US2059328A - Semiautomatic starter control - Google Patents

Description

Nov. 3, 1936. M. P. FERGUSON ET AL 2,059,328

SEMIAUTOMATIG STARTER CONTROL Filed June 30, 1953 2 Sheets-Sheet 2 Jnabcolm/fl (Fe/" ow 40m v m 4% ,4 A

A ORNE V Patented Nov. 3, 1936 UNITED STATES SEMIAUTOMATHC S Malcolm P. Ferguson and N. Y., assignors to Ecl Elmira Heights, N. Y. York TARTER CONTROL Paul H. .Maurer, Elmira, ipse Machine Company, a corporation of New Application June 30, 1933, Serial No. 678,460

11 Claims.

This invention relates to a semi-automatic starter control for internal combustion engines and more particularly an arrangement actuated by a control member of the engine for causing operation of the starting mechanism if said control member is manipulated when the engine is idle.

It is an object of the present invention to provide a novel device of the above character which is arranged to insure continuous cranking of the engine until it starts.

It is another object to provide such a device in which continuous cranking is assured irrespective of any movement of the control memher after starting has been initiated, short of a complete release thereof.

It is another object to provide such a device in which restarting of the engine after a false start or a stall is not permitted to take place until after the control member has been moved by the operator through the major portion of its effective stroke.

A further object is to provide such a device in which the engine control member may be oper- 25 ated through an adequate range of motion for the normal operation of the engine without causing actuation of the starting mechanism even though the normal lock-out device for the starting mechanism should become inoperative.

Another object is to provide such a device in which the starter-controlling functions of the engine control member do not affect its normal operation either with respect to the range thereof or the eifort necessary to be exerted by the 35 operator.

A further object is to provide such a device in which in case of a false start restarting may be secured by simply releasing and again operating the engine control member.

Another object is to provide such a device in which additional lock-out means are provided to insure against undesired actuation of the starting mechanism in case the normal lock-out device should become inoperative.

Another object is to provide such a device in which the additional or supplementary lock-out structure is directly responsive to engine speed.

Another object is to provide such a device in which the supplemental lock-out structure uti- 50 lizes a centrifugal control device commonly incorporated in the engine structure.

Further objects and advantages will be apparent from the following description taken in connection with the accompanying drawings in which:

Fig. 1 is a diagrammatic illustration of one preferred form of the invention;

Fig. 2 is a similar illustration of a second embodiment of the invention; and

. Fig. 3 is a semi-diagrammatic view, partly in 5 enlarged section, of another embodiment of the invention as applied more particularly to starters incorporating a magnetic shift, illustrating the application of the invention to a conventiona1 type of internal combustion engine.

Referring first to Fig. 3 of the drawings, there is illustrated an internal combustion engine in dicated generally by numeral I having a fuelcontrolling system including a manually operated control member in the form of an accelerator pedal 2, and having the usual ignition system including an automatic spark advance 3 of conventional type comprising centrifugal elements 4 arranged to move outwardly and cause the spark to be advanced responsive to rotation of the engine above a predetermined speed.

Referring now to the embodiment of the invention illustrated in Fig. 1, there is shown an electrical system for the engine comprising battery 5, engine-driven generator G for charging said battery and a starting system including a starting motor SM for cranking the engine.

According to the present invention, a starting circuit is provided including the battery 5 which is grounded at 6 and connected by a lead 1 to a magnetic starting switch 8 which in turn is connected by a lead 9 to the starting motor SM which is grounded at H to complete the starting circuit; A control circuit for the magnetic starting switch is provided comprising a manual switch I2 which is preferably the ignition switch of the'engine as indicated and is connected to the battery lead I by a lead l3. The switch [2 is connected by means of leads l4 and I5 to the magnetic actuating means for the starting switch 40 8 illustratedin the form of a solenoid IS, the control circuit being completed by a lead I! grounded through the generator. Since the polarity of the generator is opposed to that of the battery 5, it is obvious that when the generator is driven by the engine, flow of battery current through the control circuit will be opposed, and when the voltage of the generator due to the self-operation of the engine equals that of the battery, the control circuit will be deenergized. The batterycharging connection of the generator is not illustrated since it forms no part of the invention.

Means for preventing closure of the starting switch 8 when the ignition switch 12 is initially closed, but cooperating to maintain the energlzation of the control circuit sufiiciently to hold the starting switch closed after initial closure thereof, is provided in the form of a resistance element 18 inserted between leads I4 and I5 of the control circuit and having such resistance as to reduce the strength of solenoid I6 to a holding value.

Means responsive to the operation of the manual control member 2 of the engine are provided for bridging the holding resistance IS in order to cause full energization of the control circuit and thereby initiate the starting operation. As here illustrated, this means is in the form of a rotary switch I!) operated by means of a lever 20 connected in any suitable manner with the accelerator pedal 2. A contact 2| on the periphery of said switch is connected by a lead 22 with the lead Hi of the control circuit and is arranged to be brought into engagement with a fixed contact 23 when the accelerator pedal has been depressed through a major portion of its stroke, or so much thereof as is adequate to cover the ordinary operating range of the engine. Contact 23 is connected by a lead 24 to the lead |5 of the control circuit whereby closure of contacts 2| and 23 when the engine is stationary causes full energization of the control circuit to close the starting switch 8.

In the operation of this embodiment of the device and starting with the parts in their idle positions as illustrated, closure of the ignition switch i2 causes a current to flow from the battcry 5 through the control circuit including the solenoid it through generator G to the ground. Since this current is forced to traverse the hold ing resistance element IS, the current is too weak to cause closure of the starting switch 8. When the accelerator pedal is depressed by the operator to open or substantially open the engine throttle, the contact 2| is brought into engagement with contact 23 whereby holding resistance It! is bridged and solenoid I6 is fully energized. The starting switch 8 is thereby closed and the starting operation is initiated. Since the resistance it permits the passage of sufficient current to hold the starting switch closed, cranking of the engine is not interrupted by further movement of the accelerator pedal to open or close the engine throttle, whereby the throttle opening may be varied by the operator at will without aflecting the cranking operation.

When the engine starts, the generator G builds up and opposes the flow of current from the battery through the control circuit whereby the control circuit is deenergized and the starting switch allowed to open. It will be noted that after the starting switch has opened, it will not reclose even though the generator becomes inoperative by reason of engine stall or otherwise, until the accelerator pedal has been depressed to the starting position to cause switch l9 to bridge holding resistance l8.

In the embodiment of the invention illustrated in Fig. 2, the starting circuit and control circuit are the same as in Fig. 1 with the exception that means are provided for opening the control circuit responsive to release of the accelerator pedal 2. For this purpose, the rotary switch 29 is provided with an arcuate contact 32, and the battery end of the holding resistance 26 in the control circuit is connected to a contact 30 arranged to be engaged by the arcuate contact 32 upon initial depression of the accelerator pedal 2.

In the operation of this embodiment of the invention, starting with the parts in their normal or idle positions, as illustrated, closure of the ignition switch |2 merely connects the arcuate contact 32 of the rotary switch 29 to the battery through leads 22 and I4. Upon initial depression of the accelerator pedal, the contact 32 is caused to engage the contact 38, thus completing the control circuit through the resistance 28, but since this resistance cuts down the current through the control circuit to a holding value for solenoid it, the starting switch is not closed.

Upon further depression of the accelerator pedal, the arcuate contact 32 is caused to engage contact 23 whereby the holding resistance 28 is bridged, causing full energization of the solenoid l6 and closure of the starting switch 8. Thereafter motion of the accelerator pedal to vary the throttle opening does not interrupt the cranking operation by virtue of the holding current traversing the resistance 28 unless the accelerator pedal is entirely released, in which case the control circuit is opened. This may be desirable in case of a false start of the engine when the controlling element is used in connection with the usual automatic pinion drive, since such false start might throw the pinion out of mesh, although the generator would not be sufficiently energized to cause the starting switch to open. In such case, restarting is readily secured by simply releasing the accelerator pedal to allow the starting motor to come to rest and thereafter repeating the normal starting operation. It will be understood that in the structure illustrated in Fig. 1, the same result may be accomplished by opening and closing the ignition switch- !2 in case of a false start.

The embodiment oi the invention illustrated in Fig. 3 is particularly adapted to installations of the type in which a starting pinion is shifted magnetically into engagement with a member of the engine to be started and is held in such engagement during the cranking operation, although it is equally suitable for use with the conventional automatic pinion drive. Since in the solenoid shift type of starter gearing, engagement of the pinion against the engine gear while the engine is rotating may cause damage to the starting mechanism, means for preventing such undesired engagement except under very extraordinary conditions may be advantageously provided. As here illustrated, the starting circuit proper comprises battery 5, leads 35, 36 and 31, starting switch 38, lead 39 and starting motor SM which is grounded to complete the starting circuit. The starting switch 38 is adapted to be closed by the solenoid which controls the starter pinion, and which comprises a series coil 4| and a shunt coil 40, the series coil being connected to the motor lead 39 and the shunt coil being grounded as at 42, both said coils being connected to a lead 43 which is connected to the battery lead 36 through a magnetic switch 44. It will be understood that in case this arrangement is used with the conventional automatic starter drive, the starting motor will be connected to the lead 43 from the magnetic switch 44 which then becomes the starting switch.

The magnetic switch 44 is arranged to be operated by a solenoid 46 corresponding to the solenoid H5 in Figs, 1 and 2 of the drawings, and arranged to be energized by a control circuit corresponding in general to that illustrated in Fig. 2, and comprising battery 5, lead 35, ignition switch 41, lead 48, rotary switch 49, lead 5|, solenoid 46, lead 52, and lead 53 which is grounded through'the generator G to complete the control circuit.

In this embodiment of the invention, however, means are provided for breaking the control circuit positively responsive to engine rotation above a predetermined speed, regardless of thefunctioning of the generator Gr. As here illustrated, this means is in the form of a pair of contacts 54 and 55 connected respectively to leads 522 and 53 of the control circuit and arranged to be opened by an engine-driven centrifugal governor. As here shown, the centrifugal spark advance 3 of the engine is utilized for the purpose, suitable operating connections being provided whereby initial movement of the centrifugal elements l responsive to rotation above cranking speed causes opening of contacts 55, 55.

For this purpose, the timer driving shaft 56 is provided with axial cam surfaces El arranged to engage similar surfaces 58 on the driven shaft 59, whereby relative rotation of said shafts due to the centrifugal effect of the weights 4 in the usual manner, causes the driven shaft 59 to be raised slightly against the action of the distributor spring Bl. Contact lid is mounted on a. fixed insulated bracket 62, and contact 55 is mounted on a spring arm be biased to open the contacts. A collar 6d is fixed on the driven shaft 59 in position to bear on a fibre block 65 mounted on the end of the contact arm 53 and holds the contacts closed as illustrated when the engine is idle or rotating at no more than cranking speed. At higher speeds, however, the angular advance of the driven shaft 58 by the centrifugal weights 4 causes said shaft to rise, lifting the collar 54 and permitting contacts 54, 55 to open.

In this embodiment of the invention, a modifled form of rotary switch 49 is illustrated. As shown, the switch comprises an arcuate contact 66 constantly engaged by a stationary brush Ell connected to the lead and arranged to engage a second brush 58 upon initial actuation of the accelerator pedal. A third brush 59 is arranged to be engaged by the arcuate contact 66 upon movement of the accelerator pedal to or near its fully open position, which brush is connected to the lead 5i A resistance element 1! arranged to out down the current through the control circuit to a holding value, is connected across the brushes 68, 69.

In the operation of this embodiment of the invention, starting with the parts in their idle positions, closure of the ignition switch 4'! connects the brush ill to the battery 5. Initial actuation of the accelerator pedal thereafter causes the contact 66 to engage the brush 68 whereby the control circuit is energized to a holding value only by reason of the inclusion therein of the resistance H. Further depression of the accelerator pedal causes engagement of contact 66 with brush 69 whereby the holding resistance H is bridged, causing full energization of the control circuit and consequent closure of the magnetic switch 44 which energizes the solenoid 40, 4| to initiate the starting operation. Thereafter the accelerator may be operated in the usual manner without interrupting the cranking operation unless the accelerator is completely released, as described in connection with the embodiment of the invention illustrated in Fig. 2.

When the engine becomes self-operative, the generator G causes deenergization of the control circuit in the manner above described, whereby the magnetic switch 44 is permitted to open and the starting circuit is consequently deenergized.

Should the generator become inoperative for any reason while the engine is running, actuation of the starting mechanism can only take place when the accelerator is depressed to the starting position, with the throttle substantially wide open. Under these circumstances, the centrifugal device 3 is effective to maintain contacts 54, 55 open whereby energization of the control circuit is effectively prevented.

Although certain embodiments of the invention have been shown and described in detail, it will be understood that other embodiments are possible and various changes may be made in the arragements and design of the parts without departing from the spirit of the invention as defined in the claims appended hereto.

What is claimed is:

1. In combination with an internal combustion engine, means including a control member movable through an operating range for controlling the power of the engine, starting mechanism for said engine including a starting switch, means whereby operation of the control member to a predetermined position in its operating range causes closure of the starting switch, manually controlled means for thereafter maintaining the starting switch closed until the engine starts irrespective of movements of the control member out of its switch-closing position, means responsive to selfoperation of the engine for opening said starting switch, and means for opening said starting switch responsive to the complete release of the control member.

2. In combination with an internal combustion engine, means including a control member movable through an operating range for controlling the power of the engine, starting mechanism for said engine including a magnetic starting switch, a control circuit for said magnetic starting switch, means actuated by operation of said control member beyond a predetermined position in its op-- erating range for energizing the control circuit to close the magnetic starting switch, manually controlled means for maintaining the energization of the control circuit to hold the starting switch closed until the engine starts irrespective of movement of the control member through a range adequate for its engine-controlling function, said means being arranged to energize the control circuit insufiiciently to cause closure of the starting switch, and means for deenergizing the control circuit responsive to self-operation of the engine.

3. In combination with an internal combustion engine, means including a control member movable through an operating range for controlling the power of the engine, starting mechanism for said engine including a magnetic starting switch, a control circuit for said magnetic starting switch, means actuated by operation of said control member beyond a predetermined position in its operating range for energizing the control circuit to close the magnetic starting switch, means for maintaining the energization of the control circuit suificiently to hold the starting switch closed irrespectve of movement of the control member out of its switch-closing position and through a range adequate for its normal function, said means being arranged to maintain insuflicient energization of the control circuit to cause closure of the starting switch, and means for opening said control circuit responsive to release of the control member.

4. In combination with an internal combustion engine, an accelerator pedal therefor, starting mechanism for said engine including a battery, a magnetic starting switch and a control circuit for said magnetic starting switch including said battery and a resistance element of such magnitude as to limit the current through the control circult to a holding value for said magnetic starting switch, and a switch for bridging said resistance element arranged to be closed by operation of the accelerator pedal to a predetermined position.

5. In combination with an internal combustion engine, an accelerator pedal therefor, starting mechanism for said engine including a magnetic starting switch, a control circuit for said magnetic starting switch including a resistance element, means for closing said control circuit through said resistance element upon initial motion of the accelerator pedal from idle position, and means for shorting out said resistance element upon a predetermined further motion of said pedal.

6. In combination with an internal combustion engine, a control member therefor, starting mechanism for said engine including a magnetic starting switch, a control circuit for said magnetic starting switch including a battery and a resistance element of such magnitude as to limit the current through the control circuit to a holding value for said magnetic starting switch, a switch for bridging said resistance element, means operated by the engine control member for closing said bridging switch, and an engine-driven generator connected to oppose the discharge of the battery through the control circuit while the engine is self-operative.

7. In combination with an internal combustion engine, an accelerator pedal therefor, starting mechanism for said engine including a magnetic starting switch, a control circuit for said mag netic starting switch including an element hav ing sufiicient resistance to reduce the current flow in the control circuit to a holding value for the magnetic starting switch, a switch for bridging said resistance element to efiect closure of the magnetic starting switch, and connections be tween said bridging switch and said accelerator for closing the bridging switch when the accelerator is operated to a predetermined position.

8. In combination with an internal combustion engine, an accelerator pedal therefor, starting mechanism for said engine including a magnetic starting switch, a control circuit for said magnetic starting switch including an element having sufficient resistance to reduce the current flow in the control circuit to a holding value for the magnetic starting switch, a switch for brid ing said resistance element to effect closure of the magnetic starting switch, and connections between said bridging switch and said accelerator for closing the bridging switch when the accelerator is operated to a predetermined position, said switch also embodying means for breaking the control circuit when the accelerator is moved to idle position.

9. In combination with an internal combustion engine, a speed-controlled device therefor, manually operated throttle control mechanism and starting mechanism for the engine, means whereby operation of the throttle-controlling mechanism to move the throttle to substantially open position initiates the actuation of the starting mechanism, manually controlled means for thereafter maintaining continuous cranking until the engine starts irrespective of movement of the throttle-controlling mechanism away from switch-closing position, said maintaining means being insufiiciently energized to initiate actuation of the starting mechanism, means for interrupting cranking when the engine starts irrespective of the position of the throttle-controlling mechanism, and means operated by said speed-controlled device for preventing actuation of the starting mechanism during rotation of the engine above a predetermined speed.

10. In combination with an internal combustion engine, .a speed-control spark advancing device therefor, manually operated throttle-controlling mechanism and starting mechanism for the engine, means for initiating the actuation of the starting mechanism by operation of the throttle-controlling mechanism to move the throttle to substantially open position, manually controlled means for thereafter maintaining continuous cranking until the engine starts irrespective of motion of the throttle-controlling mechanism to close the throttle, said maintaining means being insufficiently energized to initiate actuation of the starting mechanism, means for interrupting cranking when the engine starts irrespective of the position of the throttle-controlling mechanism, and means operated by said speed-controlled device for preventing actuation of the starting mechanism when the engine is rotating at sufiicient speed to cause the spark to be advanced.

11. In combination with an internal combustion engine, a speed-responsive controlling device and manually operated throttle-controlling mechanism for said engine, starting mechanism for the engine including a battery and a magnetic switch, a control circuit for said switch including a resistance element of such magnitude as to limit the current therethrough to a holding value for the magnetic switch, means responsive to initial actuation of the throttle-controlling mechanism for closing the control circuit through said resistance, means responsive to further actuation of the throttle-controlling mechanism for shorting said resistance to cause closure of the starting switch, and means operated by said speed-responsive controlling device for deenergizing the control circuit when the engine rotates above a predetermined speed.

MALCOLM P. FERGUSON. PAUL H. MAURER.

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