US2249209A - Engine starting apparatus - Google Patents

Description

y 1941. T. D. JOECK 2,249,209

ENGINE STARTING APPARATUS Original Filed July 30, 1932 3 Sheets- -Sheet 1 l I 2521 i a 6 15 4 I a 2 s /o 1! 2 I H :59 63 I i T H 6 12 z p 6/ 2 ,2 z 6 1 I 4 45 H l. 67 5 I 62 5 66 Z3 Z1 Q l 2: 70Mr1/1/n/i/nf Tuomns D. Joack 2 y ,1941. T. DY.YJOECK 2,249,209

ENGINE STARTING APPARATUS Original Filed July 30, 1932 3 Sheets-Sheet 2 s 47 21 Gain/y,

Patented July 15, 1941 ENGINE STARTING APPARATUS Thomas D. Joeck, Belmar, N. J assignor to Bendix Stromberg Carburetor Company, South Bend, Ind., a corporation of Illinois Original application July so, 1932, Serial No.

Divided and this application March 25, 1935, Serial No. 12,890

24 Claims.

This invention relates, generally, to the starting of internal combustion engines; and the invention has reference, more particularly, to a novel engine starting apparatus especially adapted for use in connection with the starting of automotive engines. This application is a division of my copending application Serial No. 626,520, filed July 30, 1932.-

Heretofore, in starting cold, internal combustion engines of the automotive type, considerable skill has been required in order to manually operate the starting button or pedal, the choke, and the throttle in the proper manner and sequence when prompt starting is desired.

The principal object of the present invention is to provide a novel engine starting apparatus which is adapted to greatly reduce the number of manual operations heretofore necessary in starting a cold engine.

Another object of the present invention lies in'the provision of a novel engine starting apparatus which is operable to start the engine with the greatest facility and speed, the said apparatus enabling inexperienced persons to start a cold engine as readily and quickly as one having experience.

Still another object of the present invention is to provide a novel engine starting apparatus of the above character having means for insuring a proper throttle opening during the starting operation, the said apparatus being operable upon the turning of the ignition switch to automatically choke and start the engine.

Still another object of the present invention lies in the provision of a novel engine starting apparatus having means for insuring a proper minimum throttle opening when the engine is running cold, thereby preventing the accidental stalling of the engine due to premature movement of the throttle to normal idling position.

Other objects of this invention, not at this time more particularly enumerated, will be clearly understood from the following detailed description of the same.

' The invention is clearly illustrated in the accompanying drawings, in which:

Figure 1 is a fragmentary viewfin elevation, with parts broken away, of an internal combustion engine equipped with the novel engine starting apparatus of the present invention, the parts of the said apparatus being shown in the positions assumed by these parts when the engine is cold and at rest;

Figure 2 is an enlarged fragmentary sectional view taken along line 2-2 of Figure 1;

Figure 3 is a view in end elevation of the structure shown in Figure 1;

Figure 4 isan enlarged view with parts 'broken away of a portion of the structure shown in Figure 3, the parts being shown in the positions assumed thereby during the operation of the starting motor at the starting of the engine;

1 Figure '5 is an enlarged, fragmentary sectional view taken along line 5-5 of Figure 3;

Figure 6 is an enlarged sectional view taken along line 66 of Figure 1, but illustrates the automatically operating air inlet valve and asso I ciated parts in the positions assumed by these members during the normal running of the engine;

Figures 7 and 11 are wiring diagrams showing the electric circuits involved;

Figure 8 is a fragmentary view in elevation n numeral I designates an internal combustion engine of the automotive type which is illustrated as equipped with the novel engine starting apparatus of the present invention. The reference numeral} designates the exhaust manifoldof the engine I; whereas the reference numeral 3 designates the intake manifold. A down-draft carburetor 4 having a float chamber 5 and a throttle valve 6, is illustrated as connected to the top of the intake manifold 3.

According to the preferred form of the inven- I tion, a hollow cylindrical, open ended choke casing 1 has its lower end attached to the intake end of carburetor 4. Choke casing l is provided internally with an unbalanced choke valve 8 of known construction which is adapted to close the upper end of this casing. Choke valve 8 has an operating lever 9 connected to the upper end of a depending link I0. Link In in turn is connected at its lower end to the upper end of a second depending link H. The lower end of link H is connected to the operating arm l2 of a thermostat l3 0f the well known spiral type.

When the engine becomes-warm in use, the operating arm 12 will be turned in a counterclockwise direction, thereby raising links H and I0 and effecting the opening of choke valve 8.

The choke casing 1 is formed with a vertically extending cylindrical valve casing I4 which communicates with the choke casing 1 by means of a transverse passage I5. An air inlet valve I6 illustrated as of the piston type, is vertically movable within the valve casing I4. Casing I4 is closed. at its top and is formed with an air inlet opening I1 at its bottom, which air inlet opening is adapted to be closed by the piston valve I6 when the engine is at rest or at the point of starting. The valve I6 is provided with a vertically upstanding stem I8 which has a pneumatic piston I9 secured to its upper end for reciprocation in the upper part of casing I4.

The top of casing I4 is connected by piping to the intake manifold 3 so that suction created in the intake manifold by the starting of the engine will cause the raising of pneumatic piston I9 and hence will effect the lifting of valve I6 off of its seat, thereby opening the air inlet opening I1 and permitting air to enter the carburetor by way of easing I4, passage I5 and casing 1.

A fitting 2I is illustrated as included in the pip ing 20, which fitting provides a ball check valve 22 and a branch pipe 23 adapted to be connected to a vacuum pump (not shown) which is suitably driven from the engine in a manner well known to those skilled in the art. The fitting 2| would only be used in those cases where the engine is equipped with a vacuum pump. The use of the fitting 2| in connection with a vacuum pump will insure enough suction being applied to pneumatic piston I9 at all times during the running of the engine so as to retain valve I6 in its raised position."

Valve casing I4 has a transversely extending pin or stud 25 projecting laterally therefrom. A switch, designated as a whole by the reference numeral 26, having a built-up housing 21 of insulating material, is mounted upon the stud 25. The side walls of the insulating housing 21 are apertured to receive the stud 25. Set screws 28 are threaded into the side walls of housing 21 for engaging stud 25 to thereby lock the housing 21 in desired angularly adjusted position upon stud 25. A cam collar 29 is turnably mounted upon stud 25 within housing 21. Cam collar 29 has a transverse cam groove 30 in the peripheral portion thereof for cooperating with a boss 3| provided on a switch arm 32.

Switch arm 32 is pivotally mounted on a pin 33 carried by the side walls of casing 21. A leaf spring 34 is contained within the housing 21 and urges the switch arm 32 toward cam collar 29 so that boss 3I will be held in engagement with the peripheral surface of this cam collar. In the event that cam groove 36 moves into register with the boss 3I, this boss will snap into the cam groove 30, thereby causing a movable contact 35, carried by the free end of switch arm 32, to engage a stationary contact screw 36. A lead 31 is connected to a terminal screw 38, which in turn, engages the leaf spring 34. The stationary contact screw 36 is electrically connected by a terminal screw 39 to another lead 40.

Cam collar 29 has a stud 4I secured thereto, which stud projects outwardly through a slot 42 provided in the housing 21. The outer end portion of stud 4| is pivotally connected to the upper end of a depending link 43, the lower end of which link is pivotally connected to the upper end portion 44 of another depending link 45. The upper end portion 44 of link 45 is also pivotally connected to the operating arm 46 of the throttle valve 6. The lower end portion of link 45 in turn is pivotally connected to a lever system 41 that leads to the throttle operating lever and/or pedal (not shown) of the automotive vehicle in a manner well known to those skilled in the art. The throttle valve stem 48 has an arcuate member 49 secured thereto (see especially Figure 4), which arcuate member carries motion limiting screws 50 and 5| which are adapted to engage the opposite sides of a stop projection 52 formed on the carburetor to thereby limit the closing and opening movements of the throttle valve 6.

A segmental stop plate member 54 is fixed to the rear end of a shaft 55 adjacent stop projection 52 (see especially Figures 3 to 5). Shaft 55 is journalled in a bearing 56 carried'by the stop projection 52. The forward end of shaft 55 has an arm 51 fixed thereto, which arm is pivotally connected at its outer end to the point of juncture of links I0 and II so that when these links are actuated by the thermostat I 3, the arm 51 is also actuated to turn segmental stop plate 54.

The stop plate member 54 is so disposed with respect to the motion limiting screw 59 as to underlie this screw when the engine is cold, as illustrated in Figures 1, 3, 4 and 5 of the drawings, at which time this plate member serves to hold the motion limiting screw 50 somewhat away from stop projection 52, thereby providing for a greater throttle opening when the engine is idling cold. When the engine warms up, however, thermostat I3 operates to effect the turning of the segmental plate 54 from under the motion limiting screw 50. Thus, arm I2 of this thermostat turns counterclockwise (see Figure 1) as the engine warms up, causing link II to move upwardly and effecting clockwise movement of arm 51 so that the stop plate 54 also moves clockwise and outwardly from under the end of limiting screw 50. The large idling throttle opening provided by the presence of stop plate member 54 when the engine is running cold, prevents the accidental stalling of the engine due to too lean a fuel mixture. If the engine is stopped while warm and the throttle is closed, the screw 50 will be in contact with the stop 52 and will engage the edge of the plate member 54 as the engine subsequently cools, thus preventing the choke valve 8 from completely closing under the action of the thermostat until the throttle is first opened.

A switch, designated as a whole by the reference numeral 58, is mounted upon the casing I 4. As especially shown in Figures 4 and 6, this switch 58 comprises a fitting 59 that is threaded into an aperture provided in the wall of said casing I4. A cylindrical insulating housing 60 has its inner end portion threaded upon fitting 59 and has a metallic collar 6| inserted into its open outer end, which collar is retained in place within said housing as by a screw 62. The central aperture of collar 6| serves as a bearing support for the outer end portion of a plunger 63. Plunger 63 extends longitudinally within the hollow interior of housing 60 and has an annular flange 64 formed thereon for cooperating with a metallic ring member 65 that is fixed within housing 60.

A coil compression spring 66 is contained within housing 60 in surrounding relation to the plunger 63 and bears at one end against the collar GI and at its other end against the flange 64, thereby tending to urge the flange 64 into engagement with ring member 65. Plunger 63 has a cylindrical head 61 secured thereto, though insulated therefrom by an insulating sleeve 68 that is interposed between a reduced end portion of plunger 63 and the wall of a receiving recess proadapted to tightly receive the insulating sleeve 68'.

Head 61 of plunger 63 is adapted to reciprocate slightly within the fitting 59, which fitting serves as a guide bearing for the head 61. With the annular flange 64 of plunger 63 in engagement with ring member 85, under the action of spring 66, the innerend portion of head 61 projects slightly into the interior of casing portion or extension l4, asespeciallyshown in Figure 4'. In this figure the piston valve |6 is illustrated in its lower position and in closing relation to the air inlet opening |1.

After the engine has started the valve |'6 rises in casing |4 due to engine suction exerted on pneumatic piston l9, and this valve moves into engagement with the inner end of head 61 of wardly somewhat and into the position shown in Figure 6, in which position the spring 66 is compressed and flange '64 is out of engagement with stationary ring member 65. v

A terminal screw-69 is threaded into collar 6| and has the lead 31 connected thereto. A second terminal screw 10 is threaded into the stationary plunger 63 and serves to move this plunger outposition underlying the stop screw and the chok valve 8 to move toward closed position. The casing 21 of switch 26 is angularly adjustable on the stud 25 so as to thereby-enable this switch to close when the proper throttle valve opening is obtained for starting. If the operator does not have the proper throttle valve .opening when he inserts the key, the engine will not start, and it becomes merely necessary for him to move his throttle lever until the engine does-start, or in other words, until the boss 3| snaps into cam groove 30, at which time movable contact 35 engages stationary contact 36 of switch 26. The control circuit (see Figure '1) will be from battery 12 by way of lead 16, ignition switch 11, lead 40; terminal screw 39, switch arm 32, terminal screw 38, lead 31, collar 6|, plunger 63, ring member 65, lead 1|, solenoid 18 to ground. The energization V of solenoid 18 will cause-the closure of solenoid ring member 65 and has a lead 1| connected thereto. When the valve I6 is in its lower position, as shown in Figure 4, annular flange 64 is in engagement with ring member 65 so that a circuit may pass through lead 31, terminal screw 69,

plunger 63, flange 64, metallic ring member 65 and terminal screw 18 to lead 1|. This circuit will be broken by the rising of valve 6 which will act to press the head 61 of plunger 63 outwardly,

thereby breaking the connection between flange 64 and ring member 65.

relay 14, thereby completing a circuit for the starting motor 15 by way-of lead 13.

As soon as the engine starts, the suction created in intake manifold 3, acting through piping 28,

.will serve to raise pneumatic piston l9 and valve |6 within the casing M. The raising of the valve |'6 servesto permit the entrance of air by way of inlet opening 11, extension 14, passage l5 and choke casing 1 to the carburetor 4. As valve l6 rises upon the starting of the engine, it engages A typical starting motor circuit which may be employed when using the engine starting apparatus of this invention, is illustrated in Figure. '1. In this figure, the battery 12 is adapted to supply starting current' through lead 13 and solenoid relay 14 to the starting motor 15. A control circuit for the solenoid relay 14 comprises a lead 16 which extends from the battery12 to ignition switch 11. Ignition switch 11 is connected by lead 40 to terminal screw 39 of switch 26. Terminal screw 38 of switch 26 is connected by lead 31 to the terminal screw connected to collar 6| of switch 58. Ring member 65 of switch 58 is connected through lead 1| to the solenoid 18 of the solenoid relay 14.

When the engine is cold and at rest and it is desired to start the same, the operator merely closes the ignition switch 11'. The valve I6 is in its lower position, shown in Figure 1, wherein it closes the air inlet l1, and the switch 58 is closed. If switch 26 is also closed, a circuit will be completed for the solenoid 18 of solenoid relay 14. In order for the switch 26 to be closed, it is necessary that the throttle valve be open a predetermined amount to obtain the quickest starting. If the starting motor does not startupon the tuming on of the ignition key, the operator will know that the throttle valve is not properly set for starting and he wili move the throttle lever so as to adjust the throttle valve 6. During this adjustment of the throttle lever, the link 43 is moved, thereby turning the cam collar 29 of and permits the plate member 54 to move into a .the head 61 of plunger 63 of switch 58, thereby pressing this plunger outwardly and effecting the opening of switch 58, thereby deenergizing solenoid 18 and opening the starting motor circuit. The engine is now running cold and if the same should tend to stall, the valve l6 will immediately fall downwardly due to decreased suction in the intake manifold, thereby eflecting the reclosing of the switch 58 so that the starting motor will automatically'start again to crank the engine provided the throttle valve is in proper position for starting. Thus, during the starting operation of the engine, the novel starting apparatus of this invention will serve to automatically choke'the engine and control the operation of the starting motor until the engine is under way.

With the engine running cold, if the operator wishes to idle the engine and hence moves the throttle lever to idling position, the segmental stop plate member 54, by stopping themotion' of screw 50 in advance of stop 52, serves to establish the idling position of the throttle valve 6 f whilefthe engine is running cold, thereby providing a somewhat larger throttle valve opening than normally, and effectively preventing the stalling of the engine. -After the engine warms 'up, the thermostat |3, acting through its oper- .arm 51 is turned in a clockwise direction, as

viewed in Figure 1, so as to effect the removal of stop plate .54 from under motion limiting screw 58, thereby permitting the operator to thereafter idle theengine with the screw 50 en gaging stop 52, or, in other words, with the engine idling with the throttle in normal idling position.

During the normal running of the engine, the valve It will be held in its upper position, shown in Figure 6, in which position switch 58 is open, so thatthe starting motor circuit is also open. When the engine is not equipped with a vacuum pump and hence the fitting 2| is not used, there are times when the suction in the intake manifold 3 will decrease to such a low value that the valve I6 will fall, thereby permitting switch 56 to close. Thus, when the engine is running un- -der heavy load with the throttle open wide or when the throttle is opened suddenly, the vacuum in the intake manifold will drop resulting in tle valve is opened during the running of the :the falling of valve I6. The closing of switch 58 would automatically effect the completion of the starting motor circuit were it not for the switch 26 connected to the throttle, which switch is open except when the throttle is opened a predetermined small amount, as during starting. Thus, when the engine is running at a heavy load with the throttle wide open, or when the throttiev is opened suddenly, the switch 26 will be open because boss 3I will be riding on the periphery of cam collar 29 at such times and will not be in engagement with cam groove 36 (see dot and dash lines of Figure 4) It will be remembered that cam groove 36 is so adjusted with respect to throttle valve 6 and to the boss 3| as to engage boss 3| when the throttle valve 6 is open but a limited amount for the starting operation. Thus, the use of switch 26 in conjunction with switch 58 effectively prevents the accidental starting of the starting motor when the engine isrunning.

When the engine is equipped with a vacuum pump,- this pump will always maintain. a sufflcient vacuum in the upper portion of easing I4 to retain valve I6 in its raised position, in which position the switch 58 is held open. When such an engine is operating under wide throttle opening, even though the vacuum should fall in the intake manifold, the vacuum pump will serve to retain the valve in raised position, so that there is no possibility of the starting circuit being closed. In such case, the switch 26 may be omitted altogether, if desired, in which case, switch 58 will be connected directly to the ignition switch as by a lead 31 (see Figure 11) and the engine could be started regardless of the position of the throttle lever and throttle valve. When the engine is not provided with a vacuum pump, however, it is very necessary to use switch 26 or an equivalent structure, so as to prevent the accidental starting of the starting motor while the engine is running.

If desired, the switch 26 may be omitted when using the starting. apparatus of the present invention on an engine not equipped with a vacuum pump, provided means is used to prevent the accidental falling 01' valve l6 while the engine is running. Such a means is disclosed in Figures 8 and 9 of the drawings, wherein the switch, 26 is replaced by a latch 69 which is pivoted upon a pivotal pin 6I that is carried by a bracket 62 attached to the valve casing I4. A torsion spring 86 encircles the pin 6I and has one end connected to the latch 66 and its other end connected to" the upper end of a vertical link 64. The lower end of link 64 is connected by a second link 65 to one end of a lever 66 that is illustrated as tumably mounted upon the throttle valvestem 46. The other end oflever 66 is pivotally connected to the depending link 45 which is connected as before through lever system 41 to the throttle lever or pedal oi the vehicle. When the throttle lever or pedal is moved to idling position, the link 45 is moved upwardly, thereby turnengine, the link 45 is moved downwardly, thereby causing link 84 to move upwardly, resulting in the turning of latch 86 inwardly through an opening 81 provided in the wall of easing I4. Latch- 66 will thus be projected into the path of downward movement of valve I6 so that should the valve tend to fall down when the throttle is opened wide, the same will be stopped in its downward movement by the supporting action of the latch 86, which will hold the valve in the dot and dash line position shown in Figure 8. The latch 86 will hold the valve I6 at a point where the same serves to still retain the switch 58 inopen position, thereby preventing the closure'oi 'the starting motor control circuit. In the event that latch 86 should be projected into opening 81 when valve I6 is down, this latch will not prevent the subequent upward movement of the valve for the valve can ride up and over the latch 86 by deflecting torsion spring 83. Thus, for example, if the engine should be started with a wide throttle opening and consequently with latch 86 projecting inwardly through opening 61, the valve I6 can nevertheless rise by riding over the beveled portion of latch 86 and forcing this latch outwardly.

In the form of the invention shown in Figure 10, a latch 96 is also used for preventing the falling of valve I6 during-the running of the engine. Latch 96 is controlled in its operation by the oil pressure created in the engine oil circulating system while the engine is running. Latch 96 is pivoted upon'a pin 9I which is carried by a bracket 92 attached to the casing l4. Oil pressure from the oil circulating system of the engine is conveyed by a pipe 99 to a diaphragm casing 94 having a diaphragm 95 therewithin. The pressure of the oil supplied by pipe 93, acting upon diaphragm 95, tends to move this diaphragm towards the latch 96.

A plunger 96 operates within a cylindrical extension 91 provided on the diaphragm casing 94 ing lever 66 in a clockwise direction, as viewed 3 in Figure 9, and causing link 84 to move downwardly, in which position the latch 86 assumes the dot and dash line position shown in Figure 8. The valve I6 can now fall into closing relation and has one end thereof connected to the diaphragm 95. The other end portion of plunger 96 is reduced and is surrounded by a coil compression spring 98 which opposes the oil pressure acting upon diaphragm and which serves to return the diaphragm 95 to a central position within casing 94' when the oil pressure ceases upon the stopping of the engine. Plunger 96 has a cylindrical interior recess 99 within which a small piston I66 is adapted to move. A light compression spring I6I tends to urge piston I66 outwardly of recess 99. Piston I66 has a stem I62 projecting outwardly through an aperture provided in the end of cylindrical extension 91. The outer end of stem I62 is pivotally connected to latch 96 for operating this latch.

In this form of the invention, after the engine starts and as long as the engine continues to run, the oil pressure exerted upon diaphragm 95 will serve to press plunger 96 toward the latch 96 and will cause spring IM to urge piston I66 outwardly so that the latter causes latch 96 to project inwardly through an opening I63 provided in the side wall of casing I 4. Thus, in the event that the valve I6 should tend to fall during the operation of the engine, as when the throttle is opened wide during heavy'load periods, the latch 90 will nevertheless serve to prevent it from falling sufficiently to close switch 58,.so that this switch is held open at all times during engine operation. The presence of spring It'llthe temperature or weather conditions, and to also control the action of the startirig motor so that the said motor does not run after the engine is started. Also, means is provided to prevent the starting of the starting motor during all operations of the engine; but, should the engine stall at any time, the starting motor will be immediately energized to effect the restarting of the engine.

It will be apparent that the piston l6 need not be used as an air inlet valve, but could be mounted in a cylinder, such as the casing l4, at any point desired, which may be near or remote with respect to the carburetor 4, and yet this piston would nevertheless serve as a means for controlling the operation of the switch 58. Such an arrangement is illustratedin Figure 6.

As many changes could be made in the above construction and many apparently widely diiferent embodiments of this invention could be made without departing from the scope thereof, as

defined by the following claims, it is intended that all matter contained inthe above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is: g 1. In an engine starting apparatus of the char-- acter described, an engine carburetor having a throttle valve, a stop member provided on said carburetor and. cooperating with said throttle valve for determining the normal idling position of said throttle valve, and an additional stop member provided on said carburetor, said additional stop member being movable in response to the temperature of the engine into overlying position with respect to said first stop member for changing the idling position of said throttle valve, whereby the idling position of said throttle valve is changed when the engine is running cold so as to provide a greater throttle valve opening.

2. In an engine starting apparatus of the character described, an engine carburetor having a throttle valve, stop means for limiting the turnvalve for said carburetor operating in response to suction,,and a second air inlet valve connected in parallel-with said first mentioned air inlet valve and controlled in its operation by said thermal control means. V

4. A carburetor including a fuel'mixture pas sage, means for controlling the quantity of fuel mixture flowing through the latter including a variable throttle valve, a stop engageable by a portion of said means for holding said throttle valve against closing beyond one predetermined partially open position, and a temperature responsive member mounted externally of said. carburetor having an element normally spaced from said stop and adapted to extend between the latter and the portion of said means with which said stop is engageable when said member is subjected to temperatures below a predetermined temperature for holding said throttle against closing to said predetermined partially open position and beyond another predetermined partially open position.

5. In a fuel system for an internal combustion engine having-a fuel mixture passage communi eating with said engine, means for controlling the quantity of fuel mixture flowing through said passage including a variable throttle valve, a stop engagcable by saidmeans for holding said throttle valve against closing beyond a'partially open low speed idling position, a temperature responsive device mounted externally of said passage and directly exposed to the heat generated by and radiated from said engine during operation thereof and a second stop operatively connected with said device and movable by the latter between the first stop and said controlling means forpreventing said throttle valve from closing from a high speed idling position to said low speed idling position when said device is subjected to temperatures below a predetermined temperature.

6. In-a fuel systemfor an internal combustion engine having a fuel mixture passage communicating with said engine, means for controlling the quantity of fuel mixture flowing through said passage including a variable throttle valve,

' a stop engageable by said means for holding said throttle valve against closing beyond a partially ture responsive device mounted externally of said ing movement of said throttle valve, thermal control means operating'in response to the temperature of the engine for changing the idling position of said throttle valve, an air inlet valve for said carburetor, said air inlet valve operating in response to suction, and a second air inlet valve connected in parallel with said first mentioned air inlet valve and controlled in .its operation by said thermal control means.

3. In an engine starting apparatus of the char acter described, an engine carburetor having a throttle valve, stop means for determining the idling position of said throttle valve under both cold starting and engine running conditions, thermal control means operating in response to the temperature of theengine and mechanically connected to a portion of said stop means for varying the idling position of said throttle valve,

whereby a larger throttle opening is provided passage and directly exposed to the heat generated by 'said engine and having an element adapted to coact with said stop in holding said throttle against closing beyond a high speed idling position when said temperature responsive device is subjected to temperatures below a predetermined temperature, said element being movable to an inoperative position by said temperature responsive device when the latter is heated by said engine to a temperature above said predetermined temperature.

'7. In a carburetor, a choke valve, a throttle valve, operating levers for said valves, means comprising a stop screw and an abutment for limiting the closing movement of said throttle valve, a member adapted to be interposed between said stop screw and abutment for limiting closing movements oisaid throttle valve, said member being connected to said choke valve when the engine is idling'while cold, an air inlettion engine having a fuel mixture passage communicating with said engine, means for controlling the quantity of fuel mixture flowing through said passage including a variable throttle valve, a stop engageable by said means for holding said throttle valve against. closing beyond a partially open low speed idling position, and a temperature responsive device mounted externally of said passage and directly exposed to the heat generated by. and radiated from said engine during operation thereof and having an element coacting with said stop and means, and effective when said device is subjected to a range of temperatures below a predetermined temperature for preventing engagement between said stop and means and thereby holding said throttle valve against closing from a predetermined high speed idling position to said low speed idling position and efieotive at said predetermined temperature and temperatures above said predetermined temperature to permit engagement between said stop and means.

9. In a carburetor including a fuel mixture passage having a variable choke valve, temperature responsive means influencing the position of said choke valve, means for controlling a while the engine is running to maintain the quantity of fuel mixture passing through said passage including a variable throttle valve, a stop engageable by said controlling means for holding said throttle valve against closing beyond one predetermined partially open position, and a stop element movable between said stop and said controlling means and operative only when said choke valve is in or near closed positionfor holding said throttle valve against closing to said predetermined partially open position and beyond another predetermined partially open position.

10. In a fuel system for an internal combustion engine having a fuel mixture passage, means for variably obstructing the inlet of air thereto, said means being responsive to temperature and to suction developed by operation of the engine, variable means for controlling only the quantity of fuel mixture flowing through said passage, a fixed stop for holding said controlling means against movement beyond one predetermined partial flow obstructing position toward a complete flow obstructing position, and a device operable in accordance with the position of said air inlet obstructing means for holding said controlling means against movement to said predetermined partialflow obstructing position and beyond a less obstructing position.

11. In an internal combustion engine carburetor including a fuel mixture passage, a throttle valve in said passage for controlling the quantity of fuel mixture passing therethrough, mechanism for moving said throttle to open and closed positions, a stop engageable by said mechanism for holding said throttle valve against closing beyond a low speed idling position, and means for releasably holding said throttle valve against closing beyond a further open position to maintain operation of said engine at a higher idling speed, said means including a coiled bimetal ic spring. subjected to temperatures developed by operation of the engine and a movable member controlled by said spring and engageable between said stop and a portion of said mechanism registering with said stop only when the temperature to which said spring is subjected is below a predetermined value.

12. In a fuel system for an internal combustion engine, a carburetor having a throttle valv a stop member cooperating with said throttle valve for determining the normal idling position of said thottie valve, and an additional stop member movable in response to a temperature developed by operation of the engine into overlying position with respect to said first stop member for changing the idling position of said throttle valve, whereby the idling position of said throttle valve is changed when the engine is running cold so as to provide a greater throttle opening.

13. In an engine starting apparatus of the character described, an engine carburetor having an induction passage and a throttle valve controlling the same, stop means for limiting the closing movement of said throttle valve, a choke valve, thermal control means operating in response to the temperature of the engine for controlling the operation of said choke valve, 9. suction controlled air inlet valve conneced in parallel with said choke valve, and means operative said air inlet valve in open position.

14. A carburetor of the character described, comprising a body having a passageway therethrough with an air inlet, a valve controlling said air inlet, a lever for moving said valve, means to supply fuel to said passageway, a throttle valve having an operating lever and controlling flow through said passageway, a rotary member eccentrically supported by said body adjacent said operating lever, a third lever for turning said rotary member, a follower member adjustably mounted on said operating lever and engageable' 16. The combination of elements specified in claim 15 further including a thermostatic spring acting upon said pivotally supported structure for influencing the operation of said choke valve. 17. In a carburetor having a body section, a throttle valve, means to actuate the throttle valve, an unbalanced choke valve, a thermostat yieldingly urging the choke valve closed when cold, connecting means between the choke valve and the throttle valve including stop means coacting with the throttle actuating means whereby the thermostat is prevented from closing the choke valve until the throttle valve is moved to partially open position, said stop means functioning to prevent the throttle valve from completely closing while the choke valve is closed.

18. Aoarburetor of the character described, comprising a body having a passageway therethrough with air and fuel inlets, a manually operable throttle valve having a shaft and controlling flow through said passageway and being freely movable toward open position, said valve being movable to closed engine idling position idling positions, said stop member comprising arotatable member eccentrically mounted on said body, said stop member and said throttle shaft being closely adjacent each other, an arm rigidly secured to and movable with-said valve, and a stop member on said arm and engageable with said rotatable member on valve closing movement to limit throttle valve closing movement.

19. In a carburetor, a throttle valve, a member connected thereto, a pivoted choke valve, a temperature responsive device influencing the movements of said choke valve, an element rotatable with said choke valve, structure operatively connected to said element and having a pivotal support spaced from the choke valve pivot, and

means connected to said structure and cooperable with said throttle member to limit the closing movement of said throttle valve.

20. In a carburetor, a throttle valve, a member connected thereto, a pivoted suction responsive ated by the choke valve, a throttle controlling said outlet, and structure connected to saidthrottle and engaging said stop member when the choke is in substantially closed position for limiting the closing movement of said throttle.

22. In a carburetor, an induction passage having an inlet and an outlet, a suction responsive choke valve controlling the inlet, temperature responsive means influencing the movements of said choke valve, a rotatable stop member adapted to be rotated upon rotation of said choke valve, a throttle controlling said outlet, and means, including an adjustable stop screw connected to said throttle and adapted to engage said stop member when the choke is-in a substantially closed position for limiting the closing movement of said throttle.

' 23. In a carburetor, an air inlet, a valve in said inlet adapted to open in response to suction, a throttle, a member for limiting the closing movement of said valve upon decrease in suction when the throttle is partially open, a stop member connected to said throttle, a second stop member cooperating with the first stop member for limiting the closing movement of thethrottle, and thermostatic means for influencing the position of the second stop member.

24. In a carburetor, an airv inlet, a valve in said inlet adapted to open in response to suction,

' a throttle, a latch operable in one position for limiting the closing movement of the valve upon a decrease in suction but permitting additional opening movement of the valve upon an increase in suction, means actuated by the throttle for operating said latch, a stop member connected to said throttle, a second stop member adapted to be moved into a position to cooperate with the first stop member for limiting the closing movement of the throttle, and a temperature responsive spring for influencing the position of said second stop member.

THOMAS D. J OECK.

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