US1792583A - Engine-starting system - Google Patents

Description

Feb. 17, 1931. J, Goop 1,792,583

:ENGINE STARTING SYSTEM Filed June 29, 1928 2 Sheets-Sheet l lNvENToiz Feb. 17, 1931. J. GOOD ENGINE STARTING SYSTEM Filed June 29, 1928 2 Sheets-Sheet I;

INVENTOR Patented Feb. 17, 19391V UNITED STATES PATENT OFFICE JOHN GOOD, F GARDEN CITY, NEW YORK, ASSIGNOR TO AUTOMATIC MOTOR STOP AND START, INC., OF NEW YORK, N. Y., A CORPORATION OF NEW YORK ENGINE-STARTING SYSTEM Application led June 29,

The object of the invention is to improve the engine starting systems of automobiles and includes the organization of the starter mechanism in such a Way that the physical effort required of the driver to set such mechanism in action is opposed by a counterpressure while the engine is liring or is being driven by the momentum of the automobile, thereby providing certain advantages hereinafter made toappear. The invention also includes improved starter mechanism particularly suited for obtaining the result ystated and so organized as to guard against accidental operation thereof when the engine is x firing, or being driven as stated, as well as to provide other advantages having to do with simplification and improvement of the starting process, all as herein ydescribed. and exemplified vin the accompanying drawings.

Fig. 1 shows part of a conventional auto` mobile power plant having the invention applied,

Figs. 2 and 6 larger scale views of one form of starter switch,

Figs. d and 5 the application of the invention toa diflerent type of starting mechanism,

Fig. 6 an end view of the showing of Fig. 5, certain elements being omitted for clearness, and

Fig. 7 illustrates a modified form.

The power plantf illustrated in Fig. 1 includes an engine 1 and a carburetor 2 con nected therewith by intake 3. `As will be understood, the connection of the engine land running gear is controlled byfa clutch en; closed in housing l and operated by a pedal lever 5 which extends through the dash into the operators compartment. The engine is started by means of an electric motor 6 which when energized is automatically connected with the engine vas by a so-called Bendix or self-engaged drive. The circuit of the motor, represented by cables 7, includes a storage battery (not shown) and an operators switch 8 which may occupy its customary position on the dash but which is preferably located, v

as shown, for operation by an abnormal stroke of the clutch lever i. e. by a further throw of the lever after the same has been moved to disconnect the engine and running 192s. seran 110.289,314.

gear. An arrangement of this generalcharacter is illustrated and described in my copending application Ser. No. 272,559, liled April 24, 1928. y

Referring .to Figs. 2 and 3 which illustrate the preferred form of one type of starter switch unit, a casing 9 encloses a pair of in sulated contacts 10 which are connected with binding posts 11. One side of the casing has an extension 12 for the switch plunger 13 which carries the bridge piece 14 at its lower end and at its upper end is riveted to a cap 15 which telescopes over extension 12. A- second or cushion cap 16 is fitted over cap 15 and normally urged away from it by spring 17 outward movement of cap 16 being limited by the in-turned lips 18 confined to slots 19 in cap 15. Switch spring 20 holds the plunger in its open-circuit position. At the other side of casing 9 a block 21 supports a cup member 22 having its outer end closed-by a flexible diaphragm 23 and cover 24. rlhe enlarged head25 of a piston member or stem 26 engages the diaphragm, the stem 26 being longitudinally movable in block 21 and terminating adjacent the end of the switch plunger. The switch may be supported by bracket 27 secured directly to the steering column or otherwise mounted to suit the conditions in hand. As shown it lies in the path of the.

clutch pedal lever at or beyond the limit of its normal stroke, when used for declutching but in position to be engaged and depressed by such lever on a further depression, thus to `close the circuit of the starting motor whichjin the case in hand, is all that is required to crank the engine.

The diaphragm chamber is subject to the I suction of the engine by way of pipe 29 connected to the intake 3 above the throttle 30. While the engine is being cranked by the starting motor, `the suction effect in the intake is too feeble to produce an appreciable operation of the diaphragm23but as soon astheengine fires and becomes self-actuating the immediate increase of the intake suction sucks in the diaphragm to the position shown, causing the v\stem 26 to push the switch plunger to its open 'position overcoming such pressure as the driver normally uses for closmg the starter switch and such switch is accordingly opened, bringing the starter motor to rest. The upward movementvof the switch plunger under the operators foot serves to inform him that the engine is started, a factnot always easily determined, particularly in traic where the noise of the surrounding vehicles makes it difiicult to hear. if the engine is running, and obviously the immediate opening of the switch saves the battery, by limiting the discharge period to that actually required to start the engme.

When the engine is running, which term is intended to include the driving of the engine by the vehicle at all speeds above that corresponding to idling as well as normal combustion operation, the engine suction maintains the diaphragm and its stem in their switchopposing position (Fig. 2) so that cap 16 and cap 15, sustained by the suction, constitute a, bumper device which serves to limit the normal-clutch stroke, thereby avoiding inadvertent closing of the starter switch.

It will be apparent, therefore, that I have provided a starter switch adapted to be manually closed and automatically opened in opposition to the closing pressure. By reason of this fact spring` 20 need only be strong enough to hold the plunger in its open-circuit position, when the engineis at rest, and accordingly the switch closing movement of the clutch lever to start the engine is subject to practically no resistance other than the usual clutch spring, the starting act being thus accomplished more easilyI and with less pressure than in existing starter systems Avhere the switch incorporates a'heavy spring. Spring 17 is stronger than spring 2O and together with cap 16 formsl a cushion against which the starter switch is held closed, it being-easier to maintain a steady foot pressure on a yield- 'ing switch than on a rigid one. Ordinarily therefore spring 20 yields when kpressure is applied to cap 16-and spring 17'yields, as a cushion, only after the switchhas been closed.

In Fig. 2, IA have also shown a safeguard against the possibility that, under certain conditions, the suction developed'by the cranking of the engine, prior to its firing, may be sufficient to operate diaphragm 23.: The larger the diaphragm the greater is its" tendency to respond to cranking suction. As illustrated, `the device comprises a reed valve 31 which overliesa hole 32 in the wall of the diaphragm chamber and is so sprung that under any degree of suction likelyv to be produced by electric motor rotation of the engine, it vents the chamber to atmosphere but is weak enough to be sucked closed by the stronger suction developed as soon as the engine fires, so that when the engine becomes self-actuating, hole 32 is closed and the full suction effect applied instantly to the diaphragm to operate the same in the manner described.

In Figs.4, 5 and 6 the invention is shown applied to starting mechanism of the so-called positive-type which is well-known and in which a part of the starting mechanism is moved by the operator, to connect the motor to the engine, coincidently with the closing of the starting circuit. The starting motor 33 drives a countershaft 34 on which slides a driving unit consisting of a clutch collar 35, which is splined to shaft 34, and a loose, overrunning starting pinion 36 which is connected Y to the clutch collar by drive spring 37. The collar is embraced by yoke 3S rigidlyv secured to rock -shaft 39 (Fig. 6) which is moved as hereafterdescribed to slide the driving unit from the idle position shown in Fig. 4 to the driving position shown in Fig. 5 in which pinlion 36 is meshed with the fly-wheel teeth the sliding of the drive unit entails, as comf pared with that of the switch plunger, the starterv switch andthe suction-operated control may be mounted separately, as shown, the latter preferably consisting of a suction cylinder and a piston having a stroke suitable to accommodate this larger movement. For this purpose cylinder 45 is secured to the starter motor casing and connected with the intake by pipe 46 as in the form of Fig. 1. The piston rod 47 of piston 48 is adapted to be engaged by the upper 'end of arm 44 and motor switch 49, also secured to the motor casing, is adapted to be engaged by a thrust screw 50 carried by arm 44. This switch 49 may be similar to that above,described, omit-y ting the suction chamber and diaphragm stem, or it may be any other form of switch normally held open by a spring.

When arm 44 and shaft 39 are rocked by Lthe depressed clutch pedal, from the position of Fig. 4 to that of Fig. 5, the drive pinion 36 is engaged with the flywheel teeth, as above described, and switch 49 is closed by the engagement of screw 50 therewith. The timing of the closure of the switch relative to the engagement of the pinion and flywheel is accomplished by the adjustment of screw 50 and is preferably such that the pinion is in substantial driving engagement with the flywheel teeth or ready to enter them, before the motor is energized. As soon as the engine lires, pinion 36 over-runs its shaft as will be understood, and the increased suction of the engine incident to its self-actuation pulls piston 48 from the left hand to the right hand end of cylinder 45 so that the piston rod, engaging the upper end of varm 44, pushes the latter back to the position of Fig. 4, against the pressure imposed by the operators foot, thereby disengaging the starting motor from the engine and permitting the switch toopen under the iniuence arm 44, is opposed by piston rod 47 (Fig. 4)

1 sustained by the intake suction acting to hold the piston in the position shown, thereby constituting a yielding bumper-limit device and .serving to guard against accidental operation of the starter but permitting such operation when intended. If the engine is at rest, movement of the clutch lever beyond its dotted line position, acts through pin 5l and rod 42 to rock arm 44 and shaft 39 with the eHect already described.

' rod.

If theoperator withdraws the clutch pedal before the engine fires, the initial part of its return movement is without effect on the starting mechanism since the lever will not pull the arm 44 back to its normal position until pin 5l strikes the other end of its slot. The switch spring alone is ordinarily not strong enough to withdraw the driving unit against the friction of the then engaged pinion and Hywheel teeth, so that during the time'required for the pin to reach the end of its slot, the starter mechanism remains in action. The effect is thus automatically to increase the cranking period by the time interval requisite for the pin to reach the end of the slot and so lessen the possibility of the Aengine failing to start as a result of only a momentary pedal depression. The pin and slot connection is so organized that the pin engages the end of the slot positively to return arm 44 and render the "starter inoperative before the clutch lever reaches its clutch engaging position, so that there is no danger of the engine and running gear being connected while the starter is in operation.

'lhe spring 53 appearing in Figs. 4, 5 and 6 is employed to assist the return of the arm 44 after it has been started back by the piston It is connected between a fixed stud 54 and the end of pin 43 (Fig. 6) and holds practically a dead center position with relation to pivot axis 39 when the arm is in its circuit closing position (Fig.k 5) so that it exerts little or no restoring pressure at this time but is available to throw the parts back smartly as-soon as started. Obviously this spring could, if desired, be so connected as to restore the parts immediately on removal of the foot pressure. It will be observed that the resistance which it opposes to the switch closing movement of the clutch pedal decreases as such movement progresses, that is to say, the spring moves towards its deadcenter position and thus does not materially increase the effort necessary to engage the pinion and iiy-wheel teeth fand close the starter switch. In any event, and whether or not the return spring 53 is used as preferred, or not at all, the piston rod acts to exert a counter-force in a direction against the pressure exerted by the driver as soon as engine becomes lself-actuating, and thus guards against inadvertent actuation of the starter mechanism while the engine is running, as in the form first described.

' Within the principle of the invention, it will be seen that the particular means whereby the counter-force is produced and made effective on the starter mechanism is not vital to the attainment of the general object of the invention, since that object is merely to exert a suitable counter-force when the engine is running, which force preferably (as in the forms of the invention here illustrated) becomes effective immediately upon the starting of the engine thereby providing the further advantage that the operator i's denitely apprised of the fact that the engine is running. The counter-force or increased resistance by which closure of the starting circuit is opposed while V the engine is running may be derived from or rendered effective by any of the variable functions of the engine, other than the intake suction, and such as have been heretofore proposed for the control of starting systems;

that is to say, the pressure of the cooling, oiling or exhaust systems, or electrical pressure from the engine generator, all of which attain a definitely higher value when the engine is firing than when itis simply being cranked by the starting motor. The utilization of the engine suction as the source of the counterforce offers particular advantages having to do with convenience, cost of manufacture and reliability of action as has already been made apparent, on which account it is preferred.

The suctioneifect in the intake, with the engine running, is ordinarily ample for the operation of the invention, but in certain conditions it is possible that proper functioning may be interfered with. For example, if the driver opens the engine throttle at a time when the diaphragm or piston is intended to be exerting its counter-pressure, such opening causes a temporary reduction in the intake suction, that is to say, untilthe engine accelerates in response to the throttle opening. This i/sonly a matter of a second or two but the reduction may be suhcient to destroy the ef'- fective bumper function so that without increasing the effort with which the clutch lever is being held down, the driver may inadvertently depress it further and close the starter switch, the engine being in operation. Fig.

j ection.

It consists of a valve box 55 inserted in the suction line with its interior 56 open to the intake by way of pipe 57. The suction effect of the engine is transmitted to pipe 46by way of passage 58, vent 60 and ball or like valve 61 serving to relieve the cylinder of the cranking vacuum and to close as soon as the engine lires. This valve operates in asimilar manner to the reed valve 31 shown in Fig. 2. In'addition, however, passage 58 is controlled by a ball or other valve 59 so loaded as to resist a vacuum of say four 'orlive inches of mercury in the intake but to open under greater vacuum. This loading is ample to ensure prompt closing of passage 58 to maintain the vacuum condition of cylinder 45 under the temporary low vacuum condition above referred to. When the engine comes to rest the vacuum condition of pipe 46 and cylinder 45 is relieved by leakage through a bleed or by-pass 62 around valve 59 so that ball '61 is permitted to fall and so restore the system ready for the next starting operation.

By varying the size of the by-pass any'desired atmosphere to the intake by way of passage 60 unless the intake suction exceeds the. four or ,y five inches of mercury required to lift ball 59. This is important in that under low vacuum conditions, as in cold weather when the cranking speed is low and `when with the choke closed a suction of only about two inches of mercury is developed, the presence of vent 60 might be suiicient to interfere seriously with or even prevent the engine starting. Ball 59 therefore serves not only to close off cylinder 45 but also, to delay the action of vent 60 until theengine suction is high enough to be in-- sensible to it. A further function of ball 59 is to prevent the pressure of a back-lire from being transmitted to piston 48.

In the modified form of Fig. 7, an extension y -gine de velops is relatively low.

I claim: 1. In an automobile the combination of an engine, a clutch' lever, a starter and a circuit therefor having a switch organized for closure by an abnormal declutching movement of said lever, and means operated by a variable function of the engine to open said switch against theclosing pressure applied by said lever.

2. In an automobile the combination of an engine, ay starter and a circuit therefor` having a switch adapted for manual closure and means responsive to the firing condition of the engine for applying a counter-force to the closing pressure manually applied to said switch.

3. A starting system comprising the combination of an engine, an electric starting motor therefor, a motor circuit having a switch adapted to be manually closed to start said motor and means operated by a variable I function of the engine adapted to overcome the manually'applied switch closing pressure.

4.. ln an automobile the combination of an engine, a starter, a circuit therefor, a switch in said circuit including a movable contactmaking member, a spring urging th'e same toward its open position and engine-operated means for moving said member towards said open position.

5. Inan automobile, the combination of an engine, a starting motor, a starter circuit, a switch therefor including a contact-making member, and means controlled by a variable function of the engine producing two degrees of resistance to the circuit-closing movement of said member.

6. In an automobile the combination of an engine, a starter circuit, a switch therefor having an operating member adapted for manual depression, two means for returning said member and means whereby only one 'of said means is active when the engine is dead.

7. In an automobile, the combination of an engine, a clutch lever, a starter having a controlling switch adapted for operation as the result of an abnormal declutching movement of said lever and means responsive tothe lirin condition of the engine acting to return said lever substantially to the limit of its normal de'clutching stroke.

8. In an automobile, the combination of an engine, a clutch lever, starter mechanism includingcontacts adapted tobe closed by an abnormal declutching stroke of said lever a. plunger member adapted to bedepressed by such abnormal stroke and engine-operated means for returning said plunger with sufficient power to overcome the ordinary pressure of said lever.

9. In an automobile, the combination of an engine, a clutch lever and mechanism organized for operation by an abnormal declutching stroke thereof, including a bumper member located in the path of the clutch lever Aand opposing a ielding resistance to movement thereof an means operated by a variable function of the engine to increase said resistance.

10. ln an automobile the combination af an engine, a clutch lever and starter mechanism located :tor operation by an abnormal declutching stroke thereof including a bumper member limiting the normal declutching stroke and automatic means :tor varying the resistance opposed by said member to lever movement beyond such limit according as the n engine is or is not running.

till

11. ln an automobile the combination of an engine, a clutch lever, a device to limit the normal declutchingpstroke thereof and suc tion means operative to increase the limiting resistance opposed by said device in response to running of the engine.,

l2. lln an automobile the combination .of an engine, a clutch lever, a starter mechanism located for operation by an abnormal declutching stroke including a switch, means operated by the engine to cause the opening of said svvitch and control means permitting or preventing4 operation ot said first means according as the engine is or is not running.

13. ln an automobile, the combinationot an engine, a cranking motor and a starter switch therefor, manual means ier closing said switch, mea-ns operated by a variable function oi the engine to positively open said switch When the engine is tiring and a device to render said means inedectual While the engine is driven only by said cranking motorB la. an automobile the combination oi .an engine, a fuel intake thereto, a cranking motor and a starter svvitch therefor, man ual means tor closing said switch, means operated by intake suction to cause the opening oi said svvitch when the engine is idring and a device to render the intake suction substantially ineffective on said switch opening means during cranln'ng of the engine.

l5. ln an automobile the combination as set forth in the preceding claim, in which said device comprises a valve adapted to be closed only by the suction incident to enginetiring. i

16. ln an automobile the combination of an engine, intake and a throttle controlling the same, engine-starting mechanism adapted for manual operation, means operated by the intake suction tor exerting a counter- `torce against such manual operation and means preventing decrease oi the suction which acts on said means when the throttle is opened.

l?. ln an automobile, the combination of an engine, a clutch pedal, a starter system having a controlling member so related thereto as to be operated only by an abnormal depression ot the pedal and including a switch and starter pinion respectively closed and brought into engine-cranking position by the use of said member, a device adapted to exert a counter-pressure on said member suhcient to cause the opening of said switch and the return of said pinion and means whereby said device is operative only when the engine is running.

1 8. In an automobile, the combination of an engine, a starter system having a controlling member to be manually-moved to its enginestarting position, said member adapted to retain such position independently of manual pressure and means for returning the member to normal position When the engine tires.

19. In an automobile the combination of an engine, a starter system including a starter circuit and a starter pinion adapted to be automatically engaged with the engine to drive the same When the circuit is energized, a member to be manually moved tov close said circuit and means to return said member against its closing pressure in re spense to engine-firing.

20. ln an automobile the combination oi an engine, a starter system including a controlling member to be manually moved to engine starting position, a switch and starter pinion respectively closed and brought into engine-cranking position by such movement oi the controlling member and means responsive to engine-tiring to restore said switch and pinion to their inoperative positions,

2l. ln an automobile, the combination of an engine, a controlling member for manual operation to start the same and means 'tor exerting' a counteriiorce against such manual operation in response to running ot the engine, including a lever adapted to increase the mechanical advantage ot said countertorce and transmit the same to said controlling member.

2% lin an automobile, the combination oi an engine, intake, a starter arranged tor manual manipulation to start the engine, a suction device organized to oppose a counterpressure to suchmanual manipulation vvhen the engine hres, a suction line connecting said device with the intake, and a valve in said line closing1 towards said device and loaded so as to close when the intake suction falls belovvv a predetermined value.

23. The combination set forth in the preceding claim including means effective after a predetermined interval to relieve the vacuum condition resulting from the closure of' the valve, said means comprisingl a restricted inlet to said line intermediate the valve and the suction device.

lin testimony whereof, l have signed this specification.

JOHN GOD.

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