to normal position on the completion of the enginestarting operation.

6. In combinatioman engine,-a shaft operable by said engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, and a control device rendered operative by the momentary application of power to a portion thereof to causesaid starting mechanism to be operatively associated with said controlling means for actuation by the latter and to remain in such operative association for a period of time normally sufficient to enable said engine to attain a speed corresponding to operation under its own power.

7. In combination, an engine, a shaft 0pcrable by said engine, means for controlling operation of said shaft by said engine, means for starting said engine, and instrumentalities for causing said starting mechanism to be operatively associated with said controlling means for actuation by the latter, said instrnmentalities comprising an elcctromagnet and being rendered operative and maintained in operative position during a period normally of sufficient duration to enable said starting mechanism to cause said engine to come into operation under its own,

power by the momentary closure of the energizing circuit of said electromagnet.

8. In combination with an internal cornbustion engine, a clutch operatively' associated with said engine, means for actuating said clutch, mechanism for starting said engine, and means operable only while the speed of said engine is less than that corresponding to operation under its own power and effective to cause the operative association of said clutch-actuating means and said starting mechanism whereby said starti in" mechanism can be ut into 0 eration b said clutch-actuating means, said operative association being automatically discontinued onthe movement of said clutch actuating means to normal position subsequent to its actuation for engine-starting purposes.

9. In combination with an internal combustion engine, a shaft driven thereby, a

clutch for connecting said engine and said shaft in drlving relation, astarter for said engine comprising a motor, means biased to inoperative position and inoperable while for establishing driving relation between said motor and said engine, said associating means being rendered inoperative on the return of said actuating means to normalposition subsequent to its actuation for efi'ecting driving relation between said motor and said engine.

10. In combination with an internal combustion engine, a shaft driven thereby, a clutch for connecting said engine and said shaft in driving relation, a starting device for said engine, and mechanism for establishing driving relation between said starting device and said engine, and 'means'operable only when the speed of said engine is less than that corresponding to self-actua tion and effective to operatively associate said clutch and said echanism for dependent operation, means subsequently operative to maintain operative association of said clutch and said mechanism, said latter means being automatically rendered ineffective on the return of said clutch to normal position, and said clutch being capable of independent operation when said engine is running.

11. In combination, an engine, a clutch operatively associated with said engine, means for actuating said clutch, mechanism for starting said engine comprising a dynamo-electric machine capable of operation as a motor, a battery adapted to supply energy to said machine, ,the circuit between said battery and said machine being open when said engine is at rest, switch means effective to close said circuit, and means normally inoperative and operable only when the speed of said engine is below that corresponding to self-actuation. for operatively associating said clutch-actuating means with said switch means to cause the starting of the dynamo-electric machine as a motor on the actuation of the clutch, such operative association being automatically discontinued on the release of said clutch subsequent to such actuation thereof as causes starting of said machine. i

12. In combination, an engine, a clutch operatively associated with said engine,

' winding and a plurality of field windings and capable of operation as a generator or a motor, a battery adapted to absorb energy from or supply energy to said dynamo-electric machine, switch means normally opera tlve to connect sald machine as a generator with the circuit between the battery and the machine normally open and effective to close said circuit and cause said machine to operate as a motor supplied with energy from said battery, and means normally inoperative and operable only when said engine is at rest or' is running at a speed less than that corresponding to self-actuation for operatively' associating said clutch-actuating means with said switch means whereby said switch may be operated on actuation of said clutch, said operative association being automatically discontinued on release of said clutch actuating means subsequent to its actuation of said switch.

13. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, and means normally inoperative and capable at times of operatively associating said starting mechanism with said controlling means for actuation of the former on actuation of the latter, and means operable through momentary application of Power to a portion thereof for rendering aid associating means operative, said rendering means being inoperative when the speed of said engine is as great as that corresponding to self-actuation.

1a. In combination, an engine, a shaft operable by said engine, a clutch for controlling operation of said shaft by said engine, means for actuating said clutch, mechanism for starting said engine, and means normally inoperative and capable at times of operatively associating said starting mechanism with said clutch-actuating means for actuation of the former on actuation of the latter,

and means for rendering said associating me ns operat1ve,said rendering means being operable through momentary application of power to a portion thereof and effective to maintain said associating means operative for a period of time normally suiiicient to permit said engine to be started from rest and to attain a condition of self-actuation. I 15. In combination, an engine, a shaft operable by said engine, means for controlling operation of said shaft by said engine, mechanism for starting said engine, and means normally inoperative and operative at times to operatively associate said starting mechanism with said controlling means for actuation of one part on actuation of the other part, and electro-ma etically actuated means for rendering said associated means operative, said rendering means being operable through the momentary closure of the energizing circuit of the electromagnet and being effective to maintain said associating means operative for a period of time nornially sufiicient to permit said engine to be started from rest and to attain a speed corresponding to actuation under its own power. 7 In testimony whereof, the signature of the inventor is aflixed hereto in the presence of two witnesses.

JOHN J. KANE. Witnesses:

W. H. LmBER,

Ron. E. Snow.