US2609514A - Engine starter control apparatus - Google Patents

Description

Sept. 2, 1952 P. L. SCHNEIDER ETAL 2,609,

ENGINE STARTER CONTROL APPARATUS Filed April 28, 1951 4 Sheets-Sheet l nvvavroks PAUL L. SCI/NE/Dik WILL 1AM M Tana? pm: HAROLD J. CROMWLLL y 41110;, MM 1* .95.! TME/A fiTTOR/V VS Sept. 2, 1952 P. L. SCHNEIDER ET AL ENGINE STARTER CONTROL APPARATUS 4 Sheets-Sheet 2 Filed. April 28, 1951 Ti 0 mwuwmm 05A E rw m N N H. R S J 0 ,V.MD Tl N Am T u u wmm 0& m

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3 70M 2/ Z a. 3 1- A Sept. 2, 1952 P. 1.. SCHNEIDER ETAL 2,609,514

ENGINE STARTER CONTROL APPARATUS Filed April 28, 1951 4 Sheets-Sheet 3 INVENTORS PAUL L. Scuuu use WILLIAM H. TA non an Meow .1 cnanweu 40442;, M v 2.4 7771!!! HTTO/F/Vf V5 P 1952 P. 1.. SCHNEIDER ET AL 2,609,514

ENGINE STARTER CONTROL APPARATUS Filed April 28, 1951 4 Sheets-Sheet 4 INVENTORS PAUL L. scmvzmee WILLIAM H. TAYLOR nun Mum/.2: .Z Cermwcu.

we? HTTORNE Y6 Patented Sept. 2, 1952 ENGINE STARTER CONTROL APPARATUS Paul L. Schneider, William H. Taylor, and Harold J. Cromwell, Anderson, Ind., assignors to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application April 28, 1951, Serial ;N0. 223,492

(Cl. v29 38) 8 Claims.

invention relates to a system of control ior the starting apparatus of internal combustion engines.

The objects of the present invention are to provide .a novel control system whichprevents the starting .function unless the engine is disconnected .from the traction wheels and to cause starting by operating the fuel control lever or accelerator pedal. In the disclosed embodiments of the present invention these objects are accomplished by the combination comprising a fuel controller, a transmission control device, a cur- .rent source, a starting motor, and a switch having a fixed contact and .a movable contact en- ..gageable with the fixed contact to effect connection of the source with the starting motor, a

switch actuator. a spring normally locating the actuator in switch opening position, normally disconnected means for mechanically connecting the 'fuel controller with the switch actuator to effect switch closing movement of the actuator by the fuel controller when operated to admit fuel,

means responsive to movement of the device to a position 'for effecting disconnection of the engine from the traction wheels for establishing said mechanical connection, and means responsive to self-operation of the engine for disrupting the said connection whereby the switch is opened by the spring.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein preferred embodiments of the present'invention are clearly shown.

In the drawings:

Fig. 1 is a diagrammatic plan view showing fragmentary parts of the vehicle engines and illustra'ting the present invention adapted thereto with the accelerator pedal or fuel controller in its normal position when the engine is operative.

Fig. 1A is a sectional view taken on line IA- :IA of Fig. 1.

Fig. 2 is a view looking in the direction or" arrow 2 in Fig. 1.

Fig. 3 is a View taken on line 3--3 of Fig. .2.

Fig. 4 is a side elevation, partly in section illustrating the present invention with an auto- .matic transmission control device in a driving position.

Fig. 5 is a, view similar to Fig. 4 but showing the automatic transmission control device in a neutral position.

Fig. 6 is a wiring diagram.

Fig. 7 is a plan elevation of a modified form of a control switch used in the present invention adapted .for use with a clutch pedal.

Fig. 8 is .a side view of a switch and looking in the direction of arrow 8 in Fig. 7.

Fig. 9 is a view taken on line 9-9 of Fig. 8.

Fig. 10 is a diagrammatic illustration of the modified form of the invention adapted foruse with a clutch pedal in its clutch engaging ,position.

Fig. 11 is a view similar to Fig. 10, but showing the position of the control switch when the clutch pedal is depressed.

Referring to the wiring diagram, Fig. v6, G designates a generator driven by the vehicle engine, not shown. One brush of the generator is grounded at 20 and the other brush is connected by an output lead 2| with a cut-out relay 22 which is connected by a wire 23 with a battery 24 which is grounded. Generator field 25 is connected to ground through an armature 26, contacts 21, 28 of a voltage regulator VR. When the contacts 21, 28 separate the field is connected to ground through a. resistance 29. The armature 26 is attracted by the electromagnet oi VR. including a core grounded by winding 2l'0. One end of winding 2| 0 is connected to ground and the other end is connected to a lead 40.

The starting motor is indicated at 30 grounded at 3|. the battery 24 by an electromagnetic switch A including stationary contacts 33 and 35 and a movable contact 31. The fixed contact 35 is connected by a wire 36 leading to the wire 23. The movable contact 3'1 is carried by armature 38 surrounded by a winding 39, the movable contact 31 is normally separated from contacts 33, 35 by a, spring, not shown. When the magnetic switch A is closed current will flow from the battery 24., through wire 33, contacts 35, 31, 33 to the starting motor 30 to ground 3| causing the starting motor 30 to operate. The winding 39 of the magnetic switch is connected at one end to a wire 49 which is connected with the wire 2! associated with the generator 20. The other end of the winding 39 is connected with a wire 41 with a fixed contact 42 of a control switch B, having another fixed contact 43. Contacts 42 and 43 are adapted to be bridged by a movable contact 44 normally maintained out of engagement with contacts 42, 43 by a spring 83. The contact 43 is connected by a wire leading to a terminal 45 of an ignition switch having a movable contact 43 to engage a contact 4! which is connected by a wire 48 connected with the wire 36.

The starting switch A is arranged to be operated by a control circuit including the solenoid, comprising core 38 and winding 39, the energizationof winding 38 by the battery 24 closes the The starting motor 30 is connected with starting switch A. A fuel controller mechanism, to be described hereinafter, has means for mechanically connecting the fuel controller with the actuator of the control switch B before the starter switch A can be closed. Means responsive to self-operation of the engine is provided for disrupting the mechanical connection whereby the control switch B is automatically moved to open position and disconnecting the starter motor circuit thus preventing energization of the starting motor circuit when the engine is selfoperative.

Referring in detail to the drawings, Fig. 1 represents that portion of the present invention associated with the accelerator mechanism. As here shown, frame 56 supports a bracket 5| to which is pivoted an accelerator pedal or fuel controller 52. The pedal 52 provides a socket 53 to receive one end of a link 54. The other end of the link 54 is connected with one arm of a lever 56 pivoted at 51. The other arm of the lever 51 is connected to one end of an extending link or rod 58. The other end of the link 58 is connected by a pin 59 to a throttle lever 66 which operates a shaft 6| carrying a throttle valve 63 which controls the fuel intake passage 62. The valve 53 is normally retained in engine idling position by spring 64 connected at one end to a stationary stud 65 and at the other end to an eye 66 carried by the link 58. A collar 61 carrying a pin 68 is attached to the link 58 by a set screw in the desired position of adjustment. The pin 68 is notched to provide a lever-engaging surface 69 shown at 69' in Fig. 1A. The purpose of the pin will be described hereinafter.

Suitably mounted with respect to the link 58 is the control switch 13 and a suction control device C. In Figs. 4 and 5 one way in which the switch B and the suction device is mounted is clearly shown. In this instance a mounting bracket 'Hlis provided and has a pair of apertured spaced ears H which straddle a pair of spaced apertured ears 12 of a switch mounting backet 13. The cars H and 12 receive a pin 14 which pivotally support the bracket 13. The bracket 13 has a stop lug l andan apertured car 16. The bracket 13 supports the switch B which comprises a cup-shaped housing 11 fixed to the bracket 13. closure 18 of insulating material which supports the fixed contacts 42 and 43. Supported within the housing 1'! is a contact carrier 19 which sup- The housing 11 supports a ports the bridging member or movable contact 44 of switch B. A shaft 80, attached to the contact 7 carrier 19 extends through an opening in the bottom wall of the casing 11. An actuator or plate member 8! is fixed to the shaft 813. This plate carries a projecting arm 82 which coopcrates with the lug 15 to limit the angular movement of the carrier and the contacts 42, 43 carried thereby in one direction of rotation. A coiled spring 83 surrounds the shaft 80 and has one end projecting into an opening 84 provided by the plate Bi and has the other end engaging the car 12 as shown in Fig. 3, to hold normally the lug 82 against the lug 14 so that the spring exerts a force to rotate the plate 8| in a clockwise direction and the parts attached therewith in a clockwise direction so that arm 82 engages the stop 15 and holds normally the switch B in its open position.

The plate 8! is provided with an opening to receive loosely one end of a link 85 attached to a button 86. The other end of the link is connected with a yielding link or tension spring 81 which in turn is connected with a link 88 connected to an arm 89 attached to a shaft 90. The shaft 90 carries a pinion or gear 9| meshing with a fan or segmental gear 92 of an automatic transmission device 3. The device 93 is pivoted at 94 and has a pointer 95 and a handle 96 which operates the gear 92 to various positions.

The bracket '18 is provided with a flange opening 91 through which a link lflll extends. This link [58 has one end connected to the ear is and has the other end connected to a flexible diaphragm till clamped between two cup-shaped shells I02 and H33. These shells are flanged at their periphery and are joined in any suitable manner so as to form a chamber I114. The shell N22 is secured to the bracket 10 by screw and nut devices I35. A cup-shaped housing N16 is attached to the shell H13 in a manner to provide a fluid tight joint. This housing has an opening or outlet to receive a pipe, or conduit 10'! which is connected with the intake manifold of the engine. The diaphragm carries a washer I08 and received between this washer and the bracket I8 is a spring Hi9 which when the engine is not running, is adapted to hold the diaphragm adjacent the shell I03 as shown in Fig. 4. It is pointed out here that the spring 39 is much stronger than the spring 81 in order to hold the bracket '13 in the position shown in Fig. 4 and an arm I I0 attached to the plate 8! out of the path of the lug 68. The spring 8! can be stretched or extended to overcome the force of the spring 39 to move bracket 13 about the pivot 14 in a direction to place the arm H5 in the path of the lug 68. Thus th difierential relation 01 springs Hi9 and 87 is such that when they are in their normal state the arm H0 is out of the path of movement of the lug 68 but when'the spring 87 is stretched the differential relation of the springs 81 and N19 is reversed to move the arm I If! into the path of movement of the lug 6B.

The arrangement of the switch B with respect to the rod 58 is such that it is actuated manually to a closed position by the engine throttle actuator or accelerator pedal and it is opened automatically preferably by means responsive to engine intake suction.

To start the engine, the operator turns on the ignition switch to cause movable contact 45 to engage contact 41. When the operator actuates the handle 96 of the transmission device 93 so that the pointer 95 is opposite the neutral position the handle 96 has moved in a counterclockwise direction as viewed in Fig. 4. The fan gear 92 turns the pinion 9! in a clockwise direction to move arm 89 clockwise to stretch spring 81 which overcomes the force of spring I09 whereby a the bracket 73 is moved against the action of spring [D9 to locate the arm I Ill-as shown in Fig. 5 in the path of movmeent of the pin 63 so-that the notch 69 will receive the arm l [0. When the operator depresses the pedal 52, the rod 58 is moved up in Fig. 1 to cause parts 61, 68 and 69 to move to positions El, 68 and 69, the notch surface 69 moving to 69 to engage arm H9 and to move it to Hi! to close switch B. This action causes the extension 82 to leave stop 15 against the biasing force of spring 83. When the switch B is closed, current flows from the battery 24, wire 48, ignition switch C, switch B, wire 4|, coil 39, wire 46, coil 2H], to ground whereupon coil 39 is energized to effect closing of electromagnetic switch A to complete the starting motor circuit causing current to flow from battery 24,

5 when. contacts 35,31. 33,.wire' '32,- motor :30. and then to ground 31 This causes the motor to crank the engine. During the cranking of the engine the spring 87, when stretched, resists suction on'the diaphragm .iOI'.

' If, when the engine becomes self operative. the operator absolutely maintains the pressure on pedal 52 whichhehad exerted to open the throttle 33 and to close switch B, and II III is not retracted .irom the pin 68 because the tendency of engine intake suction to move arm .I In away from pin '68 isresisted by the engagement of arm it" with the shoulder 39a of notch 59, this is due to the fact that when the arm I I tends to move from pin .88 (:Fig. 1A) it will engage a shoulder 59a. However, when the operator becomes aware of we :faet that the engine has been started, with-- out deliberate and conscious efiort'ihe inst1nctively reduces .foot pressure on pedal. 52.; and, as pin 8 .retracts (down in .Fig. 1),, the am 110 will be free of the shoulder 69a so that the :force of suction on the diaphragm :IIII plus the three of spring I I19 (Fig. 5) exceeds the force of spring 81 to. permit the arm Ilfl to .move away from pin 68. When the arm H0 is free of pin 68, the ED111110 and plate 81 are r'eversely rotated by the spring 63 until the extension 32 engages the lug 15, which will automatically open theswitch B. Hence the circuit to the coil 39 of the electromagnetic switch is opened. Of course, the opening of the switch A'will cause the starting motor to become inoperative, but the engine has been started and .is running under its own power; and, as long as 'thethrottle remains in its nearly closed position or idle position, the diaphragm :lfIlliwilllbe held .near the wall I03 for the reason that the suction effective on the diaphragm is greater when running under idling conditions than at any other time. While these conditions exist the starter motor .switchA cannot beclosed.

Before the starter switch A can be closed the engine must stop operating.

Figsfil, 8 and 9 show amodified form of mounting an actuator for the switch B. These parts of the second form of switch have been given num bars which are the same numbers as the numbers of the corresponding parts of the first switch, but with the sufiix a. By this similarity of parts of the second switch B the parts of the first switch will at once be apparent. There-fore, no description will be given to similarity of construction. The following differences iii-construction of the parts for mounting and operation is set forth.

In Figs. 7, 8 and '9, a mounting bracket 10a has attached thereto a U-shaped bracket I 23 having armslia which straddle a pair of spaced arms 12a. of a U-shaped bracket 121 the yoke of which is deformed so as to fit about the cup-shaped switch casing 11 .and is fixed to the casing by spot welding. The arms 12a are formed with trunnions 122 which extend into apertures provided thy-the arms "I la so that the bracket HI and casing can rock relative to the bracket I20.

An arm I23 is attached to the shaft -83 of the carrier and is provided with an extension or promal plane and is loosely connected with aetiink I32 bya'pivot rivet I33. The link .I.3.2'i-s attached to a diaphragm Illla clamped between two cupshapcd shells Him and I031. A coiled compres, .sio spring a is disposed between the plate idea-and the arm .I2'I to hold the arm I23 in the path of the pin 68.

The operation of the structure illustrated in Figs, 7, 8 and 9 is substantially similar to that described for Figs, 1 to 5. The arm I2! is con nected with the link 85a in the same manner as link 35 is connected with bracket 13. v

In Figs. 10 and .11 the modification having the arms .-I23 and I21 shown in Figs. 7, 8., and 9 is shown connected with a clutch vpedal 1.35.. In this instance the spring 81a is stretched when the clutch pedal I35 is engaged to hold the arm I23 out of the path of the pin 58. It will be noted that in Figs. 7, 10, and 11 the pin 68 is not provided with a notch. When the pedal is dis engaged the spring 81a tends to return to its normal state while the spring 109a urges the arm clockwise as viewed in Fig. 11 about pivot I22 to hold arm I23 in the path of movement of pin 68.

Referring to Figs. 10 and 11 the arm I2! is provided with an opening to receive loosely one end of a link 85a attached to a button 86a. The other end of the link is attached with a yielding link or spring 81a which is connected with a link 88 connected with a clutch pedal I35.

To start the engine, with this modified arrangement shown in Figs. 10 and 11 the operator turns on the ignition switch to cause the movable contact 41 to engage contact 45.. The operator then d-isengages the clutch I35 to allow the spring 81a to return toward its normal state and cause the spring 109a to urge the bracket I2! clockwise on pivot I22 to move the arm I23 in the path of movement of the pin 68,. The operator closes the switch B when he depresses the aoceL- erator pedal 52 which moves the rod 58 in a direction so that the pin 68 will engage the arm I23 and move it in position I23 indicated by dot and dash lines, Fig. 7,. This action causes the ear I25 of the arm I23 to compress spring I30 be. tween ears and I28. When the switch 13 is closed the starter switch A will be closed in the same manner as described heretofore.

When the engine becomes self-operative, the operator will release his force on the clutch pedal I35 upon which operation the clutch will return to its normal position causing thespring 81a to stretch to overcome the :force of spring 108a to move arm I21 counterclockwise on trunnions .122 to move the arm I23 out of, engagement of pin 68. When this happens the spring which had been compressed between ears 125 and 128 will expand to rotate the ear I25 and arm I23 in a direction to break the circuit through the switch 3. Hence the circuit to the coil '39 of the electromagnetic switch A is opened. This opening of switch A will cause the starting motor to become inoperative. Thus it will be seen that this form of the invention as well as the form previously described, shows the circuit to the starting motor is actually broken by theaction of engine suction when that suction is high, but so great a degree of suction is required toefiect this result that it is only under certain operating conditions that such result is possible and it is never possible during cranking.

While the embodiments of thepresent invention as herein disclosed, constitute preierred forms, it is to be understood that other forms might be adopted. 1

'L What is claimed is as follows: 1'. In an automatic controller for internal combustion engine starters, the combination comprising, a, fuel controller; a transmission control device; a current source; a starting motor; a switch having a fixed contact and a movable contact engageable with the fixed contact to effect connection of the source and the starting motor; a switch actuator; a spring normally locating the actuator iii-switch opening position; normally disconnected means for mechanically connecting the fuel controller with the switch actuator to effect switch closing movement of the actuator by the fuel controller when operated to admit fuel; means responsive to movement of the device to a position for effecting disconnection of the engine from the traction wheels for establishing said mechanical connection; and means responsive to self-operation of the engine for disrupting the said connection whereby the switch is-opened by the spring.

2. In an automatic controller for internal combustion engine starters, the combination comprising, a fuel controller; a clutch control member; a current source; a starting motor; a switch having a fixed contact and a movable contact engageable with the fixed contact to effect connection of the source and the starting motor; a switch actuator; a spring normally locating the actuator in switch opening position; normally disconnected means for mechanically connecting the fuel controller with the switch actuator by the fuel controller when operated to admit fuel; means responsive to movement of the clutch control member to clutch disengaging position for establishing the said mechanical connection in order to efiect switch closing position of the actu ator by the fuel controller when operated to admitfuel; and means responsive to self-opera-= tion of the engine for disrupting the said connectio'n whereby the switch is opened by the spring.

3; In'an automatic controller for internal combustion engine starters, the combination comprising, a fuel controller; a selecting device for an automatic transmission control device; a current source; a starting motor; a switch having a fixed contact and a movable contact engageable with the fixed contact to effect connection of the source and the starting motor; a switch actuator; a spring normally locating the actuator in switch opening position; ncrmally disconnected means for mechanically-connecting the fuel controller with the switch actuator by the fuel controller when operated to admit fuel; means responsive to movement of the device to a neutral position for establishing said mechanical connection in order to effect switch closing position of the actuator by the fuel controller when operated to admit fuel; and means responsiveflto self-operation of the engine for disrupting the said connection whereby the switch is opened by the spring.

. 4. In an automatic controller for internal combustion engine starters, the combination comprising; a fuel controller; a transmission control'device; a current source; a starting motor;

- a switch having a fixed contact anda' movable contact engageable with the fixed I contact to effect connection of the source and the starting motor; a spring normally locating the actuator in switch opening position; normally disconnected means for mechanically connecting the fuel controller with the switch actuator to effect switch closing movementof the actuatorcby the fuel controller when operated to "admit. fuel;

'8 means including oppositely acting springs for controlling'the establishment of said mechanical connection, said springs being normally in a differential relation for preventing the establishment of said mechanical'connection; and means responsive to movement of the device to a position for effecting disconnection of the engine from the traction wheels for reversing the differential relationship of the springs to effect establishment of said mechanical connection to effect switch closing position of the actuator by the fuel controller to admit fuel; and means responsive to self-operationrof the engine for disrupting the said connection whereby the switch is opened by the first mentioned spring.

5. In an automatic controller for internal combustion engine starters, the combination com prising, a fuel controller; a clutch control member; a current source; a starting motor; a switch having a fixed contact and a movable contact engageable with the fixed contact to effect connection of the source and the starting motor, a switch actuator; a spring normally'locating the actuator in switch opening position; means including oppositely acting springs for controlling the establishment of said mechanical connection, said springs being normally in a differential relation for preventing the establishment of said'mechanical connection; means responsive to movement of the clutch control member to clutch disengaging position for effecting disconnection of the engine from the traction wheels for reversing the differential relation of the springs to effect establishment of said mechanical connection to effect switch closing movement of the actuator by the fuel controller when operated to admit fuel; and means responsive to self-operation of the engine for disrupting the said connection whereby the switch is opened by the first mentioned spring.

6. In an automatic controller for internal combustion engine starters, the combination comprising, .a fuel controller; a selecting device for an automatic transmission; a current source; a starting motor; a switch having a fixed contact and a movable contact engageable with the fixed contact to effect connection of the source and the starting motor; a switch actuator; a spring normally locating the actuator in switch opening position; means including oppositely acting springs for controlling the establishment of said mechanical connection, sad springs normally in a differential relation for preventing the establishment of said mechanical connection; means responsive to movement of device to a neutral position for effecting disconnection of'the engine from the traction wheels for reversing the differential relationof the springs to effect establishment of said mechanicalrconnection to effect'switch closing movement of the actuator by the fuel controller when operated to admit fuel; and means responsive to self-operation of the engine for disrupting the said connection whereby the switch is opened by the first mentioned spring.

- 7. In an'automatic controller for internal com- 7 bustion: engine starters, the combination commovement of the movable contact and for movement into and out of the path of movement of said member; a second spring urging the actuator out of the path of movement of the member; a suction diaphragm connected with the engine intake manifold and operating, when engine suction is created, to assist the second spring; and yielding means conditioned by the movement of the device to neutral position to overcome the second spring and the suction on the diaphragm during engine cranking and to cause movement of the actuator into the path of movement of the member, said second spring and suction on the diaphragm when the engine becomes self operative overcoming the yielding means to move the actuator away from the path of movement of the member to allow the first spring to move the actuator to move the movable contact out of engagement with the fixed contact.

8. In an automatic controller for internal combustion engine starters, the combination with an accelerator pedal, a member moved by the pedal, a transmission control device; of a current source, a starting motor, a switch for effecting connection of the starting motor with the source, a lever for actuating the switch to a closed position, a first spring for resisting said move ment of the lever; means for pivotally supporting the switch for movement of the switch lever into or out of the path of movement of the member, a second spring urging the switch lever out of the path of movement of the member, a suction diaphragm connected with the engine intake and operating, when engine suction is created, to assist the second spring, and a third spring conditioned by movement of the member to neutral position to overcome the second spring and suction on the diaphragm during engine cranking and to cause movement of the lever into the path of movement of the member, said second spring and suction on the diaphragm when the engine becomes self operative overcoming the third spring to move the lever away from the path of movement of the member to allow the first spring to return the lever to switch-opening position.

PAUL L. SCHNEIDER.

WILLIAM H. TAYLOR.

HAROLD J. CROMWELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,761,539 Schwarze June 3, 1930 1,788,713 Good et a1. Jan. 13, 1931 1,862,006 Collins June 7, 1932 1,924,229 Davis, Jr Aug. 29, 1933 2,048,853 Dyer July 28, 1936

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