US2302684A - Engine control apparatus - Google Patents

Description

Nov. 24, 1942. J. B. DYER 2,302,684

' ENGINE CONTROL APPARATUS Filed Nov. 19, 1952 2 Sheets-She et 1 v "Wr- T0 GISOL [NE 64068- Maya Nov. 24, 1942 DYER 2,302,684

ENGINE CONTROL APPARATUS Filed Nov. 19, 1932 2 Sheets-Sheet 2 Patented Nov. 24, 1942 ENGINE CONTROL APPARATUS John B. Dyer, Pendleton, Ind., asslgnor, by mesue assignments, to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application November 19, 1932, Serial No. 843,877

14 Claims.

This invention relates to apparatus for controlling the operation of internal combustion engines, more particularly to those oi automotive vehicles and specifically to apparatus for controlling the starting devices for such engines.

The principal object of the present invention is to provide means operated by power for causing the starting motor to become operative and to establish driving connection between the driving pinion operated by the starting motor and the fly wheel gear of the engine which said pinion drives, in combination with means for causing said power means to become operative which is operated by some one of the control devices of the vehicle which must be operated by the driver of the vehicle in controlling its operation, and means controlled by some variable function of the engine to prevent operation of said power means when the engine is operating under its own power.

This object is accomplished according to the form of the invention which is disclosed herein by the provision of a solenoid which, when energiz ed is operative to close the starting motor circuit and simultaneously to shift the pinion driven thereby into engagement with the fly wheel gear of the engine, the circuit through the solenoid being closed upon closing of the ignition switch and a rotary switch operated by the accelerator pedal, but is prevented from being closed during operation of the engine under its own power either by action of engine suction, or the solenoid is prevented from becoming operable by a counter voltage set up in the solenoid winding by action of the generator when operating at a predetermined speed.

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

In the drawings:

Fig. 1 is a wiring diagram of one form of this invention in which the generator is operative to prevent actuation of the starting motor while the engine is operating under its own power.

Fig. 2 is a similar diagram of a modified form the invention in which engine suction is effective to prevent operation of the starting motor during operation of the engine.

Fig. 3 is a detail view of the suction-controlled switch.

Referring to Fig. 1, the starting motor is indicated at 20 and has an armature shaft 22 on which is splined a sleeve 24, which is secured to one member of an over-running clutch 26, the other member of which is secured to, or integral with, a driving pinion 28 adapted to be moved into engagement with the gear 30 formed on the engine fly wheel in order to turn said gear and start the engine whenever the starting motor is operated. The sleeve 24 is moved to the right in Fig. l in order to effect engagement of the pinion 28 with the fly wheel gear 30 and simultaneously the circuit between the starting motor and the battery is closed by means which will now be described, in order to cause the starting motor to become operative.

To this end the sleeve 24 is provided with a grooved collar 32 which is slidable on the sleeve and said collar is engaged by a pin 34 which projects from the lower end of a lever 36 suitably pivoted at 38 and pivotally connected at its upper end with the armature 40 of a solenoid which is indicated in its entirety by the reference character 42. The lower part of the lever 36 may be bifurcated to form a yoke and there may be two pins 34 secured to both arms of the yoke if so desired. When the solenoid i2 is energized, the lever 36 is moved in a counter clockwise direction and through the medium of the collar 32 compresses a spring 44 which surrounds the sleeve 24 between the collar 32 and clutch 26 to move the pinion 28 into engagement with the fly wheel gear in the usual manner and at the same time the left end of the armature 40 operates the movable contact member 46 of the main starting motor switch to close the starting motor circuit and cause said motor to become operative.

The starting motor is grounded through the connection 48, while a wire 50 leads from the starting motor to a fixed contact 52 and a second fixed contact 54 is connected by a wire 56 with a wire 58 which leads from the generator, hereinafter described, to a battery 60, grounded through the connection 62. The movable contact 46 is normally held out of engagement with the contacts 52 and 54 by a spring 64, but upon energization of the solenoid 42 the contact 46 is moved so as to engage both of the fixed contacts 52 and 54 and close the circuit of the starting motor. When this takes place current will flow from the battery 60 to ground through the connection 62 and from the battery through wires 58 and 56, contacts 54, 46, 52 and wire 50 to the starting motor and thence, through connection 48 to ground again.

The starting motor will cause the engine to start and when running under its own power,

the starting motor is rendered inoperative by means later described, at which time the lever 38 and the parts operated thereby will be moved to normal position with the pinion 28 out of engagement with the gear 80.

The operation of the solenoid 42 is both manually and automatically controlled, the solenoid being caused to become energized upon closing of certain manually operated switches, but is deenergized by the effect of a counter voltage set up in the winding of the solenoid by the action of the generator when the latter is operating at a predetermined speed after the engine is operating under its own power.

In order tocontrol the operation of the solenoid in this manner it is provided with a winding 88 one end of which is connected by a wire 88 with the wire 58 which leads to the generator I grounded by the connection I2, the wire 68 being connected between the generator and the usual cutout relay. The other end of the winding 66 is connected by a wire 14 with the fixed contact I6 of a switch operated by the accelerator pedal. The details of construction of this switch are fully shown and described in applicant's ccpending application Serial No. 594,553, and since those structural details form no part of the present in vention it is not necessary that they be shown herein. It is sufiicient for the purpose of this disclosure to state that a rod I'I extends to the operating device for the carburetor throttle and carries a housing I8 between which and some fixed portion of the vehicle is a spring 80 which is adapted to hold the rod and housing in its normal inoperative position. A button or pedal 82 is carried by a rod 84 slidable in the housing and held in its normal inoperative position by a spring 86 received between the housing and button 82. Operation of the button effects movement of a movable contact 88, slidable in the housing I8, into engagement with the fixed contact Ii, while a wire 90 leads from said contact 88 to a wire 93 leading to the gasoline gauge from one fixed contact 85 of the ignition switch while a wire 92 leads to the ignition system of the engine from the other fixed contact 84 of the ignition switch. The movable contact of said ignition switch comprises two contact arms 96 and 91 adapted to engage contacts 84 and 85 and is connected by a wire 88 with the wire 58 leading from the generator to the battery. The generator is preferably of the separately excited type and the field coils thereof are connected by a wire I00 with the wire 82 leading to the engine ignition system.

The operation of the above described device is very simple. When the ignition switch is closed and the accelerator button or pedal is operated to bring the contacts 88 and I6 into engagement current will flow from the battery to ground and from the battery through wires 58, 88, the ignition switch, wire 80 thru contacts 88 and I6, wire 14, the winding 66 and wires 88 and 58 to the generator I0 and thru connection 12 to ground again. This will cause the solenoid 42 to be energized and the main starting motor switch to be closed as previously described. This will cause the starting motor to become operative and effect the starting of the engine. When the engine is running under its own power and the generator is operating at a predetermined sped a counter voltage is set up in the winding 88 because of the connections 68 and 58 leading to the generator, and as long as the engine continues to run the solenoid 42 will be deenergized, notwithstanding the fact that both the ignition switch and the acasoaess celerator operated switch remain closed. Sumcient counter voltage is set up in the solenoid winding to prevent the closing of the starting motor switch at any speed of operation of the generator when the engine is operating under its own power.

It will be understood that while a separately excited generator is disclosed a generator of ordinary type can be used. The separately excited type is, however, more effective, setting up a higher counter voltage for a given generator speed, and being operative to prevent closing of the starter switch at any possible operating speed of the engine.

In the form of the device shown in Figs. 2 and 3 the starting motor and the solenoid for controlling its operation are of exactly the same construction as in the form of the invention first described. Similar parts are indicated in the drawings by the same reference numbers as in Fig. l with the suffix It added, but these parts and their functions need not be again described. The means for controlling the energization of the solenoid 42a is, however, somewhat different from that of the first described form of the invention and this control means will be described in detail hereinafter.

The passage of current through the winding of the solenoid is controlled in part by the ignition switch and in part by a switch adapted to be closed by the accelerator pedal and opened by the action of engine suction, said switch being indicated in its entirety by the reference letter A. In this form of the invention the solenoid winding 66a is grounded at one end by the connection I82 and the ungrounded end of the winding is connected by a wire I04 to one fixed contact I08 of the switch A. The other fixed contact I81 of said switch A is connected by a 'wire I08 to the wire 820 leading from the fixed contact 84a of the ignition switch to the ignition system of the engine.

The switch A comprises a sheet metal housing IIO which may be supported in any desirable way. Riveted or otherwise secured to this housing is a diaphragm chamber formed by two cupshaped metal shells H2 and H4 suitably flanged and joined together so as to form a fluid tight Joint with a diaphragm II8 secured between the flanges. The housing III is closed at one end by a circular block of insulating material II8, supporting the fixed contacts I88 and I81.

Secured to and supported at one end by the diaphragm IIS and extending through an opening I20 in the housing I I0 is a cylindrical element I22 having a spindle I24 projecting from its opposite end, which is closed. Pivotally mounted on the spindle I24 is a movable contact member; I28 having two contact surfaces I28 which are adapted to be moved into engagement with the contacts I06 and I01 when the member I22 is rotated by means later described. The contact member I25 is held flat against the closed end of the element I22 by any suitable means, as for example washers I and a locking clip as more fully shown in application Serial No. 643,375. Posts I32 are secured in the housing I I0 on opposite sides of the member I22 and act as stops to limit the movements of the contact member I28 while a helical spring I24 is connected at one end to one of the posts and at its other end to the contact member I28, so that the spring tends to hold said contact member in the normal switch open position.

In order to move the contact member I22 into engagement with the fixed contacts I08 and I81 there is provided a sleeve I 66 which is closed at one end, the closed end fitting within a suitable recess in the insulating material III, while pro- Jecting therefrom is a spindle I 66, journalled in the insulating material and having secured in any desirable way at its outer end an operating arm I46 which is adapted to be connected in any suitable way to the accelerator pedal or some member operated thereby. This sleeve is provided with slots which embrace the contact member I26, as more fully shown in application Serial 643,375, when the device is assembled and shoulders I42 are provided on one side of each of these slots for a purpose to be set forth more fully later. The insulating material may be held in place in any suitable manner, one means for this purpose being shown and described in application Serial No. 643,375.

A nipple I44 is threaded into a hexagonal projection I46 which is integral with and extends from the shell II2 while a flexible suction conduit I41 of suitable material. such as copper tubing, is suitably connected to the nipple. Received within the inner end of the nipple I44 and extending to the diaphragm is a helical compression spring I48 which holds the contact member I26 in engagement with the inner face of the insulating material H8 at all times other than when the engine suction moves the diaphragm against the pressure of said spring or when the aforementioned shoulders are effective to hold the contact member out of engagement with the insulating material. A flanged cylindrical member IE is received within the spring I48 to limit the movement of the diaphragm under suction, the flange on such member being received between the spring and the diaphragm.

The operation of this control switch is as follows: when the engine is stopped the parts are in such position that the contact member I26 engages the insulating material I I8, but the contact surfaces thereon are not in engagement with contacts I06 and IN. To close the switch the contact member I26 is rotated by movement of the arm I40 when the accelerator pedal is moved so as to open the carburetor throttle. If the ignition switch is in closed position when this movement takes place current will flow from the battery to ground and through wires 58a, 98a, the ignition switch wire I08, the switch A, wire I04, the winding of the solenoid and connection I02. The solenoid 42a is thus caused to be energized, closing the starting motor circuit and shifting the driving pinion 28a as previously described to effect starting of the engine.

The switch A is opened by the action of engine suction which, through the medium of the diaphragm moves the contact member I26 in a direction normal to the surface of the insulating material II 8. This suction is insufiicient to so move the contact member I26 against the pressure of spring I48 during the cranking of the engine by the starting motor, but becomes sufficient when the engine starts running under its own power, so that the switch is opened and the starting motor rendered inoperative.

Under some operating conditions, as for example, when the load is very heavy and the throttle wide open the suction might be insuflicient to hold the contact member I26 away from the insulating material. As the contact surfaces I28 are so shaped that they lie opposite the con tacts I06 and I01, during the entire throttle open: ing movement of the accelerator after such contacts have been rotated into position to engage contacts I06 and I01, the failure of the suction might cause the switch A to be closed while the engine was still operating slowly, resulting in broken gear teeth or other damage. To prevent this action the shoulders I42 are provided. When the engine is stopped the contact member I26 lies at the bottom of the slots in sleeve I66 and remains in this position when the sleeve is rotated to move the member I26 to switch closing position. When the engine suction operates to move the member I26 toward the open ends of the slots, as soon as said member is moved beyond the shoulders I42 the spring I64 rotates the member I26 in a direction opposite to that in which it is moved to close the switch, so that i! the suction falls it will rest on said shoulders I42, until the suction increases or the arm I40 is returned to its initial position when the member I26 will engage the posts I02, and be disengaged from the shoulder I 42.

While the form of embodiment of the present invention as herein disclosed, constitutes a prei'erred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follows.

What is claimed is as follows:

1. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source, an electromagnet for establishing driving connection between the starting motor and the engine, means for variably controlling the quantity of combustible mixture supplied to the engine during the normal operation thereof, a switch adapted to be operated by said mixture controlling means and controlling the energization of said electromagnet, said switch including a member adapted to be rotated into closed position and means for moving said member on its axis of rotation to open the switch when the engine is in operation.

2. Control apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, and in circuit therewith an electromagnet for establishing driving connection. between the starting motor and the engine, and completing the circuit between the starting motor and the current source, means for variably controlling the quantity of combustible mixture supplied to the engine during the normal operation thereof, a switch adapted to be operated by said mixture controlling means and controlling the energization of said electromagnet, said switch including a member adapted to be rotated into closed position and means for moving said member on its axis of rotation to open the switch when the engine is in operation.

3. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source, an electromagnet for establishing driving connection between the starting motor and the engine, means for variably controlling the quantity of mixture supplied to the engine during the normal operation thereof including a pedal adapted to be operated by the foot of the operator of the engine, a switch operated by said pedal and controlling the operation of said electromagnet, said switch including a member adapt ed to be rotated into closed position and means for moving said member on its axis of rotation to open the switch when the engine is in operation.

4. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source, an electromagnet for establishing driving connection between the starting motor and the engine, means for variably controlling the quantity of combustible mixture supplied to the engine during the normal operation thereof, a switch adapted to be closed by said mixture controlling means to cause energization of the electromagnet, means operated by engine suction for holding said switch open during operation of the engine, a second means independent of engine suction for holding said switch open to prevent operation of the starting motor during operation of the engine under its own power, and means for rendering said last named means inoperative upon return of the mixture controlling means to its normal initial position.

5. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source, an electromagnet for establishing driving connection between the starting motor and the engine, means for variably controlling the quantity of combustible mixture supplied to the engine during the normal operation thereof, and a switch for controlling the operation of the said electromagnet, said switch comprising a fixed contact and a movable contact, a member operable by said mixture controlling means for moving said movable contact to position to close said switch, a member operable by engine suction to open said switch, means on said last named member operative to hold said switch open independently of said mixture controlling means, and means operable when said mixture controlling means is moved to normal inoperative position to render said holding means ineffective.

6. Control apparatus for internal combustion engines comprising, a current source, a starting motor adapted to be operated by current from said source, an electromagnet for establishing driving connection between the starting motor and the engine, means for variably controlling the quantity of combustible mixture supplied to the engine during the normal operation thereof, and a switch for controlling the operation of the said electromagnet, said switch comprising a fixed contact and a movable contact, a member operable by said mixture controlling device to rotate said movable contact to switch closing position, means operable by engine suction to move said movable contact in a direction normal to the plane of rotation to open said switch, a shoulder on said switch closing member adapted to hold said movable contact in open position, means for moving said movable contact into position to engage the shoulder when said switch is open and means to disengage said movable contact from the shoulder when the switch operating member is moved to normal inoperative position.

7. Starting apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, an electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said engine, a switch operable by said means and closed thereby as the mixture controlling means is moved to regulate the mixture supply to cause said magnet to be energized and means operated by eng ne suction when the engine is started to open said switch and cause the magnet to be de-energized.

iii

8. Starting apparatus for internal combustion engines comprising, a. current source, a starting motor operable by current trom said source, on electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said. engine, a

switch operable by said means and closed thereby as the mixture controlling means is moved to regulate the mixture supply to cause said magnet to be energized, and means operated by engine suction for holding said switch open during operation of the engine under its own power to prevent energization of the magnet.

9. Starting apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, an electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said engine, a switch operable by said means and closed thereby as the mixture controlling means is moved to regulate the mixture supply to cause said magnet to be energized, means operated by engine suction for holding said switch open during operation of the engine under its own power, and a second means [or holding said switch open when the engine is selfoperative and operable independently of engine suction, whereby operation of the starting motor is positively prevented during operation of the engine regardless of engine suction.

10. Starting apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, an electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said engine, a switch operable by said means and closed thereby as the mixture controlling means is moved to regulate the mixture supply to cause said magnet to be energized, a generator having a connection to the current source and a cut-out relay therein, and means for connecting the winding of the magnet with said connection between the generator and said cut-out relay whereby the generator sets up a counter voltage in the winding of said magnet in order to cause the magnet to be de-energized when the engine is operating under its own power.

11. Starting apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, an electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said engine, a switch operable by said means and closed thereby as the mixture controlling means is moved to regulate the mixture supply to cause said magnet to be energized, and means operated by engine suction to cause said magnet to be deenergized when the engine begins to operate under its own power, said means being operable entirely independently of the mixture controlling means so that the suction is effective to cause de-energization of the magnet regardless of the position of said mixture controlling means when the engine becomes self-operative.

12. Starting apparatus for internal combustion engines comprising, a current source, a starting motor operable by current from said source, an electromagnet for establishing driving connection between said starting motor and the engine to enable the engine to be started by said motor, means for variably controlling the quantity of mixture supplied to the engine while the starting motor is being operated to start said engine, a switch having fixed and movable contacts for controlling the operation of said electromagnet, a member operable by said mixture controlling means, as the later is moved to regulate the mixture supply, for moving said movable contact to position to close the switch, a member operable byengine suction to move said movable contact to a position to open the switch when the engine is started, and means on said first member operative to prevent movement of the movable contact to position to close said switch as long as the engine is self-operative,

13. Starting apparatus for internal combustion engines, comprising, a current source, a starting motor operable by current from said source, electrically operated means for establishing driving connection between the starting motor and the engine, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the operation of said electrically operated means and comprising fixed and movable contacts, a member operable by the mixture controlling means for moving the movable contact to switch closing position, means operable by engine suction to open the switch, means on said last named member operative to hold said switch open independently of engine suction as the mixture controlling means is moved to different positions and means operable when the mixture controlling-means is moved to its normal inoperative position to render the holding means ineffective.

14. Starting apparatus for internal combustion engines, comprising, a current source, a

7 position to open the switch, a shoulder on the switch closing member to hold said movable contact in position to maintain the switch open during operation of the engine under its 'own power, means operable to move said movable contact into engagement with said shoulder after the switch contacts have been disengaged, and means to disengage said movable contact from the shoulder to permit restarting of the engine.

JOHN B. DYER.

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