US2122038A - Starter control - Google Patents

Description

June 28, 1938. F. E. LIVERANCE, JR 2,122,033

STARTER CONTROL Filed Oct. 19, 1956 3 Sheets-Sheet 1 jmw 'June 28, 1938. F. E. LIVERANCE. JR

STARTER CONTROL 3 Sheets-Sheet 2 Filed Oct. 19, 1936 o QM M June 28, 1938- F. E; LIVERANCE. JR 2,122,038

STARTER CONTROL Filed Oct. 19, 1936 k 5 Sheets-Sheet 3 Patented June 28, 1938 UNITED STATES PATENT OFFICE 18 Claims.

This invention relates to engine starting, and particularly to an engine starting control for internal combustion engines in motor vehicles. The engines in motor vehicles are almost universally started by an electric starting motor which is in a circuit including a battery, the closure of the circuit energizing the motor which turns over the engine until it starts and runs under its own power, after which there is an automatic disconnection of the driving connection be tween the starting motor and the engine.

One method of closing the starting motor circuit is to use a starting pedal which is foot operated, usually by the right foot of the driver leaving the left foot to actuate the clutch pedal to disconnect the clutch. Another method is to use the right foot to depress the accelerator pedal, such depression of the accelerator pedal closing the starting circuit until the engine has started, whereupon through engine operation the starting motor electric circuit is broken and the starting motor thereupon stops. When a foot operated starter pedal is used to close the starting motor circuit, the foot pressure is continuous as release of the foot pressure breaks the electric circuit so that the starting motor does not operate. In some cases the starting pedal which is foot operated is replaced by a starting button on the dash of the automobile which is pressed inward by the hand of the operator and pressure maintained thereon until the engine has started, the same as foot pressure is maintained on the starter pedal. This occupies one hand, the right hand if the starting button on the dash is to the right of the steering wheel, or the left hand if it is to the left hand end of the dash. In such latter case the handling of the starter button is awkward, and to maintain the pressure with the left hand and at the same time to do such manipulation of the throttle and choke controls as may be desirable is not satisfactory; while if the right hand is used to operate the starter, control of the choke and throttle is not possible. For these reasons the foot operated starter pedal is used to the much greater extent.

In the present invention the starting control member is preferably mounted on the dash of the automobile, though it can be mounted quite as well at the floor or front of the driving compartment of the automobile and would work in the same manner. A means is provided whereby on pressing inward on the starting member, a switch in the electric circuit is closed and the starting member is automatically locked to hold said switch in closed position. Preferably in the starting motor circuit there is a second switch which for convenience (though not necessarily) may be coupled with the ignition switch for the engine which is mounted on the dash so that in starting the engine the starting button or member would be pushed inwardly, it remaining locked in its inner switch closing position, and then on turning the ignition key the starting motor would immediately proceed to turn over the engine, leaving the hands free for whatever manipulation of throttle and choke controls might be needed, and also leaving the right foot free to depress the accelerator pedal in order to get a greater volume and control the volume of fuel mixture going into the engine at starting, as is very desirable.

It is a further object of the invention to provide means such that as soon as the engine starts the lock which has held the starter mem her in its switch closing position is automatically released, the starter member returned to its original position, the switch opening to stop the starting motor. And simultaneously with such release of the lock a second lock comes into play whereby the starting member for closing said switch cannot be pressed inwardly during the major portion of the time that the engine is running, thereby insuring against the gear clash which frequently occurs because the driver or the car, with present modern day engines which are almost noiseless at low speeds, many times thinks the engine has stopped when it has not, and thereupon steps on the starter pedal or pushes in the starter button. With the present invention this cannot occur particularly at those speeds of the engine when its noise of running is low.

The present invention is directed to a very simple, economically produced, readily assembled and installed mechanism for the attainment of the objects stated, together with numerous others not at this time specifically stated, but which will appear upon understanding of the invention, which is set forth in the following description. taken in connection with the accompanying drawings, in which,

Fig. 1 is a fragmentary side elevation illustrating the mounting of the starter device on the dash of an automobile and showing its connection with the manifold of an engine for the automatic release of the starter member lock when the engine has started.

Fig. 2 is an enlarged elevation of the manually operated starter unit and the automatic means for locking said starter unit in switch closing position before the engine starts and in switch open position after the engine has started.

Fig. 3 is a somewhat enlarged longitudinal vertical section of another form of the starter device designed as a practical unit for commercial production and use.

Fig. 4 is an elevation thereof with parts broken away because of lack of space.

Fig. 5 is a plan view of the outer end of the device showing the manner of attachment to the dash.

Fig. 6 is a transverse section substantially on the plane of linel-l of Fig. 3, looking in the direction indicated by the arrows.

Fig. '7 is a plan view with parts in section showing a slight modification in the manner in which the device may be made and secured to the dash.

Fig. 8 is a transverse section on the plane of line 8-4 of Fig. 7, looking in the direction indicated.

Fig. 9 is a fragmentary front elevation of the mounting on the dash of the automobile.

Fig. 10 is a view looking down on the same, the

dash being shown in section, and

Fig. 11 is a fragmentary vertical longitudinal section, similar to Fig. 3, of a slightly modified form of structure.

Like reference characters refer to like parts in the figures of the drawings.

The engine I is an internal combustion engine of a conventional type having an intake manifold 2 through which the fuel mixture passes from the carbureter to the engine cylinders. The electric starting motor is indicated at 3 having on its shaft a pinion 4 which couples with a gear on the fly wheel of the engine to turn the engine over in the operation of starting. The automobile body has the usual cowl members 5 and 5a, the windshield frame 6 at the rear part of the portion 8a, and with a depending dash 1 below the windshield as is usual.

In the present invention as shown in Figs. 1 and 2, a support is made from a single length of flat bar material bent into the shape best shown in Fig. 2. It includes a vertical section 3 which is adapted to be placed against the rear side of the dash I and secured thereto. From the upper end of the section 8 a relatively long horizontal section 8 is bent to extend forwardly. terminating in a vertical arm III at its front end. At the lower end of the section 8 a second and shorter horizontal section II is bent at right angles to extend forwardly and terminates in an upwardly turned vertical arm l2 at its forward end which extends toward the section 8. At the underside of the horizontal section 8 a distance in front of the arm I2 an angle member having a horizontal leg I3 is spot welded or attached by screws or otherwise permanently secured to the section I2, from which leg i3 a vertical leg l4 extends downwardly in substantial parallelism to the parts 8 and I2 and spaced a distance ahead of arm l2.

A binding post I! is secured to and electrically insulated from the leg l4 to which one wire i8 of the electric circuit is connected. A movable spring switch member i1 is fastened at one end to the binding post I! having its free end disposed over and normally spaced from a contact member and binding post I8, which is likewise secured to and electrically insulated from the leg l4 near the upper end thereof. To the member II a second wire l8 of the electric starting circuit is connected.

The wire l8 leads to an electric battery and in its length is preferably associated with a second switch 20. As shown in Fig. 1, dotted lines 2| are shown to indicate that either the wire it may lead to a second switch 23 disposed in the length thereof or go directly to the battery. The first described structure is preferable. This switch 20 interposed in the length of the wire l8 may for convenience be associated with and operated by the same key as the ignition switch for the engine. The wire it connects to the battery 22 at one pole, the other pole of the battery being connected to a suitable ground 23. The wire I 8 leads to one pole of the electric starting motor 3 and the other pole of the electric motor is suitably grounded as indicated, the diagrammatic indication being a wire 24 grounded at 28.

A switch closure member to move the. switch II to close the break between the wires i 8 and i 8 is mounted for slidable movement through the section 8 and the arm i2. This member comprises a rod 28 which, at its upper side, has a vertically extending rib or tongue 21 with vertical shoulders 28 and 29 at the opposite ends of the rib disposed above the rod 25. The rod 28 passes through the dash I and at its outer end has a knob or button 30 attached thereto, for example, by threading the same onto the outer end of the rod 26. A coiled spring 3| is located around the outer end of the rod 28 and bears at one end against the inner side of the knob 30 and at its other end against the bottom of the sheet metal cup 33 which is continued in a skirt or escutcheon 24 as shown in Fig. 2. Therefore, normally under the influence of the spring 3i the rod 28 is moved to the left, in Fig. 2, so that the outer side of the knob 30 lies substantially flush with the outer end of the cup 33'. A pin 32, or any other equivalent stop may be used to limit the outward movement of the knob 38 and the rod 26 attached to it. As shown in Fig. 2 the pin 32 passes through the rod 26 and comes against the inner side of the section 8 in the position of the parts which they occupy when the engine is at rest.

On the upper side of the horizontal section 8 of the support a post 35 is located and permanently secured in any manner. A lever of inverted T-form is pivotally mounted at the upper end of the post 38 having a vertical arm 36 and two oppositely extending horizontal arms 31 and 38 at its lower end. The arms 31 extends toward the dash I and at its free end has a bar 38 pivotally connected. The bar passes downwardly through a guide opening in the section 3 and at its lower end is adapted to rest against the upper end or surface of the rib 21 when the engine is at rest. The other arm 38 has a like bar 48 pivotally connected to and depending therefrom which likewise passes through a guide opening in the section 9, with its lower end in the position of the parts shown in Fig. 2 when the engine is at rest being in a plane slightly above the upper edge of the rib 21.

A rod 4| is pivotally connected at one end to the upper end of the arm 36 and at its other end has a secure connection to a flexible diaphragm 42 which is sealed at the open side of a diaphragm casing 43. At the center of the back of the casing 43 a short tubular sleeve 44 is made soldered or otherwise permanently secured to a coupling sleeve 45. The sleeve 45 passes through an opening made for it in the arm I U and is threaded exteriorly so that a binding nut 48 may securely clamp the diaphragm unit in place. A tubing 41 is secured to the outer end of the sleeve 45 by a nut 48 as shown, and at its forward end is connected with the manifold 2. A coiled compression spring 49 is disposed between the central part of the diaphragm 42 and the bottom of the diaphragm casing 43.

With the parts in the position shown in Fig. 2, as when the engine is not operating, the force of spring 49 causes the bar 39 at its lower end to bear with some pressure against the upper edge of the rib 21 adjacent the shoulder 28. When the engine is to be started the driver pushes inward on the knob 39 compressing the spring 3|. .The inner end of the rod 29 engages the movable switch member l1 and presses it against the contact at I8. When this occurs the shoulder 28 will have passed beyond the forward side or edge of the bar 39 whereupon the spring 49 turns the T- shaped lever in a counter-clockwise direction and the lower end of the bar 39 comes behind the shoulder at 29 thereby locking the parts in position to hold the switch member lI in circuit closing position. With the preferred form of structure the engine will then immediately start as soon as the ignition key is turned to close ignition switch and simultaneously complete the circuit through the electric motor. When the engine starts there is a falling of pressure within the manifold 2 below atmospheric pressure which results in a pressure upon the outer side of the diaphragm 42, compressing the spring 49, moving the rod 4| lengthwise in a forward direction and turning the T-shaped lever in a clockwise direction. This elevates the bar 39 above the shoulder 28 releasing the rod 26 which returns to its initial position under the influence of spring 3|. The clockwise movement of the T- shaped lever lifts the bar 39 to a position higher than that shown in Fig. 2 and simultaneously lowers the bar 49 to a lower position than that shown, or in front of the shoulder 29. As long as the parts remain in such position it will be impossible to manually move the switch closing member 26 forward as the bar 49 will interpose a stop against such movement when the shoulder 29 strikes against it. Therefore, after the engine has started and is running under its own power, closing the starting motor circuit is impossible so long as the vacuum within the manifold 2 remains sufficiently high. At times under heavy loads and with wide open throttle the vacuum greatly diminishes or substantially disappears in which case the spring 49 would move the parts to the position shown in Fig. 2 even with the engine running and it would be possible under such condition of engine'operatlon to close the circuit. At such times, however, there is no question in the mind of the driver but that the engine is running and there is little probability of any attempt to operate the starter knob 39 under such conditions. When the engine is running at normal speeds and under normal conditions or when it is running at lower speed so that its operation is almost silent then the lock against operating the switch closing member is effective.

The construction described is very economical to produce, and is very quickly and easily assembled and installed. In the operation of starting an engine in a motor vehicle with the structure described, the driver may push inward on the knob 39, throw out the clutch, step on the accelerator pedal to depress it a desired amount, if an automatic choke is not used he can set the choke at what appears to be the desired position then turn the ignition key and the engine will start. It is very desirable that there be a second switch like or equivalent to the switch 29 in the circuit to take care of those conditions where irrespective of the turning over of the engine by the starting motor the engine does not start. If there was no second switch to be operated to interrupt the starting motor circuit the starting motor, under such conditions, would continue to run until the battery was exhausted. With the construction a control of the fuel volume going to the engine at starting is readily obtained, the driver not having to use a foot for the starter pedal so that he can use the same upon the accelerator pedal. The locking in of the starting member leaves the hands of the driver free for other acts which may be desirable in starting the engine such as shifting the choke or throttle controls back and forth while the starting motor is turning the engine over. It also obviates any awkward positions of the driver which would be required if one hand was to be used to hold the starter switch in closed position and the other was used to manipulate the throttle and choke controls.

While the switch at 29 is indicated as built in connection with the ignition switch of the engine, it is quite evident that if desired the second switch in the electric starting circuit may be wholly independent of the ignition switch. The second switch either independent of or joined in connection with the ignition switch so as to be closed simultaneously with the closing of the ignition switch is a matter of choice, the operation of the device being the same in both cases.

In Figs. 3 to 6, inclusive, a form of construction is illustrated of a design more applicable for commercial production. The support is of a substantially cylindrical form made, preferably, from a single length of sheet metal which is shaped to provide an upper half 59 and a lower half 5|, each of semi-cylindrical form, and connected at their rear ends by an integral section 52, whereby a connecting member 53 may be inserted between the rear ends of the semi-cylindrical sec-- tions, 59 and 5|, and the part 53 and clamped in place when the free end portions of parts 59 and 5| are brought together. Said free end portions are connected with a flanged substantially cuplike member 54 which, at its upper side, has an extension bar 55 integral therewith, on which the diaphragm casing is shown mounted in Fig. 2 on the arm I9. Tongues 56 extend from the free ends of the parts 59 and 5|, and are passed through openings in the parts 54 and, 55 being bent over as shown in Figs. 3 and 4 to securely connect the parts together and maintain the housing support in cylindrical form.

The cup-like member 55 has an opening therethrough surrounded by an outwardly extending flange 51, through which opening the circuit wires l6 and I9 pass. The wires are connected with opposite contacts 58, screws being used to secure the wires in electrical connection with the contacts and secure the contacts to insulating blocks 59, one of which is mounted on each of the members 59 and 5| of the housing; so as to diametrically oppose each other in accordance with the construction shown in Fig. 3. Screws 69 with washers underneath the same secure the insulating blocks to the parts 59 and 5| of the housing support.

Intermediate the ends of the cylindrical housing support thus provided, the metal is pressed outwardly to make a continuous rib 6| thereby providing a continuous annular groove within the housing member. A ring 62 is mounted therein, having an arm 53 extending upwardly through an opening in the upper-member 50 of the housing. Said arm 53 is equivalent to the supporting bracket 25 in the structure shown in Fig. 2, and at its upper end the inverted T-iever having arms I5, 81 and 28 is pivotally mounted in the same manner. The bars 28 and 40 connected respectively to the ends of the arms 31 and 88 extend downwardly through guide sleeves 84 and openings made in the upper side of the upper member 5|! of the housing, as shown.

The metal of the housing parts 50 and 5| is also'formed with second outwardly pressed ribs 65 to provide a continuous annular groove within the housing in which the peripheral portions of a collar 68 are adapted to be seated and held.

Within the housing a switch closing member is mounted for longitudinal movement. It includes in its structure an intermediate body member 61 of substantially cylindrical form and with an exterior diameter slightly less than the interior diameter of the cylindrical supporting housing. A member having a head 58 of substantially the same diameter as the body 81, and with a reduced stem 59 is connected with one end of the body 61 in any suitable manner, such as by the screw connection shown, the collar 65 being located around the stem 69 and a coiled compression spring 10 located around the stem and bearing at its opposite ends against the collar and the inner end of the head 88 as shown. The shoulder at the end of the body 61 where it connects with the stem 59 engages against the collar 58 when free to do so, the spring 10 being under compression so as to normally move the switch opening member to the left. 'In the position of the parts shown in Fig.3, the bar 59 is a short distance from such shoulder but when the head 88 is engaged so as to move the sw-itch closing member to the right (Fig. 3) the bar 39 at its lower end will move downwardly until its lower end engages the stem 59 and the spring Ill cannot move the switch closing member in the opposite direction until bar 39 has been lifted. This secures the same result as when the bar 26 in the structure shown in Fig. 2 is moved to the right and the lower end of the bar 39 drops into position to be engaged by the shoulder 28.

The opposite end of the body 81 is reduced in diameter, as indicated at 1|, providing a continuous annular groove between the larger diameter part of the body and a member 13 of insulating material which is connected to the smaller diameter part II. A screw H is used for such purpose having its head located at the bottom of a relatively deep recess in the member 13, and thereafter a bridging contact 15 is screwed or otherwise permanently secured at one end in the recess with a disk of insulating material between the head of the screw and the bridging member as fully shown in Fig. 3.

The operation and the results thereof are the same with this structure as that shown in Figs. 1 and 2. The head 58 extends a distance through the dash I or an instrument plate carried by the dash on which the device is mounted. Pressing upon the head 68 compresses the spring I0, moves the body 51 to the right and if the engine is at rest the spring 49 associated with the diaphragm thereupon turns the inverted T-shaped lever in a counterclockwise direction, and the lower end of the bar 39 passes between the adjacent end of the body 81 and the collar 86. When this occurs the bridging contact 15 will have engaged both contacts 58 and closed the gap or break in the electric circuit between said contacts 58. Upon the engine starting the pressure of air against the outer side of the diaphragm causes the inverted T-shaped lever to be swung in a clockwise direction lifting the bar 39 and releasing the switch closing member to return to the position shown in Fig. 3 under the force of spring 10 until stopped by the end of the body 61 engaging against the collar 66. The air pressure against the diaphragm will thereupon cause the lower end of the bar 40 to enter the groove at 12 and the switch closing member cannot be moved to closing position while the engine is running, so long as the air pressure at the outer side of the diaphragm is sufiicient to overcome the spring 49 and any inherent resistance of the diaphragm itself.

In assembling the parts which have been described, the spring 10 and collar 55 are put upon the stem 69 and the stem and the body 61 are then connected together by the screw connection shown, though, if desired, a press fit connection would serve quite as well. The blocks 59 and contacts 58 with the wires i8 and I9 attached may be connected to the parts 50 and 5| of the cylindrical housing, the wires l6 and I9 having first been passed through the opening in the cup member 54. Previous to this the ring 52 may be slipped over the body 61; and, of course, the bridging contact I5 with the insulating member I3 associated therewith would have previously been attached to the reduced end ll of the body 61. The parts 50 and 5| at their free ends may be spread apart suiliciently that the collar 66 will come opposite the grooves made by the pressing outward of the ribs 65, and the arm 63 may be passed through the opening made therefor in the part 50 and thus locate the ring 62 opposite the groove in which it is adapted to be seated. The bar 53 is inserted in place and then the outer free ends of the parts 5|! and 5| oi the housing casing brought together and the attachment of the cup member 54 made as described. The inverted T-shaped member having the bars 39 and 40 connected thereto may then be pivotally connected to the outer end of the arm 63, and the diaphragm casing and the vacuum tube 41 with the connections therebetween secured to the end of the supporting bar 55, the rod 4| having been previously connected at one end to the diaphragm. Then by pivotally connecting the oppositeend of the rod 4| with the vertical arm 36 the assembly is complete. The attaching member 52 and the section 52 between the parts 50 and 5| are provided with openings through which the head 58 may freely pass.

In Figs. 7 and 8 a slight modification is shown. In this case the cylindrical housing support will be made of two parts similar to the parts 50 and 5| but without the integral connecting section 52 between them. They are designed in the structure shown in Fig. 7 to be received within a collar 16 and soldered or otherwise permanently connected therewith, the collar having oppositely extending ears I! through which screws or other i'astenings may be passed to mount the same upon the dash I.

In Figs. 9, 10 and 11, at the outer end of the rotatable barrel 20a of the ignition switch 20 a plate 18 is secured at one end and at its free end portion is bent outwardly as shown, whereby when the barrel is turned in a clockwise direction by the key associated therewith to complete the ignition circuit the free end portion of the plate covers the exposed end of the head 68. When the ignition switch is operated in a reverse direction to stop the engine the head 68 is uncovered as in Fig. 9.

viously described. Engagement with the outer end of the head 68 to push said switch closing member to switch closing position cannot take place unless the plate 18 occupies the position shown in Fig. 9, the ignition circuit not being completed. When the ignition circuit is completed by turning the barrel of the ignition switch lock in a clockwise direction head 68 is covered. After the engine starts and the'parts assume the position shown in Fig. 11 the head 68 cannot be engaged for operation of the movable switch closing member except on turning 011 the ignition and stopping the engine. Accordingly there can be no closure of the starting motor circuit while the engine is running irrespective of the vacuum conditions in the engine manifold.

The structures illustrated in Figs. 3 to 6, inclusive, and in Figs. 9, 10 and 11 are of a practical commercial form. While the ring 62 has been shown as a continuous ring, it is quite evident that it could be replaced by a semi-cylindrical member at the lower end of the arm 63 the ends of which would terminate at the edges of the upper housing member 50. Various other changes in minor detail may be resorted to without departing from the invention. The several embodiments of the invention shown are examples of the divergence in detail which may take place in embodying the invention in operative form. The claims accordingly which are appended hereto defining the invention are not to be limited other than required by their terms, and the invention is to be considered comprehensive of all forms of structure coming within the scope of said claims.

I claim:

1. In combination, an engine, electric starting motor therefor, electric circuit in which the motor is included, and a switch in the circuit, movable means manually operable for closing the switch, means for automatically locking said movable means in switch closing position, and engine operated means automatically unlocking said switch closing means to free the same and thereby open the switch when the engine starts.

2. In combination with an engine, electric starting motor therefor, electric circuit for the starting motor and a normally open switch in said circuit, of manually operable movable means for engaging with the switch to close the circuit, means for automatically locking said movable means in switch closing position and means operated through vacuum developed by the engine for automatically unlocking and releasing said switch closing means when the engine starts.

3. In combination, an engine, a starting motor for the engine, an electric circuit for the starting motor and a normally open switch in said circuit, a longitudinally and manually operable movably mounted rod adapted to be moved to engage with and close the switch, said rod having a shoulder thereon, means automatically movable into engagement with said shoulder when the same has been moved to switch closing position, and engine operatedmeans for withdrawing said shoulder engaging means therefrom when the engine starts.

4. In combination, an engine, an electric starting motor therefor, an electric circuit with a normally open switch in the circuit for the starting motor, a longitudinally movable rod adapted to be manually operatedto engage with and close the switch, a locking member automatically movable into engagement with the rod to hold the same in switch closing position, and means operated through suction developed by the engine when it starts for withdrawing said locking member from engagement with the rod to free the same to open said switch.

5. In combination with an engine, an electric starting motor therefor, a circuit with a normally open switch therein for the motor, a manually operable longitudinally movable rod movable to engage with and close the switch, spring means tending to return the rod to initial position, a locking member, means on the rod with which said locking member automatically engages when the rod is moved to switch closing position, and a diaphragm combined with means connecting the diaphragm with the locking member and with means connecting the diaphragm with the engine manifold to withdraw said locking membcr when the engine has started to thereby release said rod for return to initial position.

6. In combination with an internal combustion engine, an electric starting motor therefor, an electric circuit and normally open switch in the circuit, of a longitudinal movable manually operable rod adapted to close the switch when moved in one direction, means for moving the rod in the opposite direction, a movable locking bar, means on the rod for engagement by said locking bar to hold the rod in switch closing position when the same is moved thereto, a lever to one arm of which the locking bar is connected, a diaphragm casing and a flexible diaphragm at one side thereof, a rod connecting the diaphragm with another arm of the lever, spring means acting on the diaphragm and the last mentioned rod for moving the locking bar into locking engagement with said switch closing rod when the latter is moved to close the switch, and a tubular connection between said diaphragm casing and the engine manifold, as and for the purposes described.

7. In combination with an internal combustion engine, an electric starting motor therefor, an electric circuit with a normally open switch therein for the starting motor, of manually movable means for closing said switch, means automatically operable when the switch is closed for holding said manually movable means in switch closing position, engine operated means for withdrawing said holding means when the engine starts, and means operable by said engine operated means and movable thereby into position to stop movement of said manually operable switch closing means to switch closing position after the engine has started.

8. In combination with an internal combustion engine, an electric starting motor therefor and an electric circuit with a normally open switch therein for the motor, of a movably mounted manually operable rod adapted to be moved in one direction to close the switch, said rod having spaced apart shoulders thereon, a locking bar, means to automatically move the same into relation with one oi said shoulders to hold the rod in switch closing position, engine operated means for withdrawing said locking bar when the engine starts to release the switch operating rod and a second bar movable by said engine operated means simultaneously with the releasing movement oi the locking bar into a relative position with respect to the other of said shoulders to serve as a stop against movement of said rod to switch closing position when the englue is running.

9. In combination with an internal combustion engine, electric starting motor therefor, electric circuit and a normally open switch in the circuit for the starting motor, oi a support on which the switch is carried, a manually operable longitudinally movable rod mounted on the support and adapted when moved in one direction to close the switch, a lever of substantially T-shape pivotally mounted on and carried by the support. said lever having two arms extending in opposite directions, bars attached to said arms spaced from each other and extending toward said rod, spring means tending to rock the T-shaped lever in one direction, means on the switch closing rod with which one 01' said bars cooperates when the rod is moved to switch closing position to lock the rod in position to hold the switch closed, engine operated means for rocking the T-shaped lever in the opposite direction to release said bar from the switch closing rod and to move the other bar into relation with said rod when the engine starts, and means on said rod adapted to engage with the second of said bars to stop movement of the rod to close the switch.

10. In combination with an internal combustion engine, electric starting motor therefor, and an electric circuit with a normally open switch therein for the motor, of a longitudinally movable and manualLv operable rod for closing the switch on movement of the rod in one direction, said rod being enlarged between its ends and having a shoulder, a stop bar having one end thereof positioned opposite said enlargement on the rod when the same is in switch closing position and positioned between said shoulder and the switch closed by the rod when said rod is in switch open position, and engine operated means for moving said bar into stopping relation with respect to said shoulder when the engine starts to thereby prevent movement of the rod to close the switch after the engine is started.

11. In combination with an internal combustion engine, an electric. starting motor therefor and an electric circuit with a normally open switch therein for the motor, of a longitudinally movable and manually operable rod for closing the switch on movement of the rod in one direction, said rod being enlarged between its ends thereby providing two spaced apart shoulders, one at each end of the enlargement, two ba s located at right angles to the rod, and engine operating means for moving said bar simultaneously in opposite directions when the engine starts, one of said bars being located against the enlargement on the rod adjacent one of said shoulders when the engine is at rest and the other being located opposite the rod beyond the shoulder at the opposite end of said enlargement.

12. A construction containing the elements in combination defined in claim 11, combined with yielding means acting upon said bars to move the same in directions opposite to the movement of said bars under the influence of said engine operated means.

13. In combination with an internal combustion engine, electric starting motor therefor and an electric circuit with a normally open switch therein for the motor, of manually operable means for closing the switch, means for automaticaily holding said manually operable means in switch closing position when moved thereto, engine operated means for releasing said holding means when the engine starts, and means to prevent closing of the switch after the engine has started.

14. In combination with an internal combustion engine, an electric starting motor therefor, and an electric circuit with a normally open switch therein for the motor, of manually movable means for closing the switch when moved in one direction, means for returning said manually operable means to initial position whenfree to do so, means for holding said manually operable member in switch closing position when the same is moved to said position, and air pressure means operable through suction developed by the engine when it starts for releasingsaid holding means to permit the switch closing member to be returned to initial position.

15. A switch and switch control means therefor adapted. to be interposed in an engine starting motor circuit comprising, a support, a switch having spaced contacts carried by the support, a manually movable member for electrically connecting said contacts mounted for movement on said support, locking means carried by the support combined with means for automatically moving the same into engagement with said manually movable member when the same is moved to electrically close the space between said contacts to thereby hold said manually movable member in the position to which moved, and means adapted to be operated by an engine for moving said locking means to inoperative position, as and for the purposes specified.

16. A switch adapted to be located in an electric motor engine starting circuit and manual closing means therefor comprising, a cylindrical housing, spaced apart contacts adapted to be connected with the circuit carried by the housing, a manually movable member mounted substantially within the housing and having one end projecting therefrom for manual engagement, a contact bridging member carried by said manually movable member adapted to electrically join the contacts when said manually movable member is moved in one direction, spring means normally moving the manually movable member in the opposite direction, an arm connected with said cylinder, a diaphragm casing having 9. diaphragm therein mounted on the arm, a tube connected with the diaphragm casing adapted to be connected with an internal combustion engine manifold, locking means carried on said housing in association with said manually movable member, said manually movable member having means with which said locking means-is adapted to engage when the manually movable member is moved to contact bridging position, and means connecting the locking member with said diaphragm whereby air pressure against the diaphragm moves the locking means to release said manually movable member.

17. A structure of the class described adapted for use with an internal combustion engine and an electric starting motor and circuit therefor comprising, an elongated tubular support, spaced contacts carried within and insulated from said support near one end of the support and adapted to be interposed in said motor circuit, a manually operable member mounted for longitudinal movements in said tubular support, a bridging contact carried by said manually operable member to electrically connect said contacts, spring means for normally separating the bridging contact from said first mentioned contacts, a closure for the inner end of said tubular support having an arm extending therefrom, a diaphragm casing with a diaphragm at one side thereof mounted on said arm, a tube connected with the diaphragm casing adapted to be connected with an internal combustion engine manifold, a bracket mounted on and carried by said tubular support, a lever pivotally mounted thereof, an arm connecting one end of the lever with said diaphragm, a locking rod connected to the other end of the lever and extending through said tubular support, said longitudinally movable member being reduced in cross section at a part thereof whereby on movement of the manually operable member to contact bridging position, said locking rod may move inwardly through said tubular support into position to engage with said manually operable member and hold it in contact bridging position.

18. A device of the class described comprising, a support, spaced apart switch contacts thereon, a manually operable longitudinally movable member mounted on the support, means for electrically closing the switch contacts operable by movement of the manually operable member in one direction, spring means for moving the manually operable member in the opposite direction, locking means mounted on the support to engage with the manually movable member to hold the same in contact closing position, a diaphragm housing with a flexible diaphragm at one side thereof, means connected with the diaphragm housing and adapted for use to lower the pressure within the housing below atmospheric pressure, and means connecting the diaphragm with the locking means to disengage it from said manually operable member upon predetermined reduction of pressure within the diaphragm casing.

FRANK E. LIVERANCE, Ja.

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