US2188902A - Starting system for internal combustion engines and the like - Google Patents

Description

Feb. 6, 1940- 158. KAUFFMAN STARTING SYSTEM FOR INTERNAL COMBUSTION ENGINES AND THE LIKE Original Filed April 20, 1933 2 sheets-sheet 1 3 mm @1512 5: K8 6! Maw 2 2, wm/mwmp may J. S. KAUFFMAN STARTING SYSTEM FOR INTERNAL COMBUSTION ENGINES AND THE LIKE Original Filed April 20, 1953 '2 Sheets-Sheet 2 Patented Feb. 6, 1940 UNITED STATES PATENT OFFICE STARTING SYSTEM FOR INTERNAL COM- BUSTION ENGINES AND THE LIKE Application April 20, 1933, Serial No. 667,049 Renewed February 18, 1938 22 Claims.

This invention relates generally to starting apparatus for internal combustion engines and refers more particularly to improvements in electrically operated starting systems of the type having an electric motor operatively connected to a pinion mounted for movement axially of the motor shaft into engagement wtih a gear fixed to the drive shaft of the engine.

Repeated observation of past performances has proven conclusively that starter troubles in motor vehicles as now commercially produced usually can be traced to improper manipulation of the starter control or more particularly to poor judgment on the part of the operator as to the proper interval to release the control. This causes rebound of the starter pinion into engagement with the cooperating gear on the engine drive shaft, and since the latter gear is rotating at engine speed relative to the pinion, stripping of the teeth on the latter as well as the gear oftentimes results. It is, therefore, one of the principal objects of this invention to eliminate as much as possible the human element in the operation of the starting system, and this is accomplished herein by providing mechanical means for automatically opening the circuit to the starting motor as soon as the engine is started.

In addition to the foregoing, this invention contemplates eliminating damage to the starting system resulting from false starts or back-firing by providing a starting system requiring proper adjustment of the ignition system before the same operates to start the engine.

Another feature of this invention resides in the provision of a starting system automatically operable to start the engine upon manipulation of both the throttle and ignition controls to positions wherein the throttle is opened and the spark is retarded. This feature is desirable not only because it tends to reduce damage to the system caused in the past by unintentional or improper manipulation of the starter control, but also because it provides for obtaining more effective starting of the engine irrespective of the oper ators judgment since it insures placing the englue in the ideal operative position for starting before the system actually operates to effect this result.

A further advantageous feature of this invention resides in the provision of a starting system wherein shifting of the starter pinion into mesh with the cooperating gear on the engine shaft is delayed until the circuit to the starting motor is closed whereupon instantaneous movement of the pinion toward the aforesaid gear is effected so that intermeshing of these gears will be obtained before the starting motor reaches its maximum speed, with the result that there will be less thrust on the teeth of the gears upon initially moving the same into mesh.

A still further object of this invention which contributes materially to the efliciency of operation of the starting system resides in the provision of means for yieldably maintaining the circuit to the starting motor closed until the engine is properly started.

The present invention further contemplates the provision of means for automatically vrestarting the engine in the event the same is accidentally stalled. This latter means operates in u the present combination to re-start the engine when the throttle and ignition controls are in their normal running position or, in other words, effects the desired results without the necessity of manipulating either of the aforesaid controls.

The foregoing as well as other objects will be made more apparent as this description proceeds, especially when considered in connection with the accompanying drawings, wherein:

Figure 1 is a semi-diagrammatic view illustrating a starting system constructed in accordance with this invention applied to an internal combustion engine;

Figure 2 is an enlarged sectional view featuring my improved starting system;

Figure 3 is a cross sectional view taken on the line 3-3 of Figure 2;

Figure 4 is a similar view taken on the line 4-4 of Figure 2;

Figure 5 is a fragmentary semi-diagrammatic view of a slightly modified form of construction;

Figure 6 is a semi-diagrammatic view 01' another modifled form of the invention;

Figure 7 illustrates still another modified form of construction;

Figure 8 illustrates a further modified form of construction.

In general, there is illustrated in Figure 2 an electric starting motor ID of conventional design having a shaft I l threaded as at I2 for threadedly receiving the hub l3 of a pinion II. The hub I3 is of the usual flexible construction for absorbing any shock on the pinion l4 and starting motor I0 which may result from initial meshing of the pinion with the engine flywheel gear designated in Figure 2 by the reference character l5. In addition, the hub l3 is formedwith an annular groove l6 therein for receiving the forked lower end of a shift lever ll having pins l8 engaging the groove in the hub in such a manner as to place a friction on the latter resistingrotation of the same.

By resisting rotation of the pinion relative to the shaft II or screw |2, it will be noted that whenever the starting motor is energized to rotate the shaft II, the pinion is moved axially on the shaft into engagement withthe flywheel As will be'more fully understoodas this gear l5. description proceeds, the aforesaid movement of the pinion toward the gear |5 is facilitated by a resilient force acting upon the shift lever tending to move the forked end of the latter in the required direction to effect intermeshing of the pinion and gear whenever the circuit to the starting motor is completed. Moreover, by reason of the screw threaded connection between the pinion and shaft set forth above, it will be apparent that as soon as the engine starts, the pinion M will be driven by the gear |5 at a higher angular speed than the shaft H and screw I2, with the result that the pinion will be moved in the reverse direction out of engagement with the gear wheel I5.

As previously stated, it is one of the features of the present invention to provide means automatically operable upon movingthe spark and throttle controls of the engine to predetermined adjusted positions for closing the circuit to the starting motor and for shifting the pinion axially' of its shaft into mesh with the gear wheel I5. More particularly, the'following construction necessitates retarding the spark and' opening the throttle before the same functions to close the circuit to thestarting motor or, in-

other words, requires the engine to be placed in an ideal condition for cranking before the starting system is operated.

The foregoing is accomplished herein by providing' a switch l9 arranged in the circuit (not shown) to the starting motor and having a casing 2|! fashioned to support a plunger 2| for sliding movement in the direction of its axis. The plunger 2| has secured to the forward end thereof a switch contact 22 operable upon forward sliding movement of the plunger 2| to assume a position adjacent a pair of fixed contacts 23 carried by the casing and arranged in series with the circuit to the starting motor.

Forward sliding movement of the plunger 2| also tends to shift the pinion |4 axially of its shaft toward the gear wheel l5, and for accomplishing this result, the lever I1 is operative- 1y connected to the plunger lay-means of a flexible strip 24 forming a part of the lever As shown, the. extension 24 is apertured as at 25 for receiving the plunger and the latter has secured thereto on opposite sides of the extension a pair of collars 26 and 21 for alternately engaging the extension upon reciprocation of the plunger 2|. The construction is such that forward movement of the plunger 2| to position the switch contact 22 adjacent the cooperating contacts 23 causes a bending of the strip 24 forwardly by the collar 21, and owing to the flexibility of the strip, the same tends to swing the forked end of the lever II in a direction to move the pinion l4 axially of its shaft into mesh with the gear wheel I5. On the other hand, movement of the pinion out of mesh with the gear wheel I 5 as the engine starts to run returns-the plunger 2| to its rearwardmost position owing to engagement of the flexible extension 24 of the lever IT with the collar 21.

In the present instance, shifting of the plunger 2| forwardly to relatively position the contacts 22 crank 29 is connected to this control in such a manner that movement of the same outwardly from its position in Figure l to retard the spark oscillates the bell crank lever about the pivot 30 in a direction to swing the other arm 32 of the bell crank lever forwardly. In this connec tion, it is to be noted that the arm 32 of the bell crank lever extends into the switch casing and is operatively connected to the plunger 2| by means of a pawl 33 pivotally connected as at 34 to the lower end of the arm 32 for engaging a pin 35 projecting laterally from the plunger 2|. As shown in Figure 2, the pawl 33 has an extension 36 engaging the rear side of the arm 32 so that the same will move as a unit with the arm when the latter is swung forwardly about the pivot 30, but will be permitted to slide over the pin 35 from a position in advance thereof to a position in rear of the same for reasons to be more fully hereinafter described.

From the foregoing, it will be apparent that movement of the spark control 28 outwardly to retard the spark effects a swinging movement of the bell crank 29 about the pin 30 in a direction to effect a forward sliding movement of the plunger 2| by reason of the engagement aforesaid between the pawl on the arm 32 of the bell crank lever and pin 35 on the plunger. Although it has been previously stated that movement of the plunger 2| in the above manner not only relatively positions the contacts 22 and 23, but also deforms the flexible strip 24 from its normal po sition tending to shift the pinion |4 axially of its shaft toward the gear l5, nevertheless. actual shifting of the pinion is prevented owing to the threaded connection between the latter and shaft II which requires rotation of the shaft or, in other words, necessitates closing of the circuit to the starting motor before this function can take place, and due to the peculiar configuration of the contact 22, closing of the circuit to the starting motor is not effected by mere relative positioning of the contacts in the manner set forth above. As shown particularly in Figure 3 the shape of the contact 22 is such as to necessitate rocking the plunger before the same functions to bridge the contacts 23 or close the circuit to the starting motor. Consequently, the pinion I4 will not be shifted into mesh with the gear I5 until the plunger 2| is rocked from its normal position shown in Figure 1, and this function isaccomplished herein by opening the throttle 40 ofthe engine through the medium of either the accelerator pedal 4| or hand control 42. The relationship between the hand control and accelerator pedal is preferably the same as in conventional vehicles in that the two are operatively connected to each other through the usual lost motion connection so that manipulation of the hand control also effects a movement of the accelerator pedal. This relationship, howevenis not essential to the present invention. but is merely illustrated herein for the purpose of simplicity. Inasmuch as the accelerator is affected by the manipulation of the hand control, the former is operativeiy connected to the plunger 2| so that actuation of the same or hand control to open the throttle effects the required rocking movement of the plunger to bridge the contacts 23 and thereby close the circuit to the starting motor.

In detail, the operative connection between the accelerator and plunger 2| comprises a lever 43 having one end non-rotatably connected to the plunger and having the other end connected to the accelerator pedal through the medium of a flexible control 44 in such a manner that opening of the throttle by the accelerator pedal will rock the plunger 2| to the extent necessary to bridge the contacts 23 by the contact 22. Bridging of the contacts 23 by the contact 22, of course, closes the circuit to the electric starting motor and effects a rotation of the shaft H and associated screw l2, with the result that the pinion I4 will be immediately moved into mesh with the gear wheel |5. It should be noted that whenever the stationary contacts 23 are bridged by the movable contact 22, there is a certain amount of lateral force toward the fly wheel gear on the pinion due to the fact that the spring member 24 has been deformed or flexed. This pressure or force has the tendency to urge the pinion toward the fly wheel I5 and at the same time due to the connection of the forked end of lever I! with the groove N5 of the pinion member l4 the friction is increased by the lever on the pinion resisting rotation of the pinion relative to the shaft II or screw threads l2, thus aiding in this manner the shifting of the pinion toward enmeshment position when the shaft II and associated screw I2 is rotated. The friction between the ends of the forked lever l1 and the groove |6 of the pinion resists the rotation of the pinion with the shaft until the spring member 24 is deflexed, which deflexion takes place when the pinion is in proper engagement with the fly wheel. In this connection, it is to be noted that when the pinion is in mesh with the gear I5, the spring strip 24 acts upon the collar 26 to yieldably maintain the contact 22 in engagement with the contacts 23 until the engine has been properly started.

Inasmuch as the pin 35 is fixed to the plunger 2|, it will be noted that as the latter is rocked from the position thereof shown in Figure 2 to bridge the contacts 23 by the contact 22, the pin 35 is disengaged from the pawl on the arm 32 of the bell crank lever 29 so as not to obstruct movement of the plunger 2| to normal position as soon as the engine is started and thereby break the circuit to the starting motor. In other words, rearward movement of the plunger 2| from its forwardmost position places the pin 35 in rear of the pawl 33 on the bell crank lever 29 until the spark control lever 28 is actuated to advance the spark whereupon the bell crank lever 29 is moved to its normal position. As the bell crank lever 29 is returned to its normal position, the pawl 33 merely slides over the pin 35 due to the connection thereof with the bell crank lever hereinbcfore set forth.

Referring now to the operation of the starting system described above and assuming that the parts thereof are in the position shown in Figure 2, it will be noted that in the event it is desired to start the engine, the operator merely retards the spark by proper manipulation of the control 28 and opens the throttle through the medium of the accelerator 4| or hand control 42. Retarding the spark by manipulation of the control 28 effects a forward movement of the plunger 2| through the medium of the cell crank iever 29 to position the switch contact 22 relative to the contacts 23 preparatory to closing the circuit to the starting motor. Forward movement of the plunger in the manner specified above moves the flexible strip 24 forwardly relative to the forked end of the lever and thereby tends to move the pinion 4 axially of its shaft toward the gear l5. Opening of the throttle by manipulation of either the accelerator or hand control rocks the plunger 2| to bridge the contacts 23 with the contact 22 and thereby closes the circuit to the starting motor. Inasmuch as closing the circuit to the starting motor necessarily effects a rotation of the motor shaft II and screw i2, the energy stored in the previously deformed flexible strip 24 moves the pinion 4 axially of the shaft into mesh with the gear wheel l5. This is accomplished before the shaft reaches its maximum speed so that the minimum shock will be imparted to the teeth on the gears during meshing of the same. As soon as the engine is properly started, the angular velocity of the shaft II and associated screw threads exceeds that of the pinion, and, as a consequence, not only moves the latter in the reverse direction out of engagement with the gear wheel, but also returns the plunger 2| to its normal position wherein the circuit to the starting motor is broken. Thus, it will be seen that the starting system is placed in operation only when the ignition system and fuel mixture control system are adjusted to proper positions for starting the engine, and as the adjustments of these controls required for continued running of the engine are different from that required to start the engine, operation of the starting system is prevented while the engine is running with proper adjustments of controls.

The construction shown in Figure 5 differs only from the one previously set forth in that it incorporates a vacuum motor 50 for moving the plunger 2| axially forwardly to close the circuit to the starting motor independent of the ignition or spark control. In detail, the vacuum motor 50 comprises a casing 5| having a diaphragm 52 therein with the marginal edges clamped to the casing and with the central portion connected to the switch plunger 2|. The portion of the casing at the rear side of the diaphragm 52 is arranged in communication with the intake manifold 53 of the engine and a suitable spring 54 is located in the rear side of the casing in such a manner as to act upon the central portion of the diaphragm tending to move the said central portion together with the plunger 2| forwardly. With the parts, as thus far described, it will be understood that whenever the engine is running, the vacuum in the inlet manifold of the engine will be communicated to the portion of the casing at the rear side of the diaphragm causing the central portions of the latter to be actuated by atmospheric pressure in a direction to compress the spring 54. As will be observedfrom Figure 5, this action tends to de-energize the electric starting motor by maintaining the bridge contact 22 out of engagement with the contacts 23 as well as preventing accidental shifting of the pinion I4 into mesh with the gear wheel IS. The aforesaid parts will remain in the above position as long as the engine continues to run, but if for any reason the engine should stall, atmospheric pressure will be restored in the inlet manifold and casing 50 causing a forward movement of the central portion of the diaphragm 52 by the spring 54. Inasmuch the plunger is com from the cooperating contact 23.

nected to the aforesaid portion of the diaphragm, the same will also be moved forwardly closing the circuit to the starting motor and moving the pinion l4 axially of the shaft H into mesh with the gear wheel IS in the manner hereinbefore set forth.

In Figure 6 of the drawings I have shown a starting system having a switch plunger 2| mounted in a casing l9 for'both axial and rotative movements relative thereto. As in the first described form of the invention, the plunger 2|- has secured thereto a switch contact 22 operable upon forward axial movement of the plunger 2i to assume a position adjacent a pair of spaced contacts 23 in the circuit to the starting motor and upon rocking the plunger 2| to close the aforesaid circuit by bridging the contacts 23. Axial movement of the plunger to position the switch contact 22 relative to the spaced cooperating contacts 23 is accomplished herein by means of a vacuum motor 50* identical in construction to the vacuum motor set forth above in connection with the modification illustrated in Figure 5. In other words, when the engine is running, the vacuum in the inlet manifold of the engine will be communicated to the portion of the vacuum motor casing at the rear side of the diaphragm 52 therein causing the portion of the latter secured to actuated by the atmospheric pressure in the casing at the front side of the diaphragm in a direction to compress the spring 5 acting upon the diaphragm or, in other words, to move the plunger 2 l in a direction to space the contact 22' Rotation of the plunger 2 I to close the circuit to the starting motor by the contact 22 is effected herein by connecting one of the motor controls, such as the throttle lever, to the outer end of the arm 60 having the inner end fixed to the plunger. The foregoing construction is such that when the engine is not running, the plunger 2| is maintained in its forwardmost position by the action of the spring 54 on the diaphragm 52 so as to permit the contact 22 to bridge the contacts 23 upon opening the engine throttle by actuating the accelerator. As soon as the engine starts, a vacuum will be created at the rear side of ,the diaphragm compressing the spring and thereby moving the plunger 2| rearwardly to open the circuit to the starting motor. In the event that the engine should stall, the spring 54 will immediately return the switch contact 22 into operative relationship to the contacts 23 so that as soon as the accelerator is depressed, the engine will again be started. The construction previously set forth is particularly adapted for use where the starting pinion is automatically moved into mesh with the gear wheel on the engine drive shaft since no provision is made for connecting the plunger 2| to the pinion.

The construction shown in Figure 7 is also designed for installation in systems where the starting motor pinion automatically moves into mesh with the gear wheel as soon as the circuit to the starting motor is completed. The construction shown in Figure 7 is similar to the arrangement illustrated in Figure 6 with the exception that the vacuum motor is omitted and axial movement of the switch plunger 2| is automatically effected upon manually retarding the spark of the engine.

In detail, a suitable bell crank lever BI is pivotally mounted upon the switch casing having one arm attached to the spark control (not shown) and having the other arm engaging the rear side of a the switch plunger to be.

pin 82 extending laterally from the switch plunger 2 l The pin 62 is normally yieldably maintained in engagement with the latter arm of the bell crank 6| by means of a spring 63 so that as soon as the spark is advanced after the engine is started, the plunger 2l will be-immediately returned to its normal or rearwardmost position wherein the circuit to the starting motor is open. Otherwise the construction shown in Figure '7 is the same as the construction shown in Figure 6 so that it necessarily follows that opening of the throttle and retarding the spark is necessary to close the circuit to the starting motor. As pointed out in connection with the first described form of the invention, this construction provides for obtaining more efficient operation of the starting system since it necessitates placing the engine in its ideal condition for starting before the circuit to the starting motor is closed.

In Figure 8 of the-drawings, I have shown a construction differing only from the modification illustrated in Figure 6 in that the forward end of the switch plunger 2 I is connected to the distributor or spark control. Although the distributor is not shown in Figure 8 of the drawings, never theless, the connection between the latter and plunger 2| is such that rearward movement of the plunger 2 I by the vacuum motor to open the circuit to the starting motor will advance the spark, and forward movement of the plunger 21 by the spring 54 to position the switch contact 22 relative to the cooperating contacts 23 preparatory to closing the circuit to the starting motor will retard the spark. In other words, the construction shown in Figure 8 is such that the spark is automatically retarded preparatory to closing the circuit to the starting motor and is automatically advanced as soon as the engine is running.

While in describing this invention particular stress has been placed upon the specific engine controls employed for operating the starting system, nevertheless, it should be understood that various other controls or combinations thereof may be utilized for effecting operation of the system.

What I claim as my invention is:

1. An engine starting system having in combination, an electrically operated starting motor, a driven gear wheel, a pinion on the motor shaft axially movable relative to the latter into and out of mesh with said gear wheel, a switch controlling the operation of said motor, a manually operable control for urging said pinion in a direction to mesh the same with the gear wheel, and means for preventing movement of the pinion in the aforesaid direction until said switch is closed.

2. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch in said circuit for controlling the operation of said motor, a pinion on the motor shaft axially movable relative to the latter into and out of mesh with the gear Wheel, independent controls for respectively regulating the timing and speed of the engine, means operatively connecting one of said controls to said pinion for urging the latter toward mesh position with said gear wheel, and means opel'atively connecting another of said controls to said switch for actuating the latter whereby manipulation of both controls is essential to start the engine.

3. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a cooperating contact movable in rotative and linear directions for bridging the spaced contacts to complete the circuit to the starting motor, a pinion on the starting motor shaft axially movable relative to the latter into and out of mesh with the gear wheel, means responsive to movement of the contact aforesaid of the switch in one direction to exert a force upon the pinion tending to move the latter into mesh with the gear wheel, and mechanical means rendering effective the operation of said last named means to move the pinion into mesh with the gear wheel upon movement of the aforesaid switch contact in the other direction to bridge the spaced contacts of said switch.

4. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a. cooperating contact member carried by a plunger movable toward the spaced contacts to position the cooperating contact member adjacent the latter contacts and rotatable to bridge said contacts with the contact member, a pinion on the starting motor shaft axially movable relative to the latter into and out of mesh with the gear wheel, independent controls for moving said plunger to position the contact member adjacent the spaced contacts and to rotate the plunger to bridge the latter contacts with the contact memher, and means responsive to the manipulation of said controls for causing the energization of the motor and aid in the shifting action of the pinion into mesh with the gear wheel.

5. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof and having a throttle and spark control, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a cooperating contact member movable toward the spaced contacts and rotatable when in a position adjacent the latter .to bridge the same, means operatively connecting the contact member with said controls whereby movement of one of the controls effects a movement of the contact member toward the spaced contacts and movement of the other control effects a rotation of the contact member to bridge said contacts to cause the energization of the starting motor, a pinion having a threaded connection with the motor shaft and axially movable relative to the latter into and out of mesh with the gear wheel, and an operative connection between the pinion and contact member for urging the pinion into mesh with the gear wheel upon manipulation of both of said controls.

6. In a starting system for internal combustion engines having a plurality of control elements, a starting motor, a driven gear wheel, a pinion on the starting motor shaft axially movable relative to the latter into and out of mesh with the gear wheel, means connecting one of said control elements to the pinion operable upon manipulation of another control to aid in moving the latter into mesh with said gear wheel, and means operatively connected to the last-mentioned means aforesaid of the pinion for effecting automatic re-starting of the engine in the event the same stalls after it has been started.

7. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof comprising a starting motor, a pinion on the motor shaft axially movable relative to the latter into and out of mesh with said gear wheel, independent controls for theengine, a mecha nism responsive to movement of said controls to predetermined positions of adjustment for energizing the motor and aiding in shifting the pinion into mesh with the gear wheel, and means for effecting automatic re-starting of the engine comprising a pressure actuated motor connected to the last-mentioned means aforesaid of the pinion and operating when the engine is running to prevent accidental movement of the pinion into mesh with the gear wheel.

8. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a cooperating contact movable in linear and rotative directions for bridging the spaced contacts to complete the circuit to the starting motor, a pinion on the starting motor shaft axially movable relative to the latter into and out of mesh with the gear wheel, and means operable in dependence upon closing the circuit to the starting motor by moving said contact member in both of the aforesaid directions to automatically shift the pinion axially of its shaft into mesh with the gear wheel.

9. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a cooperating contact movable in two directions for bridging the spaced contacts to complete the circuit to the starting motor, a pinion on the starting motor shaft axially movable relative to the latter into and out of mesh with the gear wheel, independent controls for moving the contact member in both said directions, and means responsive to the actuation of both of said controls for energization of the motor and aiding in shifting the pinion axially of its shaft into mesh with the gear wheel.

10. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch having spaced contacts in series with the circuit and having a cooperating contact movable toward the spaced contacts and rotatable when in a position adjacent the contacts to bridge the same, a pinion threaded on the starting motor shaft and normally positioned out of mesh with the gear wheel, means responsive to movement of the contact member toward the spaced contacts to exert a force on the pinion tending to move the latter into mesh with the gear wheel and operable upon rotation of the contact member to bridge the spaced contact members to energize the motor and urge the movement of the pinion relative to the motor shaft into mesh with the gear wheel.

11. A starting system for internal combustion engines having a gear wheel on the drive shaft thereof, comprising an electric starting motor arranged in an electric circuit, a switch for controlling the circuit, a pinion mounted upon the starting motor shaft for movement axially into mesh with the gear wheel, and means including a resilient member operable in dependence upon movement of the pinion out of mesh with the gear wheel to positively actuate said switch to open the circuit to the starting motor.

12. In an automotive vehicle, the combination with the foot operated accelerator pedal by which the speed of its engine is controlled, of means to start the engine comprising an electric starting motor, a source of electrical energy, a normally open circuit switch for establishing a circuit between said starting motor and said source, means operable by the depression of the foot accelerator pedal to oscillate a current conducting member for closing said switch to start the motor, and means actuated by the engine in operation to effect disconnection of said starting motor from the source of electrical energy by moving said conducting member out of operative position whereby oscillation of the conducting member by the depression of the pedal after the functioning of said engine operated means and during operation of the engine has no effect to close the motor switch.

13. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means connecting said movable contact with the mixture controlling means for movement therewith, and means operated by engine suction for separating the fixed and movable contacts when the engine is running without disconnecting the movable contact from saidmixture controlling means whereby the mixture controlling means may be operated to control the engine speed without causing the starting motor to become operative.

14. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity oi. combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means connecting said movable contact with the mixture controlling means for movement therewith, and means operated by engine suction for moving said movable contact along its axis of rotation to separate the switch contacts when the engine is running.

15. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a control switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact and a rotatable contact, means connecting the rotatable contact with the mixture controlling means so that the contact is rotated into engagement with the fixed contact as the mixture controlling means is operated, and means operable when the engine begins to run to move said rotatable contact out of its plane of rotation so as to open the switch to cause the starting motor to become inoperative when the engine operates under its own power.

16. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a control switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact and a rotatable contact, a permanent connection between the rotatable contact and the mixture controlling means whereby the rotatable contact is moved by said mixture controlling means into engagement with the fixed contact whenever said mixture controlling means is operated to vary the quantity of mixture supplied to the engine, and means operable by the engine when running under its own power to move the rotatable contact out of its plane of rotation, so that ordinary operation of the mixture controlling means to regulate the engine speed will not effect the closing of the control switch.

17. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source means for controlling the quantity of combustible mixture supplied to the engine, a control switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact and a rotatable contact, a permanent connection between the rotatable contact and the mixture controlling means whereby the rotatable contact is moved by said mixture controlling means into engagement with the fixed contact whenever said mixture controlling means is operated to vary the quantity of mixture supplied to the engine, and means oper-:

able by engine suction when the engine runs under is own power to move the rotatable contact out of its plane of rotation so that ordinary operation of the mixture controlling means to regulate the engine speed will not effect the closing of the control switch.

18. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a rotatable contact, means connecting the rotatable contact with the mixture controlling means for operation thereby so that movement of said mixture controlling means in a direction to increase the quantity of mixture supplied to the engine will move said rotatable contact into engagement with the fixed contact, and means operable by the engine when the latter begins to run under its own power for moving said rotatable contact out of its plane of rotation, so that operation of the mixture controlling means during operation of the engine will not effect closing of the switch.

19. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a rotatable contact, means connecting the rotatable contact with the mixture controlling means for operation thereby so that movement of said mixture controlling means in a direction to increase the quantity of mixture supplied to the engine will move said rotatable contact into engagement with the fixed contact, and means operable by the engine suction when the latter begins to run on its own power for moving said rotatable'contact out of itsplane of rotation, so that operation of the mixture controlling means during operation or the engine will not elect closing of the switch.

20. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a control switch for controlling the connection of the starting motor with the engine, said switch com-' prising a fixed contact, a movable contact rotatably mounted, means connecting said movable contact with the mixture controlling means for movement therewith, and means operable by the engine for moving the rotatable contact out of a path of movement where it can contact with the fixed contact, so that said mixture controlling means may be operated to control the engine speed without causing the starting motor to become operative.

21. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means connecting said movable contact with the mixture controlling means for movement therewith, and means for separating the fixed and movable contacts when the engine is running without disengaging the movable contact from the mixture controlling means, so that the mixture controlling means may be operated to control the speed of the engine without causing the starting motor to become operative.

22. Control apparatus for internal combustion engines comprising, a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the starting motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means connecting said movable contact with the mixture controlling means for movement therewith, and means operated as a function of rotation of the engine for separating the ilxed and movable contacts when the engine is running without disconnecting the movable contact from said mixture controlling means, whereby the mixture controlling means may be operated to control the engine speed without ll causing the starting motor to become operative.

JESSE B. KAUFFMAN.

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