US2688100A - Automatic starter control for internal-combustion engines - Google Patents

Description

Aug. 31, 1954 w. A. woLF 2,688,100

AUTOMATIC STARTER CONTROL FOR INTERNAL-COMBUSTION ENGINES Filed Sept. 30, 1953 70 Wray j@ jjj@ Z5 ZKM-@W www@ lPatented Aug. 31, 1954 AUTOMATIC STARTER CONTROL FOR INTERNAL-COMBUSTION ENGINES Walter A. Wolf, Logansport, Ind., assignor to Switches, Inc., Logansport, Ind., a corporation of Indiana Application September 30, 1953, Serial No. 383,275

Claims.

My invention relates to improvements in starter switches for internal combustion engines. More particularly, my invention relates to improvements in the type of starter switches wherein an electromagnet energized by an engine-driven generator is relied upon to hold the starter switch in the open circuit position when the engine is running.

In the prior art devices of this general class, it is essential that a minimum supply of energy suiicient to operate the electromagnet be forthcoming from the generator both at idling and throughout the entire range of operating engine speeds; otherwise, the switch will close to engage the starter mechanism. This frequently results in stripping the teeth from the flywheel of the engine or in other serious damage to the starting mechanism. While in theory the generator may be set to deliver ample energy at all engine speeds to disable the starter, and while this performance is usually obtained in the case of new equipment, such factors as loose generator belts, improper setting of the generator, and worn brushes, may cause the generator voltage output to drop at idling and part throttle engine speeds to a level at which the electromagnet will not hold the starter switch in the open position.

Accordingly, it is the principal object of my invention to provide a starter switch for internal combustion engines in which the switch is held inoperative at idling and part throttle engine speeds, regardless of the energy supplied by the generator to the electromagnetic device of the switch.

Another object of my invention is to provide a starter switch of the character described which is easy to install, dependable in use, and inexpensive to manufacture.

To the end of achieving these objects, my invention, as installed, comprises (l) a switch for opening and closing the circuit of the starter motor for the engine, (2) energy storing means such as a spring urging the switch into the closed circuit position, (3) movable stop means normally resisting movement of the switch into the closed circuit position, (4) means actuated by the engine throttle control, when the latter sets the engine to operate at high speeds, for moving the movable stop means to allow movement of the switch into the closed circuit position, and (5) electromagnetic means energized by the engine generator to prevent movement of said switch into the closed circuit position, regardless of the position of said movable stop means, as long as the engine is operating at medium and high speeds. In one application of my invention the switch is placed directly in the circuit of the starter motor for the engine. In another application the switch serves as a relay for opening and closing a conventional solenoid starter switch in the starter motor circuit.

Furthermore, this invention is an improvement over the invention disclosed in my co-pending application Serial No. 159,526, now Patent No. 2,663,804, granted December 22, 1953, and it provides a construction facilitating mounting of the device by providing all binding posts in substantially the same plane, a screw for connecting the starter switch or relay to its ymounting bracket while simultaneously holding a soit ferrous plug within the electromagnet and an improved starter actuating linkage permitting adaptation of my automatic starter for any car whether equipped with a solenoid or other normal type of starter.

Another object of this invention is to provide an automatic starter for inexpensively converting to accelerator starting any car equipped with a push button or key starter and not having accelerator starting, while permitting the originalv starting equipment to remain undisturbed.

In order that ymy invention may be more fully disclosed, reference is had to the accompanying drawing which illustrates one form of apparatus embodying the foregoing and such other principles, advantages and capabilities as may be pointed out as this description proceeds, or as Y are inherent in the present invention. For purposes of clarity in exposition, the following description is explicit and the accompanying drawing detailed, but it is distinctly to be understood that said exposition is illustrative only, and that my invention is not restricted to the particular details recited in the specification or shown in the drawing.

In the drawing:

Figure 1 is an elevational View of an automatic starter embodying the invention, an exemplary wiring diagram for use therewith being shown schematically;

Figure 2 is a vertical cross sectional view of the embodiment of Figure l, illustrating the starter switch in open position;

Figure 3 is a vertical cross sectional view as in Figure 2, but illustrating the switch in starting position;

Figure 4 is an enlarged fragmentary View on the plane of line 4 4 of Figure l, looking in the direction of the arrows and illustrating the binding post to the generator;

Figure 5 is an enlarged detail View taken on the plane of the line 5 5 of Figure 1 and lookingvin the` direction of the arrows; and

ing post I2 secures the contact I5 in place and r is insulated from the casing vIIJ by the insulating washers III and I5. The lock Washer I'I and and also provide means for connecting said post nuts I8, I8 fasten the binding postv l2 in place, f r

I2 to a starter motor I9 of an internal combustion engine through the wiring 2t. Similarly, the binding post I3 is insulated from the casing II) bythe insulating washers 22 and 2l, and positions the contact 2I as shown. Lock washer '23 and nuts 213, 24 fasten the post I3l in place, and provide means for connecting the binding postzIZ to a battery 25 or other source of energy through the wiring 26.

Extending downwardly from the partition II and plate l2 is a sleeve 28, in which an armature 29 is slidable. The sleeve 28 supports a carrier or winding spool 3,5 for the winding 3I of an electromagnet, designated generally by the numeral 32. One end 80 of the lelectromagnet winding/3l is connected through the binding post 34: and the wiring 35 to the grounded generatorf33, which is driven by the internal cornbustion engine. The insulating washers 59, 59 insulate-the post 34 from the casing IE), while lock-washer 62a and the nuts 62, 52 both secure the post 34 in place and facilitate connecting it to the generator 33. The other side of the electromagnet winding 3l is connected to the partition I-I by the wiring 35, and is therefore grounded to the casing IIJ. The electromagnet 32 is so arranged that when the winding 3l is energized -by the generator 33, the armature 29 is urged downwardly into the position shown in Figure 2.A A spring v3'1 ts within the bore 38 of the armature 23, to urge said armature 29 upwardly to the position shown in Figure 3. A contact plate 3Q issecured to the upper end of the armature 29, by the fastener 4I) and the washer 4I; but is insulated from said armature 23 bythe insulating washers E0, 6I.

The binding posts I2,r I3 and Sil are all substantially inthe same plane and thereby facili'- tate mounting the automatic starter.

A bonnet 43 is secured to the upper end of the casing I0, and has a iianged opening M therein. Also positioned in the upper portion of the casing; IIl is an insulating plate t5 and a backing plate lili,v whichare, spaced. from the bonnet 43 by the spring lll. A plunger i3 extends through the flanged opening d4 and the bonnet 43, and through the opening 49 in the plates 45 and 46. A spring 5I! surrounds the plunger 48, and bears against the shoulder portion 5I thereof to-urgethe plunger i8 downwardly in the position shown in Figure 2. The spring 5I) Vis purposely made stronger than the spring 31, so that when no external forces are exerted on the plunger, said plunger holds the armature 29 in the position of Figure 2, against the opposition of the spring 3l.

The casing I0 is securedto a bracket 52-by means of the post portion 8| ofl a large-headed `55 in the clamp 5d.

screw generally designated as l2, and associated lock washer and nut '23, lli. The head or plug I5 of screw 'I2 extends within the electroniagnet 32 and the lower end ci spring 37 rests on said head T5. Said head 'I5 also serves as a stop for armature 29. The head 55 of screw I2 is ferrous and thereby enhances the magnetic eiect of the electromagnet 32,

The end of the plunger 58 in turn connected tothe accelerator rod 53 oi the engine, through clamp 5l! which is slidable along the tension coil spring 55 which extends through an eyelet The coil spring 55 is of uniformdiameter and uniformly closely wound in turns approximately corresponding to the pitch of screw 5l, so that screw 5l may be threaded into and retained in the upper end 58 of the'spring 55 regardless of the length to which spring 55 is adjusted; and said coil spring 55 is securedl to the plunger 158. rlhe length of the spring isfpreferably such that it is necessary to move rod 53 to substantially the iuil throttle positionvbefore; the clampl 5t engages the screw 5l toiapply .tensicn'on spring 55 to move the platefbridges lthe contacts It and 2l.

plunger .dto `the position illustrated in Figure 3. In other positions of the throttle there will be no effect on plunger 123. Adjustment of the spring 55 to the. desired length, depending upon the automobile' inconnection with which a specificdevice is: to be used, may be achieved inerely by removing from the upper end 53 of the spring 5,5 any undesired length thereof. A spring isutilized for member 55. because it is inexpensive, easy to attach, and slips easily through eyelet 53 even when the motion is angular or Anot inone plane in relation to bracket` 54. Thenextensibility of spring 55 provides a margin ofsafety when the installation is carelesslyfor improperly made.

lThe spring 55 urging the shoulder portion 5Iy of the plunger'fdforces the armature 2e to the positionrxoffFigure'Z by over-powering spring 3l.. Withbarmature 29 thus depressed, the contact plate133 `is spaced v:from the contacts I3 and ZI so that no energy can flow from the battery 25 to the starting motor I9;

When the accelerator rod 53 is actuated, as for example by. fully depressing the accelerator foot pedal,y ythe clamp 543 engages the head of screw-51 and thereby causes ,the spring 55 to be put under tension, and the plunger 53 is pulled away from the position of Figure 2 to the position of Figure 3. When this occurs, the springy 31 moves the armature 23 upwardly until contact This completes the circuit between battery 25 and starting motor I9.

As soon as the engine starts, the normal reactionofthe. operator is to allow the accelerator foot Ipedal which controls the accelerator rod 53 tolreturn to the idling or partl throttle position.` The plunger i8 thereupon returns to the position of Figure 2, `and moves the Contact plate 39 away from the contacts I3 and 2l, to open p the circuit of the starter motor I3. At the sametime, the engine drives the generator 33, which energizes'the winding 3 I of the electromagnet 32'.

The strength of the magnetic i'ield of the electrornagnet 32, vaugmented by the eiect from plug 15, normally is sufficient to move the armature 29 downwardly against vthe resistance of the spring 31. However, the starter switch does not rely upon the electromagnet 32 to break the contact 'between the contacts I6 and 2l and the plate 39,^since as the engine is started -up,` the plunger 48 makes positive this action. Thus, even though the output of the generator 33 at idling or part throttle speed may be insufiicient to cause the electromagnet 32 to overcome the upward force of the spring 31, the plunger 48 insures that the circuit of the starter motor I9 remains open, so that said motor I9 cannot engage the starting mechanism of the internal combustion engine because there will be no pulling tension on spring 55.

It is now apparent therefore that during all speeds to which the engine is accelerated, except the highest speed when the accelerator pedal is almost fully depressed, a dual force is active to overcome the resistance of spring 31, thereby maintaining the switch in the position illustrated in Figure 2. In the event that the highest speeds of the engine are reached, a condition not normally prevailing, so that the clamp 54 extends spring 55 to raise the plunger 48 to the position of Figure 2, the output of generator 33 creates a suflicient magnetic iield about the armature 29 toovercome the resistance of spring 31, and thereby maintains the contact plate 39 in the position illustrated in Figure 2, unaided by the plunger 48.

While in the application of my invention illustrated in Figures 2 and 3, the contacts I8 and 2| and the contact plate 39 are placed directly in the circuit of the starting motor I9, in m`ost applications it is desirable to use my invention in the manner of a relay, rather than as the primary starter switch. When this is the case, the arrangement shown in Figure 6` may be used to advantage. More particularly, in this application the binding post I2 is connected through the lead S5 to the solenoid post B3 of a conventional solenoid starter switch 64. One terminal 66 of the starter switch 64 is connected to the starter motor I9 through the lead 61, while the other terminal 68 of the switch 64 is connected to the battery 25 or other source of electrical energy through the lead 69. Also connected to the battery 25 through the lead 10 is the other binding post I3 of my device. Since the current flowing to the binding post I3 through the lead is substantially less than the starter motor current, it is practical to interpose the ignition switch 1I in the lead 10.

Using the circuit arrangement of Figure 6, when the plunger 48 is extracted from the casing IIJ, to close the contact plate 39 against the contacts I6 and 2l, current flows from the battery 25 to the solenoid post 63, whereupon the solenoid starter switch 64 closes the circuit between the starter motor I9 and the battery 25. As the internal combustion engine starts up, the operation of a plunger 48 and the related apparatus within the casing I0 is the same as that outlined above in connection with Figures 2 and 3. The only diierence between the arrangement of Figures 2 and 3 and that of Figure 6 is therefore one of application rather than principle of operation, in the iirst instance my invention being used as a primary starter switch, whereas in the second instance it serves as a relay which actuates the primary starter switch.

Having thus fully disclosed my novel automatic starter for internal combustion engines, and illustrated its utility by reference to certain specific applications thereof, I claim as my invention:

1. A starter for the starter motor of an internal combustion engine including a throttle control, a generator driven by said engine, and

a source of electrical energy for said starter motor, said starter comprising: A casing, a plug and an electromagnet mounted in said casing and energized by said generator as the latter is driven by said engine, a iirst switch contact connected to said starter motor, a second switch contact connected to said source of electrical energy, an armature in said electromagnet and including a Contact member for bridging said i'irst and second switch contacts, said armature being operated by said plug and said electromagnet to open said switch contacts upon energizing said electromagnet, a iirst spring urging said armature to close said switch contacts, a plunger slidable insaid casing and positioned for engagement of said armature, an end of said plunger extending through said casing, a second spring, said second spring being stronger than said first spring and engaging said plunger to move said plunger into engagement with said armature to open said switch contacts, a bracket for mounting said casing on said engine, a post connecting said bracket to said casing and securing said plug within said electromagnet, and a coil spring interconnecting the outer end of said plunger and said throttle control, tensioning of said coil spring moving said plunger against the resistance of said second spring to permit movement of said contact member to bridge said switch contacts, the strength and initial adjustment of said coil spring being such that the resistance of said second spring is not overcome until said throttle control is in the substantially fully open position, whereby at idling and low engine speeds said second spring is operative to maintain said switch contacts open independent of the inuence of said electromagnet on said armature.

2. A Starter for the starter motor of an internal combustion engine including a throttle control, a generator driven by said engine, and a source of electrical energy for said starter motor, said starter comprising: A casing, an electromagnet and a plug mounted in said casing and energized by said generator as the latter is driven by said engine, a first switch contact connected to said starter motor, a second switch contact connected to said source of electrical energy, an armature in said electromagnet and including a Contact member for bridging said first and second switch contacts, said armature being operated -by said plug and said electromagnet to open said switch contacts upon energizing said electromagnet and said plug, a rst spring urging said armature to close said switch contacts, a plunger slidable in said casing and positioned for engagement of said armature, a second spring, said second spring stronger than said first spring and engaging said plunger to move said armature to open said switch contacts, a coil spring connected to said plunger, a screw threaded in the end of said coil spring, and a bracket slidable on said coil spring and secured to said throttle control, the head of said screw being engaged by said bracket to operate said coil spring to pull said plunger only when said throttle control is in substantially fully open position.

3. A starter for the starter motor of an internal combustion engine or the like, substantially as described in claim l, and further characterized by a screw threaded in the end of said coil spring, said coil spring being of uniform diameter, and a bracket secured to said throttle control and engaging said screw to pull said spring and plunger only at substantially fully open position of said throttle control.

' 4. A starter control for the starter motor of an internal combustion engine substantially 'as defined in claim 1 and further characterized by a bracket securable to said throttle control and slidable on said coil spring, the coils of said coil spring being of uniform diameter, an outer end portion of said coil spring being removable, a headed screw threadable in the remaining portion of the outer end of said coil spring, the pitch of said screw being approximately the same as the pitch r" the coils of said coil spring, the head of vsaid screwbeing engageable by said bracket to pull said coil spring only at substantially fully open position of said throttle control, the adjacent coils of said coil spring touching each other at substantially all other positions of said throttle control.

5. A starter for the starter motor or" an internal combustion engine including a throttle controla generator driven by said engine, and a source of electrical energy for said starter motor, said starter comprising: A casing, an electromagnet mounted in said casing and energized by said generator as the latter is driven by said engine, a first switch contact connected to said starter motor, a seco-nd switch contact connected to said source of electrical energy, an armature inv said electromagnet and including a contact member for bridging said rst and second switch contacts, said armature being operated by said electromagnet to open said switch contacts upon energizing said electromagnet, a nrst spring urging said armature to close said switch contacts, a plunger slidable in said casing and positioned for engagement of said armature, an end of said plunger extending through said casing, a second spring, said second spring being stronger than said rst spring and engaging said plunger to move said plunger into engagement with said armature to open said switch contacts, a bracket for mounting said casing on said engine, a largeheaded screw connecting 'said bracket to said cas ing, the head of said screw extending within and enhancing the effect of said electromagnet, and a coil spring between the outer end of said plunger and said throttle control, tensioning of said coil spring moving said plunger against the resistance of said second spring to permit movement of said contact member to bridge said switch contacts, the strength and initial tensioning of said coil spring being such that the resistance of said second spring is not overcome until said throttle control is in the substantially fully open position, whereby at idling and low engine speeds said second spring is operative to maintain said switch contacts open independent of the influence of said electromagnet on said armature.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 697,144 Hewlett Apr. 8, 1902 1,293,587 Weaver Feb, 4, 1919 1,350,369 Dekhotinsky Aug. 24, 1920 1,882,948 Routledge Oct. 18 ,1932 1,918,798 Churcher July 18, 1933 1,948,198 Blake Feb, 20, 1934 2,048,130 Lustig July 21, 1936 2,067,180 Elkin Jan. 12, 1937 2,101,931 Dyer Dec. 14, 1937 2,120,555 Good June 14, 1938 2,123,133 Callsen July 5, 1938- 2,255,3s1 Euery sept. 9, 1941 2,287,791 Dyer June 30, 1942 2,302,681 Dyer Nov. 24, 1942 2,371,167 Harris Mar. 13, 1945 2,663,804 Wolf Dec. 22, 1953 FOREIGN PATENTS Number Country Date 509,719 Germany Oct. 11, 1930

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