US1906986A - Starter for internal combustion engines - Google Patents

Description

May 2, 1933. J. c M DONOUGH STARTER FOR INTERNAL COMBUSTION ENGINES Filed March 50 Patented May 2, 1933 UNITED STATES PATENT OFFICE JOHN C. MCDONOUGH, OF NEW YORK, N. Y., ASSIGNOR TO INSTAN-STARTER, INQ, OF DOVER, DELAWARE STARTER FOR INTERNAL COMBUSTION ENGINES Application filed March 30, 1932.

My invention relates to starters for internal combustion engines, and more particularly to improvements in the actuating means for a starter in whicha pinion splined or other- Wise mounted to have movement axially of the starting motor shaft, is enmeshed w1th the flywheel gear prior to the closing of the circuit to the starting motor.

Two types of starters for internal combustion en ines are now extensively used in automobille equipment. In one of these, the starting motor pinion is engaged with the flywheel gear as a result of the rotation of the starting motor shaft and is disengaged from said flywheel gear when it is rotated at a higher speed than the motor shaft by the engine operating under its own power. In the other type, the starting motor pinion 1s splined or otherwise slidably mounted upon the starting motor shaft and is manually shifted into mesh with the flywheel gear, the application of power to the starting motor -resulting from the engagement of the foot pedal or other manually operative actuating mechanism with an electric switch after the enmeshment of the pinion with the gear. In this type of starter, the return movement of the manually operative actuating means by a fairly powerful spring results in the interruption of the circuit to the starting motor followed by the disengagement of the starting motor pinion from the flywheel gear. The former type is generally known as the Bendix drive and the latter as the Delco starting system.

In a starter of the type in which the starting motor pinion is manually shifted into meshwith the fl wheel gear, it is necessary for the driver of an automobile to time the disengagement of the pinion from the flywheel gear in accordance with his opinion as to whether or not the engine is operating satisfactorily under its own power. If the pinion be disengaged from the gear prematurely, it is necessary to again apply starting power to the motor. If the disengage ment of the pinion with the gear be deferred too long, there is likelihood of injury to the motor. Actuation of the starting motor is a considerable drain upon the storage bat- Serial N0. 601,894.

tery or other source, and repeated'application of energy to the starting motor, particularly during cold weather, rapidly exhausts the battery. During cold weather, particularly with passenger or pleasure cars, the operating conditions are such as to normally preclude a proper recharging of the battery to meet the requirements of the running conditions of the car, so that repeated application of power to the motor in order to start the engine is particularly objectionable when the weather is cold, since under normal conditions, the battery charge is apt to be low at this time.

Various starting appliances have been devised, for use with the type of starter immediately above referred to in which the motor pinion is automatically shifted intoengagement with the flywheel gear, and the circuit from the source to the starting motor subsequently closed. In such devices, means are provided to maintain the pinion and gear in this relation until the engine is properly operating under its own power, whereupon, the circuit to the starting motor will be automati cally interrupted and the pinion willbe automatically disengaged from the flywheel gear. The mechanisms operative to disengage the pinion from the flywheel gear in such devices were acted upon by a spring, the action of which was relied upon to maintain the pinion out of mesh with the gear, so long as the engine was operating under its own power. Other parts of the device were provided so that in the event of the accidental stoppage or stalling of the engine, the pinion would immediately be re-enmeshed with the gear and a circuit to the motor would be closed.

With the above conditions in mind, I have provided a starter embodying therein means having a normal tendency to automatically enmesh the pinion of the starting motor with the flywheel gear whenever the engine is at rest, means being provided by which at all times while the engine is operating under its own power, the means normally tending to enmesh the pinion with the flywheel gear, will be brought to, and maintained, in a position to be inoperative to enmesh the pinion with the gear.

The construction of the starter is, such, however, that immediately following the stoppage of the engine, the means maintaining the pinion out of mesh with the gear will be made inoperative so as to permit the automatic re-enmeshment of such pinion and gear followed by the application of electrical energy to the motor in the manner above described.

The main difficulty with a mechanism such as I have described, is, that the source of ower available for the purpose of maintainmg the motor pinion out of mesh with the flywheel gear are not reliable under different working conditions of the engine. The

available power is adequate to impart the desired movement to the pinion to disengage it from the flywheel gear, but when fluctuation of this power occurs while the engine is operating there is always a likelihood of the acci- I dental actuation of the mechanism, particularly while the engine is running at low speeds, which may result in the stripping of gears. g

y The starter of the invention in addition to i the mechanisms for effecting movement of tatable with, and

the pinion and the actuation of the switch mechanism controlling the circuit from the source to the starting motor, embodies therein an automatically actuated latch mechanism operative upon the mechanism imparting movement to the inion while the engine is operating under 1ts own power to prevent accidental actuation of this mechanism in the event of a momentary failure of the power for actuating same, means being provided whereby. in the event of a complete stoppage of the engine, this locking mechanism may be made inoperative so as to permit a proper functioning of the device.

he invention consists primarily in a starter for internal combustion engines of the type havin a shaft, a gear carried thereby, and an inta e manifold, embodying therein a starting motor having a shaft, a pinion roslidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor. a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said v means with a normal tendency to enmesh said pinion with said gear and close said normally and open swltch, a pipe line between said device said manifold whereby said spring is a made inoperative when the engine is operating under its own power, a holding latch for making said spring inoperative, and means I operative upon'said latch, whereby it is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power; and in such other novel features of construction and combination of parts as are hereinafter set forth and described, and more particularly pointed out in the claims hereto appended.

eferring to the drawing,

Fig. 1 is a side view of an internal combustion engine embodying the starter of the invention;

Fig. 2 is an enlarged detail view, in section, of one form of starter mechanism; and

Fig. 3 is a similar view of another form of starter mechanism embodying the invention.

Like numerals refer to like parts throughout the several views.

In the embodiment of the invention shown in the drawing, the starter is shown as applied to an internal combustion engine 10, of the type having an ignition system 11, shaft 12 and. the usual flywheel 13 with its starting gear 14.

The ignition circuit, as well as one circuit of the starter system, is controlled by an ordinary manually operative ignition switch 15 of the usual construction.

Mounted adjacent the en ine flywheel 13 is the usual starting motor 1 having a shaft 18. Splined or otherwise slidably mounted upon this shaft, so as to be rotatable therewith, is a pinion 19 adapted to be moved into and out of mesh with the gear 14 by movement of the pinion along the shaft 18. Said pinion is movable on the shaft by means of a sliding collar 20 and a cushion spring 21 between this collar and the pinion 19 and connected with both. This spring is used to present jamming of the ends of the teeth of the pinion 19 against the ends of the teeth of the gear 14, and to facilitate the enmeshment of said pinion with said gear.

The energy for the ignition system 11, the starting motor 17 and other electrical appliances in and about the starting mechanlsm are derived from a source 22, an ordinary storage battery.

Between the source 22 and the motor 17 are electrical connections including conductor lines 23 and 24, included in the length of which is a normally open switch mechanism controlling the circuit to said motor. In] Figs. 1 and 2 of the drawing, I have shown one form of switch mechanism, while in Fig. 3, I have shown another form thereof. The structural differences i between the form of the-invention shown in Figs. land 2, and 3 are merely in the details of the mechanism for closing the normally open switch between the source and the starting motor. as a result of the same mode of operation of other mechanisms in the starter. The starting motor switch mechanism, shown in Figs. 1 and 2, will be described in connection with all of the other parts of the starter and the variant of this mechanism, as shown in Fig. 3, will be described later.

Referring more particularly to Fig. 2 of the drawing,-I have shown a housing of a diaphragm fluid pressure regulator formed of two dished parts 25-26 in the usual manner. Within this housing is a flexible diaphragm 27, the edge of which is firmly clamped between the parts 25 and 26 of the housing and suitably packed so as to form a fluid tight joint, at least about the edge of the housing part 25. This diaphragm is suitably reinforced at its center by plates 28 and 29, one of which as 28 carries a spring seat 30 alined with a seat 31 formed upon the part 25 of the housing Between the spring seats 30 and 31 is a compression spring 32 having a normal tendency to thrust the diaphragm 27 away from the spring seat 31; This will be more fully referred to hereinafter.

The housing part 25 is provided with a nipple 33 adapted to be connected by the pipe line 34 with the engine manifold 16, so as to utilize the subatmospheric pressure present in said manifold when the engine is operating under its own power for developing sufficient power by means of the diaphragm 27 to overcome the tension of the spring 32 and actuate means operative upon the pinion 19 so as to cause movement of this pinion out of mesh. with the gear 14. To secure the desired functioning of the fluid pressure device, including said fl-exible diaphragm, I provide the housing part 26 with a large port or ports 35 controlled by a check valve or valves shown more or less conventionally at 36. I also provide a bleed port or ports 37 in said housing part in order to secure a retardation of the movement of the diaphragm and of the action of the spring 32, to an extent to prevent accidental actuation of the starter as a result of momentary variation in subatmospheric pressure developed in the manifold while the engine is operating under its own power.

To transmit power from the spring 32, and from the diaphragm 27, to the pinion 19, I provide means, such as the rod 38, connected centrally of the diaphragm in any desired manner and with a rocking lever 39 having a forked endAO engaging the collar 20. The connecting means between the diaphragm 27 and the pinion 19 is also utilized to control the normally open switch in the circuit from the source 22 to the starting motor 17. As shown in Figs. 1 and 2, this normally open switch mechanism comprises spaced, fixed contacts 41 and 42 carried by, but insulated from, the housing part 26. The conductor line 23 is electrically connected with the contact 41, while the line 24 is electrically connected with the contact 42 and the input contact of the motor 17. Carried by the rod 38, and insulated therefrom, is a bridge contact member 43 adapted to span the gap between the contacts 41 and 42 and be brought into engagement with said contacts following the enmeshment of the pinion 19 with the gear 14.

It is well known that devices used about an automobile, which are actuated as a result of the subatmospheric pressure developed in the engine manifold, are erratic in their 'op eration, due to variable engine speeds and. diiferent settings of the control valve of the carbureter. In connection with engine'staifters, the action of devices connected with the engine manifold has been found to be souncertain and unreliable as to preclude their. use, except in connection with other devices operative upon the same part. Electro-ni'agnetic devices operated by current from a generator actuated by the engine have also been found to be unreliable because of their failure to function properly under all conditions. This has not been due to any defectsjin the starter parts, but to difficulties inherent to generator operation by engines used for furnishing power for automobiles. I H

While, with a fluid pressure actuated device, such as has been heretofore described, no dffiiculty has been experienced in developing suflicient power to shift the gear 19 into and out of mesh with the gear 14, it was found, 9 necessary to supplement the action of the diaphragm 27, in holding the pinion l9 'o'ut of engagement with said gear, by a holding latch normally operative to prevent movement of said diaphragm by the spring '32. ,.;9 and actuation of the rod 38 and lever 39in a manner to move the pinion into mesh with said gear 14 while the engine is at rest, as well as while it is operating under its own power. When such a latch is used it is es-l sential to provide means operative'the'reon I whereby the latch is automatically mad e'inoperative so as to permit the spring 32to function to actuate the rod 38 and lever 39 in the event of more than a momentary'is'ub stantial Variation in the subatmospheric pressure in the manifold, such as results from the accidental stoppage or stalling of the engine.

It is also necessary to provide means whereby, when an engine is at rest, the holding- 4 latch may be made inoperative so as 'to'permit the automatic application of energy to the starting motor when it is desired to start or crank the engine. 1

In the accompanying drawing, the holding, 1 latch is shown at 44 and is normallyforcfed into engagement with a keeper 45,,'shown"'as a shouldered recess in the rod 38, by a spring 46, The shank 47 of the holding latch 'co'ristitutes the core of a'solenoid 48 supported 3: from the housing part 26. One' terminal the winding of said solenoid is .1 connected with ground at 49, while the other terminal thereof is connected by a conductor 'lin"'50, with a fixed contact 51 carried by a casing 52 1. supported by the .housing part 251 A's's'ficiated with the contact 51 is a movable contact 53, preferably made of s ringir'netal, carried by but insulated from ti'e"casin'g52. The contact 53 is adapted to normally eii- .1.3

gage the contact 51, and is connected electrically with the ignition system 11 by a conduetor line 54.- In this manner, the circuit including the contacts 51 and 53 and the winding of the solenoid 48 is controlled by the ignition-switch 15.

Acting upon the movable contact or switch member 53 is a fluid pressure device consisting of a cylinder 55 connected with the pipe line 34 by the branch pipe 56, or in any other desired manner, with the engine manifold. Within the cylinder 55 is a reciproeatory piston 57 acted upon by a spring 58 having a normal tendency to move the piston away from the end of the cylinder connected with the engine manifold. The stem 59 of the piston is engageable with the movable contact 53 so that movement of the piston, due to subatmospheric pressure in the manifold, will separate said contacts 51 and 53, and movement of the piston by the spring 58 will permit engagement of said contacts. The cyl inder 55, at the side of the piston opposite to that ehgagement by the spring 58,1s provided with a small bleed opening 60 ensuring slow piston movement by sai spring.

In the embodiment of the invention shown in Fig. 3, the construction, arrangement and operation of parts is identical with that heretofore described, except in the respect that the co-operating contacts 41, 42 and 43 are dispensed with, and an old and well known type of constant pressure switch 61, carried by the motor 17, is used in lieu thereof, and

- this switch 61 is closed by engagement of a projection 62 on the lever 39 therewith, im-

mediately following enmeshment of the pinion 19 with the gear 14. The switch 61, like the switch 41-42 and 43, is closed as a result of movement of the rod 38 by the spring 32 acting upon the diaphragm 27, and is opened as a result of diaphragm movement induced by subatmospheric pressure developed in the manifold 16 while the engine 10 is operating under its own power.

In Figs. 1 and 2 the housing parts 25 and 26 are positioned on the engine side of the flywheel 13, while in Fig. 3 said housing is positioned upon the opposite side of the flywheel. This is a matter governed solely by engine'design and available space.

The diaphragm of the fluid pressure device may have a diameter of six inches if desired so as to assure sufficient diaphragm area to ensure the development of power under atmospheric pressure sufficient to overcome the tension of the spring 32 and at the same time move the inion 19 out of mesh with the gear 14. lilyproviding large, check valve controlled parts 35, a rapid movement of the diaphragm, after the engine has started to run under its own power, is assured, and by supplementing these parts by small bleed openings, a relatively slower movement of the diaphragm by the spring 32 is assured.

In fact, timing of the movement of the diaphragm 27 and of the piston 57 is essential to avoid accidental operation of the starter in the event of an extraordinary temporary variation in the manifold pressure while the engine is running.

The operation of the herein described starter is substantially as follows When an engine is at rest, the switch 15 is open, the contacts 51 and 53 are engaged, the spring 32 is held compressed by the holding latch .44 acting on the diaphragm 27 through the rod 38, the pinion 19 is out of mesh with the gear 14 and the circuit to the motor 17 is broken by the separation of the contacts 41, 42 and 43 (Fig. 2) or disengagement of the projection on the lever 39 from the constant pressure switch 61 (Fig. 3).

When it is desired to apply the power of the motor 17 to the engine shaft 12, it is merely necessary for the driver of an automobile to close the switch 15, thus closing the circuit to the ignition system 11 and the circuit including the contacts 51 and 53 and the winding of the solenoid 48.

As the solenoid is energized, the holding latch 44 is disengaged from its keeper 45, thus permitting the spring 32 to flex the diaphragm 27 to the left (Fig. 2) thus moving the rod 38 so as to rock the lever 39 in a manner to slide the pinion 19 along the motor shaft 18 and into mesh with the gear 14 upon the engine shaft 12. The spring 21 acts in the usual manner to aid engagement of the pinion with the gear.

Substantially simultaneously with the full enmeshment of the pinion 19 with the gear 14, the contact 43 engages the fixed contacts 41 and 42, thus closing a direct circuit from the source 22 tothe starting motor 17.

The motor 17 turns the engine over slowly, as compared with the engine speed when operating under its own power, until the charge 0 explosive mixture in some cylinder is fired by the ignition system 11, thus caus ing the engine to operate under its own power. The increased engine. speed as it thus operates creates a much greater suction in the manifold than while the motor 17 was operative in turning the engine over, particularly as the practice with good drivers is to throttle down the earbureter immediately that the engine begins to function properly.

The subatmospheric pressure thus developed in the manifold 16 evaeuates the housing between the diaphragm 27 and the housing part '25, thus causing the atmospheric pressure within the housing adjacent the part 26 to flex the diaphragm towards the spring pinion 19 out of mesh with the gear 14, thus automatically disconnecting the motor 17 from engine shaft 12.

' The development of subatmospheric pressure in the manifold 17 will also evacuate the end of the cylinder 55 in which the spring 58 is seated, causing movement of the piston 57 under atmospheric pressure to an extent to separate the contacts 51 and 53, thus interrupting the circuit including the winding of the solenoid 48 and de-energizing said solenoid so as to permit the spring 46 to force the holding latch 44 into engagement with the keeper 45. 4

Accuracy in the timing of the actuation of the diaphragm 27 and of the contacts 51 and 53 is unnecessary, since the diaphragm will occupy substantially the same position for a considerable period immediately following the starting of the engine, and the release of the holding latch may occur at any time during or immediately followingthe diaphragm movement.

Theoretically, there should be little variation in the pressure in the manifold while an engine is operating under its own power. Actually, there is wide variation in such pressure, due in part to changes in the position of the carbureter throttle valve and in part to running conditions of the vehicle. These pressure variations, however, are generally only momentary. By using a holding latch, operative to hold the spring 32 under tension while the engine is running, enmeshment of the pinion 19 with the gear 14 is prevented so long as the engine is operating.

By using small bleed openings in the housing part 26 and the cylinder 55, a slow movement of both the diaphragm 27 and piston 57 is assured, and by properly calibrating these openings, the time interval before the contacts 51 and 53 can engage each other, may be so determined as to normally exceed the greatest interval of pressure variation, but should this interval of pressure variation exceed normal expectancy and the contacts 51 and 53 actually close the circuit to the solenoid winding, the retardation of the movement of the diaphragm would afford additional time suflicient to avoid such movement of the pinion 19 as would cause it to engage the gear 14.

In a combination of parts as above described, likelihood of the accidental actuation of the automatic starter, as a result of un avoidable "ariation in the power source for moving the starting motor'pinion into mesh with the engine shaft gear, is reduced to a minimum, and yet this source may be effectively used to move the pinion out of mesh with the gear. It will be noted that the holding latch 44 is mainly relied upon to prevent such accidental actuation, and that this latch is operative to hold the tension of the spring 32 at all times excepting when the circuit controlled'iby the contacts 51 and 53 is closed by the ignition switch 15, or by the engagement of said contacts as a result of a failure of the subatmospheric pressure in the engine mani fold, which ordinarily will occur only upon the full stoppage or stalling of the engine.

It is not my intention to limit the invention to the precise details of construction shown in the accompanying drawing, it being apparent that such may be varied without departing from the spirit and scope of the invention.

Having described the invention, what I claim as new and desire to have protected by Letters Patent, is

1. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, and an intake manifold embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said means with a normal tendency to enmesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inoperative when the engine is operating under its own power, a holding latch for making said spring inoperative, and means operative upon said latch, whereby it is made inoperative upon the accidental stoppa e of the engine, and is made operative while the engine is at rest or operating under its own power.

2. A starter for internal combustion engines of the type havinga shaft, a gear car.- ried thereby, and an intake manifold, embodying therein a starting motor havin a shaft, a pinion rotatable with, and slida le upon, said shaft, a housing, a flexible diaphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a cooperating contact carried by said rod, between said source'and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold Whereby said spring is made inoperative when the engine is operating under its own power, a

holding latch for making said spring 1noperative, and means operative upon said latch, whereby it is made inoperative upon the accidental stoppage of the engine, and

is made operative while the engine is at rest or operating under its own power.

3. A starter for internal combustion en-- gines of the type having a shaft, a gear carried thereby, and an intake manifold, embodying therein a starting motor havin a shaft, a pinion rotatable with, and slida 1e upon, said shaft, a source, circuit forming connections, including a normally open operative when the engine is operating under spring operative upon said means with a normal tendency to enmesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inits own power, means whereby said fluid pressure device is permitted free action in one direction against the tension of said spring, and action of said spring upon said device in the opposite direction is retarded, a

holding latch for making said spring inoperative, and means operative upon said latch, whereby it is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under it own power.

4. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a housing, a flexible diaphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a co-operating contact carried by, said rod, between said source and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold whereby said spring is made inoperative when the engine is operating under its own power, said housing having a large check valve controlled port, and a bleed port on one side of said diaphragm, whereby said diaphragm is permitted free action against the tension of said spring, and its action by said spring is retarded, a holding latch for making said spring inoperative, and means operative upon said latch, whereby it is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or'operating under its own power.

5. A starter for internal combustion'engines of the type having a shaft, a gear car ried thereby, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said means with a normal tendency to enmesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inoperative when the engine is operating under its own power, a keeper upon said means actuated by said fluid pressure device, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power, and means co-operating with said last named means whereby said latch may be made inoperative when the engine is at rest.

6. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an ignition system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said means with a normal tendency to enmesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inoperative when the engine is operating under its own power, a keeper upon said means actuated by said fluid pressure device, a holding latch cooperating with said keeper, a spring normally operative to engage said latch with said keeper, an electro-magnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controlling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, and means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative While the engine is at rest or operating under its own power.

7. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an ignition system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said means with a normal tendency to enmesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inoperative when the engine is operating under its own power,

a keeper upon said means actuated by said fluid pressure device, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, an electro-magnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, a fluid pressure motor, connections between same and said normally closed switch mechanism, and a pipe line between said fluid pressure motor and the engine manifold, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power.

8. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidab e upon, said shaft, a housing, a flexible diaphragm mounted therein, arod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a co-operating contact carried by, said rod, between said source and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold whereby said spring is made inoperative when the engine is operating un der its own power, a keeper upon said rod, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power, and means co-operating with said last named means whereby said latch may be made inoperative when the engine is at rest.

9. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actu ated thereby and operative upon said pinion and said normally open switch, a spring op- 'erative upon said means with a normal tend ency to enmesh saidpinion with said gear and close said normally open switch, a pipe line between saiddevice and said manifold whereby said spring is made inoperative when the engine is operat ng under its own power, means whereby said fluid pressure device is permitted free action in one direction against the tension of said spring, and action of said spring upon said device in the opposite direction is retarded, a keeper upon said means actuated by said fluid pressure device, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power, and means co-operating with said last named means whereby said latch may be made inoperative when the engine is at rest.

10. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a housing, a flexible diaphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and co-operating contact carried by, said rod, between said source and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold whereby said spring is made inoperative when the engine is operatingunder its own power, said housing having a large check valve controlled port. and a bleed port on one side of said diaphragm, whereby said diaphragm is permitted free action against the tension of said spring, and its action by said spring is retarded, a keeper upon said rod, a holding latch co-operating with said keeper, :1 spring normally operative to engage said latch with said keeper, means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power, and means co-operating with said last named means whereby said latch may be made inoperative when the engine is at rest.

11. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an ignit on system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a housing, a flaxible d aphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a co-operating contact carried by said rod, between said source and said motor, a spring acting upon said diaphragm, a p1pe11ne between said housing and said manlfold whereby said spring is made inoperative when the engine is operating under its own power, a keeper upon said rod, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, an electro-magnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controlling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, and means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power.

1.2. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an ignition system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a source, circuit forming connections, including a normally open switch, between said source and said starting motor, a fluid pressure device, means actuated thereby and operative upon said pinion and said normally open switch, a spring operative upon said means with a normal tendency to emnesh said pinion with said gear and close said normally open switch, a pipe line between said device and said manifold whereby said spring is made inoperative when the engine is operating under its own power, means whereby said fluid pressure device is permitted free action in one direction against the tension of said spring, and action of said spring upon said device in the opposite direction is retarded, a keeper upon said means actuated by said fluid pressure device, a holding latch cooperating with said keeper, a spring normally operative to engage said latch with ,said

vkeeper, a spring normally operative to engage said latch with said keeper, an electromagnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controlling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, and means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power.

13. A starter for internal combustion engines of the type having a shaft, a gear carried thereby, an ignition system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with,

and slidable upon, said shaft, a housing, a flexible diaphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a co-operating contact carried by, said rod, between said source and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold whereby said spring, is made inoperative when the engine is operating under its own power, said housing having a large check valve controlled port, and a bleed part on one side of said diaphragm, whereby said diaphragm is permitted free action against the tension of said spring, and its action by said spring is retarded, a keeper upon said rod, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, an electromagnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controlling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, and means responsive to engine operation, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating underits own power.

1.4. A starter for internal combustion e11- gines of the type having a shaft, a gear carried thereby, an ignition system, and an intake manifold, embodying therein a starting motor having a shaft, a pinion rotatable with, and slidable upon, said shaft, a housing, a flexible diaphragm mounted therein, a rod connected with said diaphragm, a rocking lever connected with said rod and operative upon said pinion, a source, circuit forming connections, including fixed contacts adjacent, and a co-operating contact carried by, said rod, between said source and said motor, a spring acting upon said diaphragm, a pipe line between said housing and said manifold whereby said spring is made inoperative when the engine is operating under its own power, said housing having a large check valve controlled port, and a bleed port on one side of said diaphragm, whereby said diaphragm is permitted free action against the tension of said spring, and its action by said spring is retarded, a keeper upon said rod, a holding latch co-operating with said keeper, a spring normally operative to engage said latch with said keeper, an electromagnet having a winding operative upon said latch, a normally closed switch mechanism, a manually operative switch controlling said ignition system, circuit forming connections, between said source and the winding of said electro-magnet, including therein said normally closed switch mechanism, said manually operative switch and said winding, a fluid pressure motor, connections between same and said normally closed switch mechanism, and a pipe line between said fluid pressure motor and the engine manifold, whereby said latch is made inoperative upon the accidental stoppage of the engine, and is made operative while the engine is at rest or operating under its own power.

In witness whereof I have hereunto aflixed my signature, this 28th day of March, 1932.

JOHN C. MGDONOUGH.

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