US2319835A - Automatic controlling system for engines - Google Patents

Description

May 25, 1943. w. J. WILLIAMS AUTOMATIC CONTROLLING SYSTEM FOR ENGINES l llllllllllll 5 "Tl M IIIII Illlll .NIIIIl INVENTOR BY I @M m @M y 1 w. J. WILLIAMS 2,319,835

AUTOMATIC CONTROLLING SYSTEM FOR ENGINES Filed May 15, 1941 2 Sheets-Sheet 2 fn r INVENTOFZ Patented May 25, 1943 AUTOMATIC CONTROLLING SYSTEM F enemas William J. Williams, Toledo, Ohio, asslgnor to Synchro-Start Products, Inc., Toledo, Ohio, a

corporation of Ohio Application May 15, 1941, Serial No. 393,574

20 Claims.

The invention relates to systems and means for controlling internal combustion engines and other power developing or power utilizing units in various ways and to secure various effects by combined mechanical and electric responsive means.

The invention embraces simple and highly improved mechanical and electrical responsive means for automatically starting as well as stopping or rendering inoperative internal combustion engines or power developing units under certain predetermined conditions.

The invention comprehends a device, adapted to be driven by an internal combustion engine, provided with means which vary in proportion with the speed of said engine for controlling the starting and automatically stopping the same.

One of the objects of the present invention resides in the utilization of speed responsive means for controlling the engine running operation and automatically stop the engine, giving a warning signal when abnormal running conditions have taken place.

Another object of the invention is the provision of means for automatically starting an engine utilizing speed responsive means for rendering the starting means ineffective when the engine has been automatically stopped.

Another object of the invention is the provision of means for disconnecting the starting motor from a current supply when the engine has been automatically stopped and concurrently indicate that the engine has failed and that the starting motor has been disconnected.

Another object of the invention resides in the use of a speed responsive device for automatically controlling the engine and the association of said device with electrical instrumentalities for automatically controlling the normal operation of the engine.

Another object of the invention is the provision of combined electro-mechanical means for automat'cally shutting down the engine and cutting oil the source of electrical energy for the starting means or to the fuel supply when an abnormal condition during the operation of the engine has taken place.

A further object of the invention is the provision of means to automatically close a circuit for producing an alarm or emergency signal as well as init ating the starting of a stand-by engine in case of engine failure.

Another object of the invention resides in the provision of an engine starting system having an emergency signal or alarm which remains operative until the same is shut oil or disconnected from the source of current by an attendant, at which time the automatic control of the starting system is re-established for further operation.

Further objects and advantages are within the scope of this invention such as relate to the arrangement, operation and function 01 the related elements of the structure, to various details of construction and to combinations or parts, elements per se, and to economics of manufacture and numerous other features as will be apparent from a consideration of the specification and drawing of a form of the invention, which may be preferred, in which Figure 1 illustrates semi-diagrammatically a system of control showing in medial vertical section the periodic current producing and speed responsive device;

Figure 2 is a top plan view of the device shown in Figure 1 with certain parts removed for the purpose of showing the periodic current producing means;

Figure 3 is a topplan view of the speed responsive means forming a part of the device shown in Figure 1;

Figure 4 illustrates semi-diagrammatically a modified form of the system of control showing in medial vertical section a modified form of the periodic current producing and speed responsive device.

For purposes of illustrating a practical application of the principles of the invention, the same are embodied in a control system for an internal combustion engine using direct electric current for the starting and ignition means, but it is to be understood that I contemplate the use of the invention to control power developing units provided with diiierent types of instrumentalities to start and operate said units such as pneumatic or fluid pressure which is sometimes employed for starting Diesel and multi-fuel engines.

Referring to the embodiment illustrated in Figure l, the control system of the invention includes a suitable source of electrical energy preferably of direct current such as the storage battery 10 having one of its terminals i2 connected by means of lead l3 to ground or a common return means M which may be the engine frame, not shown. The other or live terminal N5 of the battery I0 is connected by means of lead Hi to a circuit controlling means or main switch blade I8 manually operable. The manual control could be the ignition switch that normally con trols the engine, or may be located in a position to afford remote control means.

In case that the manual circuit control I8 is in a remote position from the engine a safety switch I1 is provided in close proximity to the engine to render the remote control dependent of position of switch II. The master switch blade I8 is adapted to be moved into engagement with a stationary contact II in turn connected by the main conductor 28 through safety switch I! and lead H to the movable armature 28 of the main relay 25. The movable armature 28 carries a contact point 21 adapted to engage the stationary contact 28, supported by the relay 25. The contact 28 is concurrent interrupting and speedgovemor as par-.

ticularly shown in Figures 1 to 3 comprises a metallic cup-like or hollow housing 4I having a central depending portion 42 provided with a central bore 48 which affords an elongated bearing surface for the drive shaft 45. The housing H is preferably supported by the downwardly extending portion 42 which is adapted to be carried by part of the engine frame (not shown). The drive shaft is provided at its lowerend portion 45 with a suitable driving means such as a gear 41 for establishing a driving connection with a driving shaft of the engine with which the device may be used.

Fixedly carried by the drive shaft 45 within the enlarged hollow section 4| of the housing is a cam member 55 formed with a plurality of lobes 52. The lobes 52 upon rotation of shaft 45 are adapted to periodically engage a rubbing block 58 fixedly secured to a pivoted breaker lever or arm 54. The breaker lever or interrupter 54 is pivoted for oscillation around a pintle 55 being insulated therefrom by means of an insulating bushing 51 and in turn electrically connected to the binding post 85 by means of resilient strips 58 and 58. The strip 58 is preferably made of a good current conducting material as for example, copper. The other strip 58 is preferably constructed of a highly flexible material as for example, steel, the latter being used for the purpose of urging the breaker lever 54 toward the cam member 50.

The breaker arm 54 carriesat its free end a suitable contact which is adapted to engage a stationary grounded contact GI adjustably carried by the L-shaped bracket 62 fixedly secured by means of screws 58 to the uniplanar inner surface 54 of the enlarged section 4| of the housing. A condenser is connected across such contacts 58 and 5I to prevent undue arcing by grounding one terminal to the housing and connecting the other condenser terminal by a lead 6'5 to the binding post 86.

Removably carried by the end of drive shaft 45 above the cam member 58 is the improved speed responsive mechanism of the invention which in response to a predetermined speed operates to move the grounded contacting element 58 into engagement with the relatively stationary contact 58 insulatingly mounted and adjustably carried by the removable cap 10 which closes the cup-like section of the housing 4|.

The speed responsive mechanism of the invention comprises a cylindrical frame 12 provided at its bottom portion with a central opening 18 adapted to receive the end of the drive shaft 45 which the frame I2 is removably secured by means of a set screw 14 or other suitable means.

The top section of the frame I2 is provided with a central transverse recess or slot I5 adapted to receive and guide a pair of rectangularly shaped weights l1 and I8 each being mounted on pivot pins I8 and 88 fixedly carried by the walls of the recess I5. The rectangular weights are formed adjacent to its lower portion with recesses 82 and 88 forming ledges 84 and 85, which .project between the spaced circular flanges 85 tioned and calibrated with respect to the mass of the rotating weights that when the shaft 45 driven by the engine reaches a predetermined speed, the weights are moved tothe position fllustrated in dotted lines in Figure 1, carrying the contact 68 due to the engagement of ledges 84 and 85 with the flange 85. The weights l1 and I8 are so arranged in slot I5 that when the predetermined speed is reached by the engine moving the same by centrifugal force to the position illustrated in dotted lines, the lower comer of each weight engages the flat wall of the recess 15. This arrangement provides a simplified form of stop means for the movement of the weight which prevents undue pressure from being exerted by the contact member 58 to the ad- Justably mounted contact 58.

The contact 58 is carried by the end of a threaded member passing through a threaded bushing 8| insulatingly mounted on the upper wall of the cap 10. The bushing is connected by lead 82 to an insulated binding post 84 also carried by the cap ID. The binding post 84 is connected by means of conductor 85 to the energizing coil 81 of the relay 88, the other terminal of the coil 81 is connected by lead 88 to the conductor 28. The contact I80 carried by the armature of the relay 88 is connected through lead IIII to to the conductor 28 and is normally in engagement with the stationary contact I82, the latter connected by means of lead I53 to a terminal of the coil I85 of the main circuit controlling relay 25. The relay 88 is also provided with a second armature I85 carrying contact I81 which is connected by means of lead I88 to conductor 85. The contact I8! is adapted to be moved into engagement with a stationary grounded contact I I0.

Means are provided to give a warning signal when the engine is automatically stopped due to an abnormal speed condition which are illustrat' ed in the form of a light bulb I I4 having one terminal connected to armature I05 by means of a lead H5 and its other terminal by means of lead I I8 to the main conductor 28.

It is contemplated that the stationary contact 28 of the main circuit controlling relay 25 be connected with any of the instrumentalities which normally control the operation of an engine or other power developing units. In the embodiment illustrated the contact 28 is adapted to be connected in case of an internal combustion engine utilizing battery ignition to the ignition system I I6 or in cases wherein the system of the invention is employed with Diesel engines or multi-fuei engines, to an electrically operated device II! for controlling the throttle-or fuel governing supply diagrammatically illustrated in the drawings as H8. The relay 25'is also provlded with a secondary armature I20 which is utilized for establishing a ground connection to magneto |2I in cases wherein magneto ignition is used. For such purpose the armature I20 is connected by lead I22 to ground and carries a contact I24 adapted :to engage a stationary contact |25,"-thelatter connected to the magneto III by lead I21. In the embodiment of the invention illustrated,

. ing motor shown has one of its terminals I29 grounded while the terminal I30 is connected by lead I3I to one of the stationary contacts I32 of the electromagnetic motor switch I33 while the other contact I34 is directly connected by lead I 35 to the battery terminal I5. The contacts I32 and I34 ar bridged by a conducting bar I35 insulatingly carried by the magnetic core I31, which is surrounded by the energizing winding I38. One terminal of the switch winding I38 is connected by lead I39 to conductor 29, while the other terminal is connected by lead I40 to stationary contact |4l of relay I42.

The stationary contact I is adapted to be engaged by contact I43 carried by the armature of the relay and is suitably grounded thereby. The terminals of energizing winding I44 of the relay I42 are connected respectively to the terminals of the secondary winding I45 of the transformer 32 the primary winding of whichis included in the circuit which receives the periodic current flow produced by the action of the oscillating or vibrating ai'm 54.

The operation of the embodiment of the invention illustrated in Figures 1 to 3 hereinbefore described can be summarized as follows:

When it is desired to start the engine it will only be necessary to move the main switch blade I8 into engagement with the stationary contact I9 and also ascertain that the safety switch I1 is in its closed position. When these conditions are present 'an'operative connection from the live terminal I5 of the battery to the grounded winding I05 of the relay 25 has been established causing the energization of this relay winding. The circuit thus established comprises from the battery terminal I5 through lead I6 to main switch blade I8 engaging contact I9, hence by conductor 20 through safety switch IT to lead connected through armature contact I00 in engagement with stationary contact I02 by means of lead I03 to one terminal of the winding I which has its other terminal connected to ground or to the common return to the battery. The energization of the winding I05 of the relay 25 causes the armature 23 to overcome the action of the spring moving the contact 21 into engagement with contact 28 whereby if the internal combustion engine is of the battery ignition type the circuit of the ignition system including the coil H6 is completed and its energization from the battery is established from the main conductor 20 by lead 2| through armature 23, contact 21 in engagement with contact 28. The engagement of contact 2'! with the relay contact 28 also establishe a branch circuit for the energization of the winding I38 of the solenoid switch I33. The branch circuit thus established comprises from contact 28 to conductor 29 hence to lead I39 to one terminal winding I38 and from the other terminal by means of lead I40 to stationary contact I in engagement with armature contact I42 which is grounded. The energization of the electro-magnetic switch winding I38 closes a direct circuit from the battery to the starting motor I28 for cranking the engine. This direct circuit comprises from the live battery terminal I5 to lead I35 through switch contacts bridged by bar I38 to lead I3I connected to motor terminal I30 through the motor I28 and hence to ground or common return to the battery.

The engagement of the main relay contact 21 with the stationary contact 28 caused by the energization of the relay coil I05 not only consheets the battery or source of current I0 to the instruznentalities which control the normal operation of the engine such as the ignition system IIB as well as the solenoid switch I33 which operates to establish a direct connection between the battery I0 and the starting motor I28 for cranking the engine but in addition th engagement of the relay contact 21 with contact 28 also establishes a circuit for the flow of current from the battery III to the primary winding 3| and to the periodic current interrupting device 54 connected therewith. The circuit thus established comprises from stationary contact 28 to lead 29 connected to one terminal of the primary winding 3|, through this winding by lead 34 to post 36, hence by strip 59 to breaker arm 54, contact 60 adapted to engage the stationary grounded contact 6 I.

It should be noted that rotation of the engine will rotate the drive shaft 45 and thereby cause a periodic interruption in the battery current flowing through the primary winding 3| of the transformer 32, due to the fact that the cam lobes 52 periodically engage the rubbing block 53 of the arm 54, separating the contacts 60 and GI.

When the engine becomes self-actuated and during the time that the same is in operation the rapidity of the interruption of the current in the primary winding 3| caused by the movement of the breaker arm 54 is such that an alternating current of suiiicient value is induced n the secondary winding I45 to cause the energization of therelay winding I44 connected therewith. The energization of the winding I44 will cause the separation of the contact I43 from MI overcoming the action of the relay spring opening the circuit of the switch winding I38. The de-energization of winding I38 will cause the disengagement of bar I38 from the switch contacts I32 and I34 interrupting the flow of current between the battery and starting moto I38 rendering the same inefiective, a condition which will take place during the time the engine 15 running.

It is important to note that the ratio of turns between the primary and secondary windings of the transformer 32 is such that when the engine is running under its own power or at any speed above cranking speed, the alternating current induced in the secondary winding should be of sufficient value to energize the relay winding I44 so asto keep apart the contacts I43 and I. However, when the periodicity of the interruption oi the breaker arm 54 falls below such predetermined value or the engine speed is below cranking speed, which may take place when the engine stalls, the value of the alternating current induced and flowing through the relay winding I should be insufiicient to overcome the force of the spring so that when such condition takes place, the armature contact I63 will be urged into engagement with the. stationary contact I5I, thus re-establishing the connection of the electro-magnetic switch energizing winding I38 to move the connecting bar I36 with the switch contacts I32 and I to cause the energization of the starting motor from the battery for cranking the engine.

In the event that the engine operates above certain predetermined speed, such abnormal speed will be transmitted by means of gear 41 to the drive shaft 45, the latter rotating the weights 11 and 18 sovthat the same will move to the position indicated in dotted lines, wherein due to the engagement of the ledges 84 and 85 with the upper flange 86 of the grounded contact member 68 the same is moved into engagement with the stationary contact 69, thus establishing a circuit from'the battery to the energizing winding 91 of relay 98. The circuit thus established includes from the main conductor 20 through lead 96 to winding 91, hence by lead 96, conductor 64 and to stationary contact 69 in engagement with the grounded contact 68 forming the common ground return to v the terminal I2 of the battery. The energizetion of winding 91 overcomes the relay spring separating contact I00 from I02, thereby interrupting the flow of current from the battery to the main relay winding I05. The ge-energization of winding I05 permits the relay spring to separate the contact 21 from contact 28, interrupting the flow of current to the instrumentalities which controls the normal running operation of the engine, such as the ignition system as well as to'the starting motor magnetic switch I33 and the primary ill of the transformer 32, so that the engine is stopped andthe starting motor is rendered Ineffective. Concurrently with the separation of contact IOI from I02, the engagement of contact I01 with contact IIO takes place providing an auxiliary ground connection for the winding 91 as the second armature carrying contact I01 is simultaneously operated. The engagement of contacts I01 and H0 takes place before the time when contact 68 is moved out of engagement with contact 68, caused by the de-acceleration of the engine, so that the enerization of the winding 91 is not interrupted.

The engagement of contact I01 with IIO also completes the circuit of the lamp bulb I giving a visual warning signal because the lamp Ill has one terminal connected by means of lead II6 to the main conductor 20 and the other terminal by means of lead II5 to ground through the engaging contacts I01 and H0.

It should be noted that it will be necessary to open the main circuit switch I8 to interrupt the flow of current to both the relay winding 91 and warning signal II 4 and that such action is necessary to re-establish the engagement of the main contacts IOI and I02 of this relay. Moreover that while the contact Ill is in engagement with contact I43 of the relay I52 no current flows through the winding I38 of the starting motor magnetic switch I3 due to the fact that the circuit between the contact asmeso 25 and battery terminal I5 has been interrupted by the movement of the armature 23 to separate contact 21 from contact 28, sothat the starting motor I28 remains ineffective to crank the en-' gine until the winding 61 is de-energized. n

In the modified form of the invention shown in Figure 4 there is illustrated a control system for an internal combustion engine which secures the results accomplished by the form of the invention hereinbefore described. The system illustrated in Figure 4 diflers from the one hereinbefore described in thatthe main and auxiliary relays which control the connections from the battery to the instrumentalities which control the normal operation of the engine are dispensed with and the function performed by these relays is produced by means actuated by a modifled form of the speed responsive means of the invention. In the modified form of the control system, the live battery terminal I5 through wire I6, main control switch blade I8, safety switch I1 and main conductor 20 is connected to a terminal post I carried by a switch housing I5I of insulating material mounted upon the top section of the cap 10' which encloses the cuplike housing ll of the pulsating current producing device.

The post I50 pivotally supports within the housing I5I the central portion of a switch blade or current conducting arm I52. The arm I52 is provided at each end with contacts I53 and I 54,

the latter normally urged into engagement by means of spring I51 with a contact I55 carried by the binding post I56 supported on the horizontally disposed wall of the switch housing I 5I The lower surface of the arm I52 adjacent to contact I53 is adapted to be engaged by the end of a post or switch actuating member I58. The post I58 projects within the cap 10' by passing through an opening I59 and has its lower extremity in contact with a switch actuating bar I60. The bar I60 is pivotally supported at one end by the stationary bracket I6I fixed to the top inner surface of the cap 10' and is provided adjacent to its pivotal point with an integrally formed depending finger I62 which projects into an opening I63 provided on a flat plate I64 secured to one end of a tensioning blade or resilient member I65 for urging the free end of the switch actuating bar I60 into engagement with a projection or stop I66 carried by the lateral wall of the cap 10. The tensioning blade I65 has its other end fixed to the lateral wall of the cap 10' as at I68 by means of the screw I69. Coacting with the tensioning blade I65 is the end I10 of-the adjusting member or screw "I which is threaded to the lateral wall of cap 10' and is adapted to be locked in position by means of the nut or threaded member I13. The bar I60 is provided at its central portion with a steel plate or a hard wearing disk I15 adapted to be engaged by a stud I16 preferably made of a molded plastic material which is carried at the end of the member 68'. The member 68 is of similar configuration to the one hereinbefore described and is actuated by a speed responsive mechanism incorporating the same structural features and functioning in similar manner as the one hereinbefore described.

In the modified form of the invention the pulsating current producing mechanism is similar to the one shown and described in connection with the preferred form of the invention, therefore the same is diagrammatically illustrated in Figure 4 and comprises fundamentally a pivoted breaker arm 54' insulatingly supported within the into engagement with a grounded contact 8 I carried by the housing 4I'. Upon rotation of the shaft 45 driven by the engine the contact 80' is periodically separated from the grounded contact iI by means of cam lobes 52' engaging the rubbing block 83 of breaker arm 54, thereby causing the periodic interruption oi the current flowing in the primary winding 3| of the trans former 32.

The coordination and operation of the modified form of the invention shown in Figure 4 can be summarized as follows:

When it is desired to start the operation of an engine with which this form of the invention is associated, the switch blade I8 of the master switch, which as hereinbefore stated can be located in a position remote from the engine, is moved into engagement with the stationary contact I9 and by also closing the safety switch II or ascertaining that the same is in closed position, a circuit is established between the battery and the instrumentalities which control the running operation of the engine. The circuit thus established comprises from the battery terminal I5 through lead I6, main switch blade I8, engaging stationary contact I8 through safety switch Il by main conductor 20 to terminal post I58 hence by switch arm I52, to the engaging contacts I54 and I55 to the binding post I58 and by means of lead I18 to the instrumentalities which control the normal operation of the internal combustion engine such as the ignition system I I8 or if the engine is of the Diesel or multi-fuel type of an electrically operated device III which operates to fuel governing means H8.

The closing of the master switch I8 concurrently establishes a branch circuit for the energization of the winding I38 of the starting motor magnetic switch I33. The circuit thus established comprises from the conductor I18 to wire 29 hence to lead I39 to one terminal of the winding I38 and from the other terminal of this winding by means of lead I40 to the stationary contact I4 I in engagement with the armature contact I43 to ground.

The energization of the electro-magnetic switch winding I38 closes a direct circuit from the battery to the starting motor I28 for cranking the engine. This direct circuit comprises from the live battery terminal I5 by lead I35 to switch contact I34 through bar I38 to switch contact I32 hence by lead I3I to the terminal I38 of motor I28 and through contact I29 to ground or common return to the battery terminal I2. The motor I28 will crank the engine in the well known manner and the same is provided with mechanical connections which will disengage when the engine becomes self-actuated.

The engagement of the switch blade I8 with the stationary contact I8 under the conditions hereinbefore enumerated with respect to the safety switch II will also establish a second branch circuit for the flow of current from the battery to the primary winding 3| and to the periodic current actuating devices 54 connected therewith. The circuit thus established comprises from the conductor I'I8 to lead 28 connected to one terminal of the primary winding 3| through this winding and by lead 34' to the binding post 38 to the breaker arm 54' carrying contacts 88' adapted to engage the stationary contact 8| connected to ground or common battery return.

When the engine becomes self-actuated the rapidity of the interruption of the current caused by the movement imparted to the breaker arm by the cam lobes is such that an alternating current is induced in the secondary winding I45 of sufficient value to cause the energization of the relay winding I44 directly connected therewith. The energization of the relay winding I44 will separate and retain the contact I43 out of engagement with contact I4I overcoming the action of relay spring, thereby interrupting the flow of current to electro-magnetic switch winding I38 so as to open the direct connection between the battery and the starting motor I28 and thereby stop the same.

If the engine operates above certain predetermined speed, the speed will be transmitted by means of gear 41' to the drive shaft 45', the latter rotating the weights I1 and I8 moving the same to the position indicated in dotted lines in Figure 4. Due to the engagement of the ledges 84 and 85 with the upper flange 86' of the member 68 the same moves the pivoted arm I58 to the position indicated in dotted lines and thereby moving the switch actuating bar I58 to rock the contact arm I52 separating the contact I54 carried thereby from contact I55 as indicated in dotted lines in Figure 4. The disengagement of contact I54 from contact I55 will stop the iiow of current from the battery to the conductor I18 and thereby render the instrumentalities which control the normal operation of the engine ineffective as well as the starting motorcontrol circuit so that the engine is stopped and the starting motor becomes inef fective to crank the engine.

It should be noted that when the switch arm I52 is moved to the position indicated in dotted lines in response to the action of centrifugally operated weights, the contact I53 is urged into engagement with a contact I88 carried at the end of the binding post I8I, carried by the switch housing I5I. The terminal post I8! is connected by means of lead I83 to the lamp bulb I I4 which is grounded as at I84, so that a warning signal will be produced when the engine has been stopped and the starting motor rendered inefiective due to an abnormal speed condition. It is also contemplated that in lieu of using a visual warning signal, audible signals may be employed. I have found that an electric horn can be effectively used in lieu of the lamp II4.

It should be noted that the return of the speed responsive means from the position illustrated in dotted lines to the one indicated in full lines, due to the stopping of the engine, will not affect or change the position of the switch arm I 52 and therefore I have provided means for resetting the switch arm from the position illustrated in dotted lines to that in full lines. The means shown are in the form of a slidable bar I85 manually operated which projects outwardly of the casing I5I and has one end in engagement with the switch arm so that by applying pressure the switch arm I52 is moved from the position illustrated in dotted lines to that shown in full lines, re-establishing the circuit between the battery and the instrumentalities which normally control the operation of the engine such as the ignition system II 8, as well as the controlling means for the operation of the starting motor I28, including the solenoid switch I33 and the primary winding 3I which receives the pulsating current produced by the actuation of the breaker arm 54' when the engine drives the shaft 45' It should be noted that the arrangement-of the component elements for effecting the automatic stopping of the engine upon a predetermined abnormal speed condition is such that the same is capable of performing this operation at different engine speeds. This feature is secured by having the springs coacting with the centrifugally operated weights positioned at a point highly accessible so that it is only necessary to change their tension in order to make the device capable of operating at different speeds.

In the form of the invention shown in Figures l to 3, the adjustability of the stationary contact 69 carried by the cap provides additional means for changing the speed at which it is desired to disconnect the engine. The change of position of stationary contact 59 also changes the distance of travel imparted by the centrifugally operated weights to the contact 68 before the same engages the contact 89 to stop the engine so that the speed at which the engine becomes ineflective can be materially changed.

In the embodiment of the invention shown in Figure 4, this additional feature for changing the predetermined speed at which it is desired to stop the engine when an abnormal speed condition takes place is secured by changing the tension of the resilient blade I65 which is accomplished by flexing the same through the screw III. Any change in the tension of blade I65 is imparted to the switch actuating blade I60 through finger I62, so that a different centrifugal force is required to move the blade I60 from the full to the dotted lines position and therefore without the necessity of modifying the springs or changing their tension the speed at which the engine is rendered ineffective can be materially changed.

The control system of the invention is highly effective in installations where more than one engine is used as the same automatically initiates the operation of a stand-by engine and thereby insures the continuity of operation when the main engine is automatically shut off. This use of the invention may be secured in either of the forms shown by connecting in parallel with the warning signal I or IN the winding of a relay, the armature of which operates to close the master switch such as I8 or I8 of the control system associated with a stand-by engine and thereby render the same operative.

The control system of the invention by the use of means dependent for its operation upon the self-actuation of the engine, as herelnbefore pointed out, also operates as automatic means to crank the engine whenever the same stalls. In this respect it is important to note that the windings of the transformer and relay associated therewith are so designed that the same take advantage of the rapid rise in the voltage of the battery when the engine becomes self-actuated, as the heavy load imposed by the starting motor or battery while cranking the engine is not present at the instant the engine starts or becomes self-actuated, moreover the energization of the starting motor through this control is such that unless the engine stalls, the starting motor will not be connected to the cranking engine, thus preventing the possibility of applying the cranking motor while the engine is rotating.

In the forms of the invention I have illustrated an electric startingmotor as engine starting means, however, I contemplate the control systern of the invention to be utilized for governing the functioning oi valves or other apparatus which control the application of power to other types of engine starting means.

In the forms of the invention illustrated, I have shown diagrammatically several relays constituting elements of the controlling means of the invention. The relays can be of standard suitable type, however, I prefer to use a relay in-' cluding a substantially balanced pivoted armature as particularly shown and disclosed in Williams Patent No. 2,021,396, issued November 19, 1935. I have found this type of relay very effective and reliable under all conditions of operation to which the system may be put.

It is apparent that, within the scope of the invention, modifications and different arrangements may be made other than is herein disclosed, and the present disclosure Is illustrative merely, the invention comprehending all variations thereof.

What I claim is:

l. The combination with an internal combustion engine having an electrically operated starter; of a battery; a pulsating current producing medium operated from and in unison with the engine; a circuit normally open leading from the battery to the electrically operated starter; a magnetically controlled switch for the circuit of said electrically operated starter; an energizing coil for moving to closed position the magnetically controlled switch to close the electrically operated starter circuit; a transformer; the primary winding of which is included in the circuit which receives the pulsating current; a control circuit relay coil energized from the secondary of the transformer; a second relay operable to control the instrumentality which maintains said engine in normal operation; manually operable means for establishing a flow of current from the battery through a circuit including the armatures of both relays in series with the energizing coil of the magnetically controlled switch; a pair of normally open contact points controlled by and operated in unison with the current pulsating medium for rendering ineflective the manually established circuit under predetermined conditions.

2. The combination with an internal combustion engine having an electric motor-operated starter; of a direct electric current source; a'

pulsating current producing medium operated from and in unison with the engine; a circuit leading from the current source to the starter motor; a transformer having its primary winding included in the circuit which receives the pulsating current; a relay having its coil energized from the secondary of the transformer for controlling the starter motor circuit; a second relay operable to disconnect the instrumentality which maintains said engine in normal operation after the same has been started; a pair of normally open contact points controlled by and operated in unison with the current pulsating medium for establishing a flow of current to the second relay coil and render the same operative to disconnect'said engine instrumentality to stop the I circuit; an energizing coil for moving to closed position the magnetically controlled switch; a transformer, the primary winding of which is included in the circuit which receives the pulsating current; a relay coil energized from the secondary of the transformer; a second relay opercon-tact points controlled by and operated in unison with the current pulsating medium for controlling the flow of current to the second relay coil whereby when the engine exceeds a predetermined speed the current to the second relay is interrupted thereby rendering said instrumentality ineffective.

4. The combination with an engine and electrically controlled means for the same, of engine starting means; a control circuit for said starting means; a stationary contact; a movable contact normally urged into engagement with said stationary contact; means driven by the engine actuating on said movable contact to cause the periodic separation of said contacts to set up an intermittent current in said control circuit. the value of which varies in proportion to the speed of the engine for rendering ineffective the starting means when the engine becomes self-actuated; an electrically actuated instrumentality operable to maintain the engine in operation; a circuit for rendering said instrumentality effective; a second movable contact; a relatively stationary contact adapted to be engaged by said second movable contact, both of said contacts included in the circuit which renders the engine instrumentality eflective; a mechanism actuated by said engine driven means connected to said second movable contact to cause the engagement of said second movable contact with the relatively stationary contact when the engine reaches a predetermined abnormal speed whereby the said engine instrumentality is rendered ineffective and the engine is stopped.

5. In combination, electro-responsive means and circuits therefor; manual switching means for connecting said eleotro-responsive means to a current source whereby an operative connection is established, causing the operation of an engine starting means; means responsive to the self actuation of the engine for disconnecting said electro-responsive means from the current source rendering said operative connection inefiective during the time the engine is self-actuated and adapted to re-establish said connection when the engine stalls; and speed-responsive means operable to disconnect said electroresponsive means from the current source after the engine has been in operation upon an abnormal speed engine operating. condition whereby said operative connection becomes ineffective.

6. The combination with an engine and an electrically control-led starter for the same, of an electric circuit including the primary winding of a transformer, a periodic circuit interrupter driven by said engine functioning to set up an intermittent current in said circuit as long as the engine is in normal operation; speed responsive means actuated concurrently with said interrupter for effecting under predetermined speed the interruption of the flow of intermittent current in said circuit; a second circuit in which is included the secondary winding of said the second circuit and the starter through which the supply of current to the starter is controlled.

7. In combination, a current source; an engine starting motor having conducting means for the flow of current thereto from a current source; an electro-magnet for establishing when energized in operative connection for the energization of said starting motor from said current source; means associated with said electro- -magnet dependent upon the speed of the engine for rendering said operative connection ineffective; and means associated with said electro-magnet responsive to an abnormal engine speed for rendering said operative connection ineffective and maintaining the same in such condition.

8. In combination an internal combustion engine; a current supply; an electrically operable control device for controlling the operation of said internal combustion engine; a controller; an electro-magnet; a switch operated to closed position by said electro-magnet for connecting through said controller the control device to the electric supply; means for controlling th energization of said electro-rnagnet including a speed responsive device operable upon predetermined engine speed for rendering the energize.- tion of said electro-magnet ineffective whereby the electrically operated control device is disconnected from the electric supply to stop the engine.

9. In combination, an internal combustion engine; an electric current supply; electrical apparatus connected with said internal combustion engin and electric supply for starting the engine; an internal combustion engine control de vice; plural control circuits for said device; a manual controller for rendering said control circuits operative; an electro-magnetically operated switch for connecting said internal combustion engine control device to the electric supply, said switch including a control circuit closing coil energized by the electric current supply; a circuit for said coil including closed contacts actuated by a relay coil; and means responsive to a predetermined speed of the internal combustion engine for connecting the relay coil to the electric supply for opening the closed contacts whereby the internal combustion engine control devic is disconnected from the electric supply to render th engine ineffective.

10. The combination with an engine and electrically controlled means for starting and stopping the same, of electric circuits controlling the operation of the engine starting means and of ihstrumentalities which maintain the engine in running operation; a stationary contact; a movable contact normally urged into engagement with said stationary contact; means driven by the engine to cause the periodic separation of said contacts to set up an intermittent current, the value of which varies in proportion to the speed of the engine for controlling the starting means when the engine becomes self-actuated; an auxiliary movable contact; a relatively stationary contact adapted to be engaged by said auxiliary movable contact, both of said contacts included in the circuit which controls the operation of the engine instrumentalit es; and speed responsive means actuated by said engine driven means and being connected to said auxiliary contact to cause its engagement with the stationary contact when the engine reaches a predetermined abnormal speed whereby the said engine instrumentalities are rendered ineffective and the engine is stopped.

11. In combination, an electro-magnet; switching means -ior connecting said electro-magnet to a source, of 'current whereby a flow of current is established causing the energizatlon of an engine starting means from a source of current; speed responsiv means associated with said electromagnet operable when the engine reaches a predetermined speed for rendering said starting means ineffective; auxiliary means associated with speed responsive means and said electro magnet for interrupting the operation of the engine when a predetermined speed is exceeded rendering the starting means ineffective; and means controlled by said auxiliary means to en.- ergize means adapted to indicate that the normal operation of the engine has been interrupted and the starting means are ineffective.

12. In combination, a source of power; engine starting means; normally open connections for establishing a flow of power to said engine starting means from said source; means to automatically close said connections; auxiliary means associated with said connections rendered operable by the operation of the engine for interrupting the flow of power to said starting means when the engine has been started; and speed responsive means driven by said engine for shutting off the engine and concurrently rendering said automatic connection closing means ineffective upon the presence of an abnormal engine speed.

13. In combination, a source of power; starting means for an engine; normally open connections for establishing a flow of power to said engine starting means from said source; means to automatically close said connections; auxiliary means actuated by the engine associated with said connections and said source for rendering the flow of power ineffective to said starting means upon self-actuation of the engine; and speed responsive means concurrently actuated with said auxiliary means operable to stop the engin giving a warning signal when the engine reaches a predetermined speed.

14. In combination, a source of power; engine starting means; normally open connections for establishing a flow of power to said engine startmeans ineffective when the engine reaches a presive device operable to control an instrumentality which maintains said engine in operation; and speed responsive means driven by said engine associated with both of said electro-responsive devices for rendering said instrumentality ineffective and opening the connections to the engine starting means when the engine reaches a predetermined speed.

16. The combination with an internal combustion engine provided with starting means; a power source; a pulsating current producing medium operated from and in unison with the engine; connections normally open leading from the source of power to the starting means; means for closing said connections; a transformer, the primary winding of which receives the pulsating current; an electro-responsive device connected to the secondary of the transformer to control said connection closing means; a second electroresponsive device operable to control an instrumentality which maintains said engine in running operation; a movable contact member; a relatively stationary contact; and means controlled by and operated in unison with the current pulsating medium for moving said contact into engagement with said stationary contact when the engine exceeds a predetermined speed whereby the current flow to the second electro- -responsive device is interrupted for rendering said engine instrumentality ineflective.

17. The combination with an internal combustion engine having an GIBCtI'iCaHYPOPEI'B'tGd starter; a current supply; a pulsating current producing medium operated from and in unison with the engine; a circuit normally open leading from the current supply to the starter; a switch for closing the circuit to said starter; an energizing coil for moving to closed position said switch; a transformer, the primary winding of which is included in the circuit which receives the pulsating current; a relay energized from the secondary of the transformer; a second relay operable to control an instrumentality which maintains said engine in running operation; means for connecting in series the armatures of both relays with the energizing coil of said switch to the current supply; a movable contact member; a relatively stationary contact and means controlled by and operated in unison with the current pulsating medium for moving said contact into engagement with said stationary contact when the engine exceeds a predetermined speed whereby the current flow to the second relay is interrupted for rendering said engine instrumentality inefiective.

18. The combination with an engine having electrically operated starting means; of a current source; a pulsating current producing medium operated from and in unison with the engine; speed responsive means mechanically associated with said medium; switching means controlled by said speed responsive means; a circuit normally open from the starting means to the current source; a solenoid switch operable to close circuit of the starting means; a transformer; the primary winding of which is included in the circuit which receives the pulsating current; a relay operable to open the circuit of the solenoid switch when the engine becomes self-actuated by having its coil energized from the secondary of the transformer; an electrically operable instrumentality for maintaining said engine in normal operation; means for establishing an effective connection for the flow of current to the energizing coil of the solenoid switch and concurrently to said electrically operable instrumentality through the switching means controlled by the speed responsive means whereby when the engine exceeds a predetermined speed flow of current to the solenoid switch and the electrically operable instrumentality is interrupted.

19. The combination with an engine having electrically operated starting means; of a current source; means for energizing said starting means from said source to start said engine; a pulsating current producing medium operated from and in unison with the engine for rendering said starting means ineffective when the engine becomes self-actuated; mechanical means associated with said current producing medium; switching means controlled by said mechanical means; an electrically operable instrumentality for maintaining said engine in normal operation; means for establishing an effective connection for the flow of current from said source to the electrically operable instrumentality through the switching means controlled by the mechanical means whereby when the engine exceeds a predetermined speed the said effective connection is rendered ineffective.

20. In combination, electro responsive switching means; normally open connections between said means and a current source; engine starting means rendered operable by the energization of said electro responsive switching means; an electrically operable instrumentality for maintaining the engine in operation; normally open connections between said instrumentality and a current source; manual switching means for closing said connections energizing said electro responsive means and rendering operable said instrumentality; a mechanism driven by the engine; means actuated by said mechanism for rendering the energization of the electro responsive switching means ineffective during the time the engine is self-actuated; and speed responsive means operated by said mechanism and in unison with the means actuated thereby for rendering the operation of said instrumentality ineffective when said mechanism exceeds a predetermined speed whereby the engine is stopped.

WILLIAM J. WILLIAMS.

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