US2016417A

US2016417A - Control apparatus for internal combustion engines

Info

Publication number: US2016417A
Application number: US605893A
Authority: US
Inventors: John B Dyer
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1932-04-18
Filing date: 1932-04-18
Publication date: 1935-10-08
Anticipated expiration: 1952-10-08

Description

Oct. 8, 1935. J. B. DYER 2,016,417

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES Original Filed April 18, 1932 2 Sheets-Sheet 1 I L y (,2 E 5/ 54 la gEW J. B. DYER 2,016,417

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES Original Filed April 18, 1932 2 SheetsSheet 2 Oct. 8, 1935.

?atented Get. 8, 1935 UNlTED STATES- CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES John B. Dyer, Pendleton, Ind., assignor, by mesne assignments, to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application April 18, 1932, Serial No. 605,893 Renewed July 27, 1934 37 Claims.

This invention relates to control apparatus for internal combustion engines, particularly those of automotive vehicles and particularly to the starting apparatus for such engines and controlling devices therefor.

This object is accomplished according to the. present invention by the provision of an auxil iary motor having a circuit independent from that of the starting motor which operates a centrifugal device that is effective, first, to engage the driving pinion with the flywheel gear, then.

to close the switch of the starting motor and subsequently to the beginning of the operation of the engine under its own power, to open said switch and effect disengagement of the pinion.

This invention is equally useful when the circult of the auxiliary motor is controlled by a manually operable switch, or is controlled substantially automatically so that the auxiliary motor becomes effective to restart the engine whenever the latter accidentally stalls during" operation of the vehicle. I

Further objects and advantages of themesent invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred embodiment of one form of the present invention is clearly shown.

In the drawings:

Figure l is a wiring diagram showing the present invention in a circuit controlled substantially automatically;

Figure 2 is asimilar view showing a manually controlled circuit;

Figure 3 is an enlarged detail partly in sectlon showing the starting motor, the auxiliary motor and parts operated thereby;

Figure 4 is a section on the line 4-4 of Figure 3; and

,iFigure 5 is a detail view partly in section of a connection between the centrifugal device and mechanism operated thereby.

In the drawings the engine is represented by the flywheel gear 20, adapted to be engaged by the pinion 2| connected to one member of a one way roller clutch 22 the other member of which is connected with a longitudinally splined shaft 23 driven by the electric starting motor 24. One end of the starting motor shaft is suitably journaled in a bushing 25 having a flange 26 to receive the end thrust of the pinion, the bushing 5 being mounted in a protecting housing 21 secured in any suitable manner to the starting motor.

The pinion is moved to the right in Figure 3 to engage the pinion 2| with gear 20 bya level In 28 pivoted on a stud 29 secured in the housing 21 and having a yoke 30 at its lower end provided with pins 3i, engaging the groove in a grooved collar 32 slidable on sleeve 33 splined on the shaft 23 and secured to one member of the 15 roller clutch 22. Surrounding the sleeve between the collar and the clutch member, is a helical spring 34 which operates in a manner, to be described later, to effect engagement of the pinion and flywheel gear when in movement of the 20 pinion toward its gear-engaging position its teeth abut those of the flywheel gear.

At its upper end the lever 28 has a slot 35 engaging a pin 36 received in the bifurcated end 31 of a sleeve 38, slidably and rotatably mounted 25 on the armature shaft 39 of a small auxiliary motor 40 which although shown as a shunt motor may just as well be of the series type. The shaft 39 is journaled in ball bearings 4|, received in the ends of the motorhousing, one of such bearings being shown in Figure 3. A sheet metal housing 4Ia is secured by screws to the end of the motor housing and contains the centrifugal device employed to shift the sleeve 38 and other mechanism described later.

The sleeve 38 is connected in any suitable way to the inner member 42 of a ball. bearing, the. outer race 43 of which is received within a cupshaped member 44 slidable on the shaft 39 and 'pivotally connected to a plurality of links 45 40 which are also connected pivotally to weights 46, pivotally connected by links 41 to a collar 48 secured by a pin 49, to the shaft 39 so as to be rotated therewith and fixed thereon. 0n operation of the motor 40 rotation of the shaft 39 causes 45 the weights 46 to move outwardly due to centrifugal force moving the member 44 to the left and overcoming the pressure of the compression spring 50, which when the motor is not opera.- tive holds the parts in the position shown in the 50 drawings, and surrounds the shaft 39 between the member 44 and collar 48, the force of this spring being moved to effect disengagement of the pinion 2 I from the gear 20 when the engine is started. This movement of the member 44 pulls the sleeve 33 to the left and rocks the lever 28 in a counterclockwise direction, moving the collar 32 to the right and through the medium of spring 34 carrying the sleeve 33, the clutch assembly 22 and pinion 2| to the right.

If the gear 20 and pinion 2| are in such position that the teeth properly engage, the pinion is moved directly into engagement with the gear without resistance and before the closing of the switch of the starting motor. It, however, the teeth of the pinion abut those of the flywheel gear, movement of lever 28 will compress the spring 34, until the further movement of said lever closes the switch of the starting motor in a manner afterward described, whereupon the proper meshing engagement the force of the compressed spring 34 will cause the pinion to jump into full engagement with said gear.

After the engine is started and is running under its own power the motor is rendered inoperative either manually or automatically and said motor slows down and comes to rest the spring 50 overcomes the force of the weights, returning the lever 28 to its normal position to break the circuit of the starting motor and dis engage the pinion 2| from gear 20.

The switch controlling the operation or the starting motor 24 comprises a plurality of fixed contacts 5| on binding posts 52 extending through the housing 4 Ia, but insulated therefrom. These contacts are embedded in a block of insulating material 53 and on movement of the sleeve 38 to the left are adapted to be engaged by the mov able bridge contact member 54 supported on pins 55 carried by a crossbar 5B, riveted or otherwise secured to a sheet metal bracket 51 surrounding and secured to the sleeve 38 for movement therewith. Springs 58 surround the pins 55 to press the contact 54 into engagement with the fixed contacts 5|. The circuit controlled by this switch will be later described.

The control of the motor 40 to effect the shifting of the driving pinion 2| relative to the flywheel gear 20 and the closing of the switch of the starting motor, may be by means of an ordinary manually operated switch button, or may be substantially automatic, said motor 40 being rendered effective by the closing of the ignitionswitch, and rendered inefiective during operation of the engine by the action of engine suction and operation of the generator, or by enginesuction alone. A wiring diagram of the automatic control system is shown in Figure 1, and in such figure the starting motor 24 is grounded through the connection 6|) while the wire 6| extends from the motor to one of the fixed contacts 5|, the other fixed contact 5| being connected by a wire 62 to the lead from the battery which extends to the ignition switch which has a fixed contact 63 and a movable contact 64 connected by a wire 55 to a storage battery 65 grounded at 61. Obviously, whenever the movable contact 54 is moved by the motor 40, as previously set forth, to position to engage the fixed contacts 5|, current flows from the battery 66 to ground through the connection 61, and from the battery through wire 85, wire 62, contacts 5| and 54, wire 6| to the starting motor and through wire 6|] to ground rendering the starting motor operative to start the engine, said motor continuing to be operative until the motor becomes inoperative, after the engine starts to run under its own power, as previously set forth.

The motor 40 which, as shown, has a shunt field 68, is grounded at 69 and is coimected through the wire 10 with the fined contact H of a secondary or relay switch indicated in its entirety by the reference letter A, and which is adapted to be controlled in part by the generator and in part by engine suction, as is more fully set forth hereinafter. This relay switch is norreally open and comprises a movable contact 12 adapted to engage another fixed contact 13 when the switch is closed, said contact being connected by a wire 14 with the wire 15 leading from the fixed contact of the ignition switch to the ignition device. Obviously when the ignition switch is closed and the relay switch is closed current will flow from the battery to ground through the connection 61 and through the wire 55, the ignition switch, the wire 15, wire 14, the relay switch, the wire 10 to the auxiliary motor and through the connection 69 to ground, thus completing the circuit of the auxiliary motor and rendering it effective to perform. the functions herebei ore described.

The relay switch comprises a cylindrical housing 76 of sheet metal enclosing the winding of an electromagnet hereinafter more fully de scribed. This housing has a flange ll to which secured in any desirable manner a corresponding flange l8 formed on a sheet metal housing 19 supporting the fixed contacts "H and 13, which are insulated therefrom. Connected to the other end of the housing 15 in any suitable way to form an air-tight joint is a metal shell Bil having a flange thereon secured to a similar flange on a corresponding shell 8| with a flexible diaphragm B2, so secured between the flanges as to form an air-tight chamber with the diaphragm therein. A suitable suction connection 83 having a restriction 84 therein connects the diaphragm chamber with the intake pipe 85 of the engine.

Within the housing 16 is a winding 56 of an electromagnet connected by wire 81 with the wire '15 having from the fixed terminal of the ignition switch to the ignition system and connected by wire 88 with the generator 89 which is grounded at 90. The magnet has a core 9| through which extends a rod 92 carrying the movable switch member 12. The opposite end of the rod is reduced and supported on the reduced portion which extends through the diaphragm B2 and the armature 93 and two

metal disks

94 and 95, between which the diaphragm is received. This assembly may be held together in any suitable manner as by riveting the end of the rod over the disk 95.

A spring 96 normally holds the diaphragm in the balanced position shown with the switch open. Normally the relay switch is open as shown, but on closing of the ignition switch the magnet is energized, current flowing from the battery to ground and through wire 65, the ignition switch, wire 81, winding 16, wire 88 and to ground through the generator and connection 90. Encrgization of the magnet effects movement of contact 12 into engagement with the contacts II and 13, closing the circuit of auxiliary motor 4|) which renders the starting motor effective to start the engine. When the latter is running under its own power the magnet is deenergized and the relay switch is opened breaking the circuit of the motor which is followed by disengage ment of the pinion from the flywheel gear and stopping of the starting motor 24. As long as the engine continues to run the relay switch can not be again closed. When the engine is running Ill under its own power, suction is communicated through the pipe 83 which tends to move the diaphragm to the right and open the relay switch. I

The suction is, however, insufficient to overcome the pull of the magnet until the generator is operating at such a speed that the counter-voltage set up by the generator in the winding 86 reduces the pull of the magnet sufficiently to make the engine suction move the diaphragm as described.-

When the engine suction becomes so effective the relay switch is opened and the auxiliary motor becomes ineffective and the various results above described take place.

Attention is called particularly to the fact that a much less degree of suction will maintain the diaphragm in position to hold the relay switch open than is necessary to initially move the switch-closing member 12 to its open position. The metal disk 95 is brought into contact with the shell BI and forms a magnetic seal therewith, this magnetic action aiding the effect of the suction when the diaphragm has been moved to open the switch. Because of this action a very low vacuum is all that is necessary to hold the switch open, so that the switch will not be closed when the engine is operating slowly under a very heavy load, but will remain open until the engine actually stops.

The restriction 84 is provided for the purpose of preventing the immediate closing of the relay switch in case the engine is started and stalls almost immediately thereafter. In such event, the starting motor and associated parts would be in motion when the engine stalled because of inertia of the parts and, therefore, it is necessary to provide some means to delay the closing of the relay switch as otherwise the auxiliary motor might be rendered effective to move the pinion into engagement with the flywheel gear when the pinion was still rotating, thus causing breaking of the pinion teeth, or other difficulties. Accordingly, the suction connection is provided with the restriction 8:3 which is of such size as to slightly delay the return oi the diaphragm to its normal position when the vacuum in the engine intake pipe 85 ceases to exist on stalling the ine. and the pressure therein becomes atmospheric.

The mechanism for controlling the action of the auxiliary motor, including the secondary or relay switch is much the same as that described in copending application, Serial No. 589,642 filed January 29, 1932, the principal improvement herein being in the mechanism through which the auxiliary motor effects the control oi the starting motor circuit and the shifting of the driving pinion into engagement with the flywheel gear. This mechanism in this application is of simpler character and has the additional advantage of permitting the use of a smaller auxiliary motor than in the earlier form of the device and because of the absence of load on the auxiliary motor dur ing the cranking operation, said motor will use less current actually and proportionally than the earlier device.

As stated above, the relay or secondary switch which controls the action oi the secondary motor may be constructed to be controlled by suction alone. Since no claims are directed specifically to such a construction herein, that construction is not illustrated but a secondary switch of this character is fully disclosed in application, Serial No. 594,553, filed February 23. 1932, and such form of switch could be substituted for the relay switch A, illustrated in Figure l.

Also thecontrol of the auxiliary motor may be by an ordinary manually operable switch button, as illustrated in Figure 2. In this figure the entire construction shown with the exception of the circuit for the auxiliary motor is the same as that previously described and will not be described further. The auxiliary motor circuit in this form of the device includes a wire I00 which is connected to the wire 62 leading from the battery to the starting motor. This wire I00 is connected to one fixed contact IOI- of a manually operable switch comprising a movable switch button I02 adapted to be operated directly by the operator of the vehicle and carrying a contact piece I03 adapted, when in closed position, to engage the contact IN and a corresponding contact I04, to which is connected a wire I05 leading to the auxiliary motor 40, which is grounded at 69. 0bviously, upon actuation of the switch button I02 to close the above described switch, current will flow from the battery 66 to ground through the connection 61 and from the battery through wire I2, wire I00, the above described switch, and wire I55 to the auxiliary motorand then through connection 50 to ground. This completes the circuit of the auxiliary motor which closes the circuit of the starting motor and moves the driving pinion into engagement with the flywheel just as when automatically controlled. However, in

this form of device the circuit of the starting motor remains completed and the driving pinion remains in engagement with the flywheel as long after the engine starts to run as the operator of the vehicle holds the switch button I102 in position to close the switch operated thereby. Upon release of this switch button, the auriliary motor circuit is broken, the pinion is disengaged on the flywheel and the starting motor is permitted to come to rest, as previously described.

One of the advantages of the present invention no resides in the fact that in a device constructed according to this invention, a smaller auxiliary motor can be employed than in devices of this character heretofore designed. This is due to the fact that in this device the auxiliary motor is not immediately effective to close the main motor or shilt the driving pinion, but on the contrary, a considerable time interval elapses in which the auxiliary motor is permitted to attain a high speed of operation. Since efi'ective force for so shifting the pinion is in part dependent on the speed of the motor, it is obvious that a smaller motor is effective to accomplish the desired result in this device than in earlier devices employing an auxiliary motor in which the shifting action took place before the motor had reached as high a speed as in this device.

Further, it will be understood that the specific construction of the secondary or relay switch A forms no part of the present invention and a tit!) secondary switch of the exact form disclosed in application Serial No. 589,642 could be employed herein with substantially the same result as that disclosed.

While the form of embodiment of the present invention as herein disclosed, constitutes a pre-= ferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. (Control apparatusfor internal combustion engines comprising in combination, a starting motor, a current source supplying current to said starting motor, an auxiliary motor, a centrifugal device operated by said auxiliary motor and means operated by said device for render ing said starting motor with the current source,

ing said starting motor eifective.

2. Control apparatus for internal combustion engines comprising in combination, a starting motor, a current source supplying current to said starting motor, an auxiliary motor, a centrifugal device operated by said auxiliary motor and a switch operated by said centrifugal device for connecting said starting motor with the current source.

3. Control apparatus for'internal combustion engines comprising in combination, a starting motor, a current source supplyingcurrent to said starting motor, an auxiliary motor, a centrifugal device operated by said auxiliary motor and means operated by said centrifugal device for establishing a driving connection between the starting motor and the engine.

4. Control apparatus for internal combustion engines comprising in combination, a starting motor, a current source supplying current to said starting motor, an auxiliary motor, a centrifugal device operated by said auxiliary motor, a switch connecting said starting motor with the current source, and means operated by said centrifugal device for establishing a driving connection between the starting motor and the engine and for closing said switch.

5. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for consource, an auxiliary motor, a centrifugal device operated by the auxiliary motor for operating said main switch, and manually and automatically operable switches for controlling the auxi1- iary motor.

6. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for connecting said starting motor with the current source, an auxiliary motor, a centrifugal device operable by the auxiliary motor for operating said main switch, a generator, and an automatic switch for controlling the operation of said auxiliary motor, said automatic switch being controlled by the generator.

7. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for connecting said starting motor with the current source, an auxiliary motor, a centrifugal device operable by the auxiliary motor for operating said main switch, an automatic switch for controlling the operation of said auxiliary motor and means operable by engine suction for controlling said automatic switch.

8. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for connecting said starting motor with the current source, an auxiliary motor, a centrifugal device operable by the auxiliary motor for operating said main switch, a generator, an automatic switch for controlling the operation of said auxiliary motor and means operable by said generator and engine suction for controlling said automatic switch.

9. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for connectan auxiliary motor, a centrifugal device operable by the auxiliary motor for operating said main switch, a generator, an automatic switch for controlling the operation of said auxiliary motor, 5

by the auxiliary motor for operating said main 15' switch, an automatic switch controlling the operation of said auxiliary motor, means operable by engine suction for controlling the operation of said automatic switch and a manually operable switch for controlling the operation of said auxiiiary motor.

11. Control apparatus for internal combustion engines, comprising in combination, a starting motor, a current source for supplying current to said starting motor, a main switch for connect- 25 ing said starting motor with the current source, an auxiliary motor, a centrifugal device operable by the auxiliary motor for operating said main switch, a generator, an automatic switch ior controlling the operation of said auxiliary motor, 30 mean operable by said generator and engine suction for controlling said automatic switch, and nectlng said starting motor with the current a manually operable switch for controlling the cperation of said auxiliary motor.

12. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor operated by current from said source and normally ineffective to operate the engine, an auxiliary motor, a centrifugal device operated thereby, means operated by the centrifugal device for rendering the starting motor eifective, an ignition switch, and means whereby operation of the ignition switch renders the auxiliary motor effective.

13. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor operated by current from said source and normally ineffective to operate the engine, an auxiliary motor, a centrifugal device operated thereby, a switch for controlling the circuit of the starting motor, means operated by the centrifugal device for operating said switch, an ignition switch and means whereby operation of the ignition switch renders the auxiliary motor 55 eifeetive.

14. Control apparatus for internal combustion engines, a current source, a starting motor operated by current from said source, a main switch for controlling the starting motor circuit, an m auxiliary motor, a centrifugal device operated by said auxiliary motor, means operated by said auxiliary motor, for operating said main switch,

a single switch operable to control the ignition circuit and the operation of the auxiliary motor .5 and an automatic switch controlled by operation of the engine for controlling the operation of the auxiliary motor.

15. Control apparatus for internal combustion engines, comprising in combination, a current 10 source, a starting motor normally disconnected from the engine, a shiftable member for effecting driving connection between the starting motor and the engine, an auxiliary motor, a centrifugal device operable by said auxiliary motor,

(iii

and means operated by said centrifugal device to move the shiftable member into position to complete the driving connection between the starting motor and the engine.

16. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor normally disconnected from the engine, a shiftable member for efiecting driving connection between the starting motor and the engine, an auxiliary motor, a centrifugal device operable by said auxiliary motor, and means operated by said centrifugal device to move the shiftable member into position to complete the driving connection between the starting motor and the engine and to interrupt the driving connection between the starting motor and the engine when the latter begins to operate under its own power.

17. Control apparatus for internal combustion engines, comprising in combination. a current source, a starting motor normally disconnected from the engine, a shiftable member for efiecting driving connection between the starting motor and the engine, an auxiliary motor, a centrifugal device operable by said auxiliary motor, a switch controlling the circuit of the starting motor, and means operated by said centrifugal device to move the shiftable member into position to complete the driving connection between the starting motor and the engine and to concurrently operate said switch.

18. Control apparatus for internal combustion engines, comprising in combination, a current source, a starting motor, an ignition switch, an auxiliary motor adapted to be rendered effective on closing of the ignition switch, a centrifugal device operated by said auxiliary motor, means operated by said centrifugal device for rendering the starting motor effective, and a control device for said auxiliary motor, said control device being so constructed that the opera= tion of the auxiliary motor is delayed relative to the closing of the ignition switch.

19. Control apparatus for internal combustion engines comprising in combination, a starting motor, a current source supplying current to said starting motor, a generator, an auxiliary motor, a centrifugal device operated by said auxiliary motor and operable to render the starting motor effective to operate the engine, and an automatic relay adapted to control the circuit or" said auxiliary rnotor, said relay comprising switch contacts, an electromagnet adapted to close said contacts when the generator is inoperative and a suction operated diaphragm subject to engine suction and adapted to open said contacts when the engine is running under its own power.

20. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, means for rendering the starting motor effective to operate the engine, a centrifugal device for controlling the opera= tion of said last named means and adapted when rotating at relatively high speed to cause said last named means to become operative, and means for rotating said centrifugal device.

21. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting rnotor, means for rendering the starting motor effective to operate the engine, a centrifugal device for controlling the opera-= tion oi said last named means and adapted when rotatingat relatively high speed to cause said last named means to become operative, means for rotating said centrifugal device, and means for stopping the rotation of said centrifugal device when the engine is operating under its own power to cause said starting motor to become inoperative. r

22. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, a normally open switch for controlling the connection of said current supply with the starting motor, a centrifugal device for controlling the operation of said switch and adapted when rotating at relatively high speed to close said switch and cause the starting motor to become operative, and means for rotating the centrifugal device.

23. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, a normally open switch for controlling the connection of said current supply with the starting motor, a centrifugal device for controlling the operation of said switch and adapted when rotating at relatively high speed to close said switch and cause the starting motor to become operative, means for rotating the centrifugal device and means for stopping such rotation when the engine is operating under its own power to efiect opening of the switch so as to cause the starting motor to become inoperative.

24. Control apparatus for internal combustion engines, comprising, in combination, a starting motor, a current source for supplying current to said starting motor, means for rendering the starting motor effective to operate the engine, a centrifugal device for controlling the operation or said last named means, a generator, and means whereby operation of the generator conthe operation of said centrifugal device.

25. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source for supplying current to said starting motor, means for rendering the starting motor effective to operate the engine, a centrifugal device for controlling the operation or said last named means, and means for controlling the operation of said centrifugal device by engine suction.

26. Control apparatus for internal combustion engines comprisingin combination, a starting motor, a current source for supplying current to said starting motor, means for rendering the starting motor effective to operate the engine, a

centriiugal device for controlling the operation or said last named means, a generator and means whereby operation of the centrifugal device is controlled by engine suction and. the generator.

27. Control apparatus for internal combustion engines comprising, incombination, a starting motor, a current source for supplying current to said starting motor, means for rendering the starting motor effective to operate the engine, a centrifugal device for controlling the operation oi said last named means, a generator and means vrl'iereby the operation of the generator also controls the operation of the means for render ing the starting motor effective.

28. Control apparatus for internal combustion engines, a starting motor, a current source, a cir= cult between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device, and means operated by the engine for rendering said operating means inoperative when the engine is running.

29. Control apparatus for internal combustion engines, a starting motor, acurrent source, a circuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device, and means operated by engine suction for rendering said operating means inoperative when the engine is running.

30. Control apparatus for internal combustion engines, a starting motor, a current source, a cir cuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device, a generator, and means op erated by said generator for rendering said op erating means inoperative when the engine is running.

31. Control apparatus for internal combustion engines, a starting motor, a current source, a circuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device, a generator, and means op erated by engine suction and the generator for rendering said operating means inoperative when the engine is running.

32. Control apparatus for internal combustion engines, a starting motor, a'current source, a circuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device to close the switch when said device is operated at a predetermined speed, and means operated by the engine when running at a predetermined speed to render said operating means inoperative, in order to effect opening of the switch.

33. Control apparatus for internal combustion engines, a starting motor, a current source, a sircuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device to close the switch when said device is operated at a predetermined speed, and means operated by engine suction when the engine is running under its own power to render said operating means inoperative in order to effect opening of said switch.

34. Control apparatus for internal combustion engines, a starting motor, a current source, a circuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device to close the switch when said device is operated at a predetermined speed, a generator, and means operated by the generator when the engine is running under its own power to render said operating means inoperative in order to effect opening of said switch.

35. Control apparatus for internal combustion engines, a starting motor, a current source, a circuit between the motor and the current source having a switch therein, a centrifugal device for operating said switch, means for operating said centrifugal device to close the switch when said device is operated at a predetermined speed, a generator, and means operated by the generator and engine suction when the engine is running under its own power to render said operating means inoperative in order to effect opening of the switch.

36. Control apparatus for internal combustion engines comprising a starting motor therefor, a current source, a circuit between the current source and said motor having a controlling switch therein, a centrifugal device for operating said switch, motive means for operating the centrifugal device, a generator, and means for controlling the operation of said motive means by the genorator and engine suction.

3'7. Control apparatus for internal combustion engines comprising a starting motor therefor, a current source, a circuit between the current source and said motor having a controlling switch therein, a centrifugal device for operating said switch, a motor for operating the centrifugal device, a generator, a plurality of automatically operated switches for controlling the motor which operates the centrifugal device, and means for controlling the operation of said switches by the generator and engine suction.

JOHN B. DYER.